My Autogyro in Japan. Experimental Model XG7 with G6 tailplane,1995. http://www7a.biglobe.ne.jp/~GYROS/

title says it all

découpe CNC du puits de servo dans le stabilisateur de l'ADDICTION de chez STARCRAFT

short clip of back of plane

The Cresco is a low-wing monoplane which, like the Fletcher but unlike most topdressers, has tricycle undercarriage and places the cabin forward of the hopper, at the leading edge of the wing - which gives the pilot of the Cresco a good field of vision. The high-lift wing has pronounced dihedral on the outer span. The prototype Cresco had an all-moving tailplane, but the aircraft was lost when the tailplane separated in flight, (the pilot parachuting to safety). Subsequent aircraft have had conventional tails. Sales of the Cresco, (39 as at the beginning of 2006), have not been as impressive as those of the piston-engine powered Fletcher. The Cresco has been sold in several nations and has pioneered new utility roles not explored by the Fletcher. Although primarily used to spread superphosphate fertiliser, the Cresco is also used in the utility role, especially as a sky diving platform, where its fast rate of climb (1,560 ft/min) has made it popular, and as a firefighting water bomber, a role it can perform with little alteration from its standard agricultural layout. One airplane has been converted for magnetic survey. A disadvantage in the utility role is the low internal volume available for the relatively high powerful engine. The Cresco is normally flown by a single pilot, but has a second seat in all versions. It can carry nine (rather cramped) sky divers. Usual power plant is a 750hp Pratt and Whitney PT6A. The PAC 750XL, a utility aircraft aimed at the skydiving market, was derived from the Cresco, and retains its high-lift wing.

Tu-134 crashed on 10.07.2006 near Simferopol. All survived.The Tupolev Tu-134 (NATO codename: Crusty) is a Soviet twin-engined airliner, similar to the American Douglas DC-9. One of the most used aircraft in the former Warsaw Pact countries, the number in active service is decreasing because of noise restrictions.Following the introduction of engines mounted on pylons on the rear fuselage by the French Sud Aviation Caravelle, airliner manufacturers around the world rushed to adopt the new layout. Its advantages included clean wing airflow without disruption by nacelles or pylons and decreased cabin noise. At the same time, placing heavy engines that far back created challenges with the location of the center of gravity in relation to the center of lift, which was at the wings. To make room for the engines, the tailplanes had to be relocated to the tail fin, which had to be stronger and therefore heavier, further compounding the tail-heavy arrangement. During a 1960 visit to France, Soviet leader Nikita Khrushchev was so impressed by the quiet cabin of the Caravelle, that on 1960-08-01 the Tupolev OKB received an official directive to create the Tu-124A with a similar engine arrangement. In 1961, the Soviet state airline, Aeroflot, updated its requirement specifications to include greater payload and passenger capacity. The first Tu-124A prototype, CCCP-45075, flew on 1963-07-29. Then, on 1963-10-22, the British BAC 1-11, which had a similar layout, crashed with the loss of all crew. The aircraft had stalled shortly after takeoff and entered pitch-up: The high-mounted tailplane became trapped in the turbulent wake produced by the engine nacelles, which prevented recovery from the stall. Tupolev took notice and the tailplane on Tu-124A was enlarged by 30% for greater control authority. Since Aeroflot's requirements dictated a larger aircraft than initially planned, the Soloviev design bureau developed the more powerful D-30 low-bypass turbofan engines. On 1963-11-20, the new airliner was officially designated Tu-134. Design curiosities of the Tu-134 included a sharp wing sweepback of 35 degrees, compared to 25-28 degrees in its Western analogues. The engines on early production Tu-134s lacked thrust reversers, which made the aircraft one of the few airliners to use a brake parachute for landing. The majority of onboard electronics operated on direct current. The lineage of early Soviet airliners could be traced directly to the Tupolev Tu-16 strategic bomber, and the Tu-134 carried over the glass nose for the navigator and the landing gear fitted with low-pressure tires to permit operation from unpaved airfields. In 1968, Tupolev began work on an improved Tu-134 variant. The fuselage received a 2.1 meter (6 ft 10 in) plug for greater passenger capacity and an auxiliary power unit in the tail. The upgraded D-30 engines now featured thrust reversers, replacing the cumbersome parachute. The first Tu-134A, converted from a production Tu-134, flew on 1969-04-22. The first airline flight was on 1970-11-09. A total of 852 Tu-134s were built.In September 1967, the Tu-134 made its first scheduled flight from Moscow to Adler. The Tu-134 was the first Soviet airliner to receive international certification from the International Civil Aviation Organization, which permitted it to be used on international routes. The type is still in widespread use in Russia and other former Soviet countries, but high fuel and maintenance cost limits the number used today, 69 Tu-134 has been written-off in accidents and wars, 35 of these where non-fatal, one of the remaining 34 fatal incidents none inside the plane died. It has also found a new life as a business jet with many having an expensive business interior. With the introduction of new ICAO noise regulations, Tu-134s have been effectively banned from much of European airspace due to the noisy D-30 engines dating back to the 1960s.

http://www.aviationlive.org Online Aviation Pics,Videos and Forum The English Electric Lightning was a British supersonic fighter aircraft of the Cold War era, remembered for its great speed and natural metal exterior. It is the only all-British Mach 2 fighter aircraft. Renowned for its capabilities as an interceptor, RAF pilots described it as "being saddled to a skyrocket".[1] English Electric was later incorporated into the British Aircraft Corporation, later marks being developed and produced as the BAC Lightning. The Lightning was used throughout much of its service life by the Royal Air Force and the Royal Saudi Air Force. The aircraft was a regular performer at airshows and was the first aircraft capable of supercruise. The Lightning was also one of the highest performance planes ever used in formation aerobatics. In July 2006, the F-35 Joint Strike Fighter was officially named "Lightning II" in honour of both the English Electric Lightning and the Lockheed P-38 Lightning. The prototypes, known as English Electric P.1s, were built to a Ministry of Supply requirement (Specification ER.103) for a transonic research aircraft. The first of the two P.1s WG760 flew for the first time from RAF Boscombe Down on 4 August 1954. It was soon realised that the aircraft should be regarded as a prototype fighter to satisfy the British Air Ministry's 1947 specification F23/49 rather than being research aircraft. This specification followed the cancellation of the Air Ministry's 1942 E.24/43 supersonic research aircraft specification which had resulted in the Miles M.52.[citation needed] The Lightning shared a number of innovations first planned for the Miles M.52 including the shock cone and all-moving tailplane, the latter described by Chuck Yeager as the single most significant contribution to the final success of supersonic flight. The P.1's designer was W.E.W. Petter, formerly chief designer at Westland Aircraft. The design was controversial and the Short SB5 was built to test wing sweep and tailplane combinations. The original combination was proved correct. The forerunner of the Lightning series was the P.1A and P.1B flying "proof-of-concept" aircraft. Looking very much like the production series, the prototypes were distinguished by the rounded-triangular intakes, short fins and lack of radar or operational equipment.[1] On 25 November 1958, the P.1B became the first British aircraft to fly at Mach 2.[1] The Lightning was specifically designed as a point defence interceptor - essentially a guided missile-armed, air superiority fighter optimised to defend mainland Britain against bomber attacks. In order to reduce cross sectional area of the fuselage and improve performance, the fuel capacity was highly restricted. It was armed with two 30 mm ADEN cannons and two air-to-air missiles, at first the de Havilland Firestreak and later the Hawker Siddeley Red Top.

Interesting "old school" sailplane construction. The Dart was originally designed to Standard Class rules and first flew in 1964, winning the 1965 OSTIV prize at the World Championships at South Cerney, England. This notwithstanding, a disappointing competitive performance led to the development of the 17 m. Open Class Dart 17, which had a wood and metal bonded spar in place of the Dart 15's all wood spar. A retractable main gear was added as an option (Dart 17R), and later production examples have an all metal tailplane. In 1965 Dick Georgeson of New Zealand set a world Out & Return record of 730.6 km./ 453.98 miles in a Dart 15. Slingsby History The company was founded in nearby Scarborough as Slingsby Sailplanes by Frederick Nicholas Slingsby, a furniture manufacturer, World War I aviator and gliding enthusiast. Its first aircraft was a German designed Falke which flew in 1931. In 1934 the company moved to Kirbymoorside. In World War II, Slingsby contributed to the production of military gliders with the Slingsby Hengist. Slingsby's last glider, the Slingsby T.65 Vega, ceased production in 1982. The company is now a subsidiary of Cobham plc. Cobham has 3 main groups of companies; FR Aviation, Aerospace Systems (formerly Flight Refuelling Group) and the Chelton Group of companies (of which Slingsby Aviation is a member). Slingsby designs and manufactures composite structures, ranging from large marine structures, such as submarine rudders, to lightweight helmets for helmet mounted display systems, mainly for the aerospace and defence industries. Slingsby Firefly T67M of the UK Defence Elementary Flying Training School, used for training Army and Navy student pilots. Slingsby Aviation's SAH2200 hovercraft has operated in such varied regions as the Arctic Circle and Africa. Two are seen in the James Bond movie, Die Another Day. The company builds the T-67 Firefly, a two seater military training aircraft. Slingsby Aviation employs around 130 people on its 12,220 square metre (131,000 square feet) site. The company has its own airfield with a 750 metre reinforced grass runway. Specifications -- Dart 15 (Dart 17R in parenthesis) Span 15.0 m./ 49.2 ft (17.0 m./ 55.7 ft.) Area 12.5 sq. m. / 136 sq.ft. (13.87 sq. m./ 149.3 sq. ft.) Aspect ratio 18 (20.4) Empty weight 218 kg. / 480 lb. (243 kg./ 535 lb.) Payload 122 kg. / 270 lb. (88 kg./ 195 lb.) Gross weight 340 kg. / 750 lb. (331 kg./ 730 lb.) Wing loading 27.21 kg. / sq. m. / 5.51 lb. / sq. ft. (23.86 kg./ sq. m./ 4.89 lb./ sq. ft.) Structure wood; (wood/ metal bonded spar, metal tailplane) Performance L/D max. 31 (37) 87 kph / 47 kt / 54 mph Min. sink 0.76 m/s / 2.5 fps / 1.48 kt 77 kph / 42 kt / 48 mph (0.58 m/s/ 1.9 fps/ 1.13 kt) Other Country of origin Great Britain Designer F.N. Slingsby No. of seats 1 No. built 81 No. in the U.S. 10

The Blackburn Buccaneer was designed as a long-range carrier-based attack aircraft. It entered RAF service in July 1962, and retired in 1992, during which time it remained one of the fastest low-level aircraft. The Buccanner featured many novel and inovative design features; a variable incidence tail-plane, area ruled fuselage, rotating internal bomb-bay and wing boundary-Layer control. In addition to conventional ordnance, in 1965 the Buccaneer was type-approved for nuclear weapons delivery i.e. the Red Beard and WE177 bombs. All nuclear weapons were carried internally. Music: Death Cab for Cutie - 'I will possess your heart'.

Air crash investigation/Mayday-Panic over the Pacific part 1 China Airlines Flight 006 encounters turbulence while flying to Los Angeles. The No. 4 engine flames out and the crew tries to restart the engine at too high an altitude. The aircraft banks slowly to the right but the crew do not notice the autopilot can no longer hold the aircraft straight and level. The captain disconnects the autopilot and immediately loses control, sending the aircraft into a spiralling nosedive. The Flight Engineer mistakes readings on the gauges for total engine failures on all engines rather than the Captain setting the throttles to idle. The extreme forces rip the undercarriage doors off and parts of the horizontal stabilizers rip off as well. The Boeing 747SP clears the clouds and the pilot can once again see the horizon. The crew recover the aircraft from the dive and the it lands safely at San Francisco despite control problems associated with the tailplane damage. Two people are hurt, but everyone is alive.

The Fairey Firefly was a British Second World War-era carrier-borne fighter aircraft of the Fleet Air Arm. It was superior in performance and firepower to its predecessor, the Fairey Fulmar, but did not enter operational service until towards the end of the war. It remained a mainstay of the FAA until the mid-1950s. The Firefly was designed by H.E. Chaplin at Fairey Aviation in 1940; in June 1940, the Admiralty ordered 200 aircraft to meet Specification N.5/40. The prototype of the Mk I Firefly flew on 22 December 1941. Although it was two tons heavier than the Fulmar (due largely to its armament of two 20 mm cannon in each wing), the Firefly was 40 mph (64 km/h) faster due to improved aerodynamics and a more powerful engine, the 1,730 hp (1,290 kW) Rolls-Royce Griffon IIB. The Firefly is a low-wing cantilever monoplane with oval-section metal semi-monocoque fuselage and conventional tail unit with forward placed tailplane. Powered by a Rolls-Royce Griffon liquid-cooled piston engine with a three-blade airscrew. The Firefly had retractable main landing gear and tail wheel, with the hydraulic operated main landing gear retracting inwards into the underside of the wing centre-section. The aircraft also had a retractable deck arrester-hook under the rear fuselage. The Pilot's cockpit was over the leading edge of the wing and the observer/radio-operator/navigator aft of the wing trailing edge. Both crew had separate jettisonable canopies. The all metal wing could be folded manually, with the wings along the sides of the fuselage. When in the flying position the wings were hydraulically locked. The primary variant of the aircraft used during the Second World War was the Mk 1, which was used in all theatres of operation. In March 1943, the first Firefly Mk Is were delivered but they did not enter operational service until July 1944 when they equipped No. 1770 Squadron aboard HMS Indefatigable. The first operations were in Europe where Fireflies made armed reconnaissance flights and anti-shipping strikes along the Norwegian coast. Fireflies also provided air cover during the sinking of the German battleship Tirpitz in 1944. Throughout its operational career, the Firefly took on increasingly more demanding roles from fighter to anti-submarine warfare stationed mainly with the British Pacific Fleet in the Far East and Pacific theatres. Fireflies carried out attacks on oil refineries and airfields and gained renown when they became the first British-designed and -built aircraft to overfly Tokyo. After the Second World War, the Firefly remained in service in the UK, Canada and Australia. The Royal Canadian Navy employed 65 Fireflies of the Mk AS 5 type onboard its own aircraft carriers between 1946 and 1954. FAA Fireflies carried out anti-ship missions off various aircraft carriers in the Korean War as well as serving in the ground-attack role in Malaya. The Firefly's FAA frontline career ended with the introduction of the Fairey Gannet. General characteristics Crew: Two (pilot & observer) Length: 37 ft 7 in (11.46 m) Wingspan: 44 ft 6 in (13.56 m) Height: 13 ft 7 in (4.14 m) Wing area: 330 ft² (31m²) Empty weight: 9,460 lb (4,254 kg) Max takeoff weight: 14,020 lb (6,359 kg) Powerplant: 1× Rolls-Royce Griffon IIB liquid-cooled V12 engine, 1,730 hp (1,290 kW) Performance Maximum speed: 316 mph at 14,000 ft (509 km/h at 4,300 m) Range: 1,070 miles (1,722 km) with auxiliary tanks Service ceiling 28,000 ft (8,530 m) Rate of climb: ft/min (m/s) Wing loading: lb/ft² (kg/m²) Armament 4 × 20 mm Hispano-Suiza HS.404 cannons 2 × 1,000 lb (450 kg) bomb or 8 × 60 lb (27 kg) rockets

http://www.webalice.it/romanoarchives/ The Messerschmitt 163 Komet was one of the most radical and truly futuristic aircraft of the Second World War. The idea of a local-defensive fighter driven by a rocket-engine was indeed a good idea and could have given the allied's a tough nut to crack. The endurance of the aircraft was only 8 minutes and that included 2½ minutes of propulsion before the fuel ran out. The unconventional shape without a tail-plane and an amazing short fuselage did not cause any major difficulties in handling the aircraft. The production version was in fact considered to have the best and safest flight-handling of all the aircrafts within the Luftwaffe. The tail-less design was choosed to save some weight and to minimize the drag. The selection of two different rocket-fuels that reacted violently when they came in contact with each other, solved the ignition-problem in the combustion-room, but brought a great hazard-moment. The Komet didn't have an undercarriage instead it took off on jettisonable carriage and landed on a skid. But the impact caused by the landing often ignited the fuel-leftovers and it caused an explosion. Many of the aircrafts were lost in the landing and also many pilots were injured including the first test-pilot. The first version (163 V1) flew in the spring of 1941 as a glider, and in August 1941 with propulsion. In May 1944 the Me 163 B went into service with the I/JG 400. The tail-less aircraft flew like a bird and sometimes the plane kept on flying instead of landing were the pilot wanted. The final production-version was 163 C with a fully retractable tail-wheel, a longer fuselage and a new improved engine with the ability for the aircraft to cruise, it was from this version that the Me 263 was produced. In this video: first shown (in B&W) the dangerous operation of the ignition, followed by extremely hard to find color shots of the Me-163 landing (very dangerous too...). At the end (in B&W) the recovery of the landed aircraft. The poor visual quality of this video is counterbalanced by its rarity... Editing by ROMANO-ARCHIVES. "SUBSCRIBING to this Channel is a MUST for researchers and RARE HISTORICAL FOOTAGE fans!!!" V. Romano The part in color is a clip from the ROMANO-ARCHIVES' new website-"Unknown World War 2 in Color"-"WW2 Europe" section. At: http://www.webalice.it/romanoarchives/ Visit also: http://romanoarchives.altervista.org/ Or: http://digilander.libero.it/romanoarchives/

China Airlines Flight 006 encounters turbulence while flying to Los Angeles. The No. 4 engine flames out and the crew tries to restart the engine at too high an altitude. The aircraft banks slowly to the right but the crew do not notice the autopilot can no longer hold the aircraft straight and level. The captain disconnects the autopilot and immediately loses control, sending the aircraft into a spiralling nosedive. The Flight Engineer mistakes readings on the gauges for total engine failures on all engines rather than the Captain setting the throttles to idle. The extreme forces rip the undercarriage doors off and parts of the horizontal stabilizers rip off as well. The Boeing 747SP clears the clouds and the pilot can once again see the horizon. The crew recover the aircraft from the dive and the it lands safely at San Francisco despite control problems associated with the tailplane damage. Two people are hurt, but everyone is alive.

China Airlines Flight 006 encounters turbulence while flying to Los Angeles. The No. 4 engine flames out and the crew tries to restart the engine at too high an altitude. The aircraft banks slowly to the right but the crew do not notice the autopilot can no longer hold the aircraft straight and level. The captain disconnects the autopilot and immediately loses control, sending the aircraft into a spiralling nosedive. The Flight Engineer mistakes readings on the gauges for total engine failures on all engines rather than the Captain setting the throttles to idle. The extreme forces rip the undercarriage doors off and parts of the horizontal stabilizers rip off as well. The Boeing 747SP clears the clouds and the pilot can once again see the horizon. The crew recover the aircraft from the dive and the it lands safely at San Francisco despite control problems associated with the tailplane damage. Two people are hurt, but everyone is alive.

The Bleriot 125 was an unusual passenger aircraft, and attracted considerable attention when displayed on the Bleriot stand at the 1930 Paris Salon de I'Aeronautique. Basically of wooden construction, it had a high wing supported by twin fuselages, each with a luxurious cabin for six passengers, a toilet and baggage compartment. Above the centre section was located an enclosed cabin for three crew members. A monoplane tailplane with four fins and rudders was mounted to the rear of the twin fuselages, and landing gear comprised tandem pairs of wheels partially enclosed in the bottom of the fuselages. Powerplant comprised two Hispano-Suiza engines mounted in tandem on the wing centre-section, and driving one tractor and one pusher propeller. Leon Kirste's design was somewhat ahead of the state of the art, and the Bleriot 125 demonstrated poor flight qualities when flown for the first time on 9 March 1931. Tests continued into 1933, but although allocated the civil registration F-ALZD, the Bleriot 125 failed to gain an official flight certificate and was scrapped the following year. General characteristics Crew: two pilots and one navigator Capacity: 12 passengers Length: 13.83 m (45 ft 4 in) Wingspan: 29.4 m (96 ft 5 in) Height: 4.0 m (13 ft 1 in) Wing area: 100.0 m² (1,076 ft²) Empty weight: 4,440 kg (9,789 lb) Gross weight: 7,260 kg (16,006 lb) Powerplant: 2 × Hispano-Suiza 12Hbr, 410 kW (550 hp) each Performance Maximum speed: 220 km/h (137 mph) Range: 1,000 km (621 miles)

Martinair MD-11 CF PH-MCS Max Takeoff Mass: 286,000 Kgs Max Laning Mass: 222,900 Kgs Max Zero Fiel Mass: 204,700 Kgs Max Fuel Tank Capacity: 116,502 Kgs Ceilling: 43,200 ft Max Payload in Freighter: 86,000 Kgs The McDonnell Douglas MD-11 is an American three-engine medium to long-range widebody airliner, with two engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer. It is based on the DC-10, but featuring a stretched fuselage, increased wingspan with winglets, refined aerofoils on the wing and tailplane, new engines and increased use of composite materials. It features an all-digital glass cockpit that decreases the crew to two from the three required on the DC-10.

The F-16 was only on a high-speed taxi test, but a control induced oscillation became so bad he opted to take it off. Some of the sources say the YF-16 (control oscillation) did not have a computer, I do not think that is totally correct. I think it had a computer, however it was a very primitive computer and did not have any software to prevent oscillations. After this mishap I think they upgraded the computer and software and did some other modifications to reduce the chances of control induced oscillations. I think also they developed computer flight simulators to get pilots used to flying by wire and the new style control stick. With most aircraft you can tell how far the controls are lagging behind because the controls are directly linked, however with flyby wire and some versions of hydraulic control there is some lag that can easily confuse a pilot into over controlling the aircraft. If you try to fly an airplane that has a lot of control authority lag, you have to dampen your control inputs, and that does not come naturally. "Philip F. Oestricher was the first pilot to fly the YF-16. This occurred on 20 January 1974 during hi-speed taxi trials. He was a civilian employee of General Dynamics at the time" John G. Williams, a structural flight test engineer on the YF-16, recalls: During the first high-speed taxi test, a violent lateral oscillation had set in as a direct result of pilot-commanded oscillations (several maximum left/right commands) as the airplane reached rotation speed (~120 kt). Remember, this was the first airplane to have a fixed stick, and there was no opportunity for Phil to gain any feel for the airplane, until that high-speed taxi test. As the nose of the aircraft rose, the tailplane inadvertently scraped on the runway. The left wingtip missile and the right tail static probe also lightly contacted the runway. Phil chose to take off because the bird had begun to veer off to the left side of the runway, and he was faced with plowing through the desert or flying. Thankfully he chose to fly and possibly saved the entire program. After take off, Phil regained control and stayed up for six minutes, and landed uneventfully. Prior to the next flight, the stick sensitivity was reduced by 50% with gear down. Later, after complaints of not enough sensitivity, it was returned to the original." "The prototype YF-16 (serial number 72-1567) was rolled out at Fort Worth on December 13, 1973. It was powered by a Pratt & Whitney F100-PW-200 (JTF22A-33) turbofan, rated at 23,830 with full afterburner. Maximum takeoff weight was 27,000 pounds. The YF-16 carried no radar, and the aircraft had analog flight controls with no computer software. The YF-16 was air freighted by C-5A to Edwards AFB on January 8, 1974. Its first flight was an unintended short hop around the pattern on January 21, 1974 at the hands of test pilot Phil Oestricher. During high-speed ground tests at Edwards, Oestricher had inadvertently scraped the tailplane on the runway as the nose was raised, and a violent lateral oscillation set in. He decided to take off and regain control in the air. He stayed up for six minutes and landed uneventfully. The scheduled first flight was delayed until a new right stabilator could be fitted. The first official flight took place February 2, 1974, again with Phil Oestricher at the controls. He reached 400 mph and 30,000 feet." Good subject; poor video quality. Most of the films were shot using old-fashioned equipment, sometimes over exposed and washed out, under great vibration. The film and tapes were not that good quality when I got them and over the decades age and EM has deteriorated them some, and some quality was lost digitizing the recordings. This real thing, not Hollyweird. Most of the montage footage I posted is available, that has been better stored and has been enhanced and edited using high-end professional equipment and a lot of time. They have done an excellent job in restoring much of the footage The footage is in different order and has different music, however it has much of the same footage. There is a digital preview available at the link. I am not affiliated with the web site. http://rareaviation.com/store/catalog/product_3353_Breathtaking_Military_Crash_Videos_cat_1032.html

China Airlines Flight 006 encounters turbulence while flying to Los Angeles. The No. 4 engine flames out and the crew tries to restart the engine at too high an altitude. The aircraft banks slowly to the right but the crew do not notice the autopilot can no longer hold the aircraft straight and level. The captain disconnects the autopilot and immediately loses control, sending the aircraft into a spiralling nosedive. The Flight Engineer mistakes readings on the gauges for total engine failures on all engines rather than the Captain setting the throttles to idle. The extreme forces rip the undercarriage doors off and parts of the horizontal stabilizers rip off as well. The Boeing 747SP clears the clouds and the pilot can once again see the horizon. The crew recover the aircraft from the dive and the it lands safely at San Francisco despite control problems associated with the tailplane damage. Two people are hurt, but everyone is alive.

Specification : Wingspan : 910 mm Overall length : 665 mm Wing Aera : 13.42 dm2 Tailplane aera : 2.36 dm2 Total surface aera : 15.78 dm2 Flying weight : 434 g Brushless motor / LiPo 3/1000 Propeller : 5.2x5.2" First bench : Range Testing : 2.4GHz 6 channel receiver XPS (ok)

The U.S. Army and marines are at fault for flying, slow, loud helicopters--industry has repeatedly offered faster helos with wings to unload the rotors and extra forward thrust. This video reminds us that the 220 mph S-67 Blackhawk attack helicopter was offered by Sikorsky as a less radical alternative than the Lockheed AH-56 Cheyenne program that was ruined by USAF back-stabbing. Interservice Rivalry and Airpower in the Vietnam War, by Dr. Ian Horwood. http://www-cgsc.army.mil/carl/download/csipubs/horwood.pdf The BlackHawk looked like a helicopter with conventional rotors (those of the S-61) and had the now typical lines and features of a combat helicopter: two stub wings with a 8.33m span and an all-moving tail plane. The main-wheels were retractable, while the tailwheel was not. One of the most interesting features of this aircraft was the presence of speed brakes on the wing trailing edges, which could be used both as airbrakes and to improve manoeuvrability. In addition the main rotor blade tips were modified and given a sweep-back of 20°, to reduce vibration, stall speed and noise. The BlackHawk was put through a long series of tests from 1970 to 1974 but judged "unsatisfactory". It nonetheless established an E-1 class world speed record on 14 December 1970 by flying at 348.971km/h over 3km, beating this on 19 December with a new record of 335.485km/h over a 15/25km circuit. In the final stages of testing, the S-67 was fitted with night vision systems, a TAT-140 turret with a 30mm cannon and an insulated and soundproof compartment for (6) troop transport. The S-67 was also designed to carry an armament of 16 x TOW antitank guided missiles, 2.75 in Hydra-70mm rockets or Sidewinder air-to-air missiles. The BlackHawk demonstrated excellent maneuverability, weapon carrying capacity and versatility. At the end of the test cycle, the U.S. Army asked for the aircraft to be modified by substituting a ducted fan for the tail unit, and in this configuration it reached a speed of 370km/hour (230 mph) in a test dive in 1974. The U.S. Army rotarytards still fly exposed tail rotors that they walk into on the ground and is cause of 10% of all helicopter crashes by getting snagged on trees, wires, obstacles as well as a major source of noise that alerts enemies to shoot them down. The Hollywood helicopter that always explodes in a ball of fire is not far from the truth thanks to rotarytard stupidity and refusal to adapt to real world conditions. One feature of the S-67 borrowed from the Russian Mi-24 Hind is that a 6-man recon or CSAR team could be fought into and out of enemy-held areas; a capability we still lack today. http://www.combatreform.com/escape.htm One area where Army pilot whining is needed but not heard is for crew escape. There's NO EXCUSE why at least bail-out parachutes are not worn NOW by everyone in Army helicopters and why after all these years an attack helicopter ejection seat or capsule hasn't been fielded when the Russians already have such things in service. So much for American "leadership" in military aviation; held back by rotarytards. http://www.youtube.com/watch?v=NtB-XKFxEJY Another capability understood by industry but apparently not rotarytards is CAMOUFLAGE: notice the excellent tan desert camouflage of the S-67 in the video and still pics on the web page below: http://www.geocities.com/tacticalstudiesgroup/piaseckivtdp.htm Sikorsky took steps to make their S-67 so quiet that you wouldn't hear it until it was 500 meters away--too late if in a combat situation. Its no surprise industry today (the MICC-TT) offers the military junk--the military WANTS junk--not excellent war equipment. The U.S. miltary's worst enemy is itself. Want to know more? our book, "Air-Mech-Strike: Asymmetric Maneuver Warfare for the 21st Century" is ONLINE for FREE skyjacked by Google! http://books.google.com/books?id=RCWtHnYZ0LMC&pg

Looking at the tailplane of a ASW 15 in flight.

Assembling the elevator and trim tab of a homebuilt light aircraft. Next the elevator and trim tab drilled are assembled to the tail plane before disassembly for priming

Assembly of the tail plane of a homebuilt light aircraft. Next the top skin will be drilled, elevator and trim tab drilled and assembled to the horizontal stabiliser before disassembly and priming

The Short Mayo Composite is the name given to a piggyback long-range seaplane/flying boat combination produced by Short Brothers to provide a reliable long-range air transport service to the United States and the far reaches of the British Empire and the Commonwealth. Background Short Brothers had built the Empire flying boats which were capable of operating long range routes across the British Empire but could only attempt the trans-Atlantic route by replacing passenger and mail-carrying space with extra fuel. It was known that aircraft could maintain flight with a greater load than is possible to take off with; Major Robert H. Mayo, Technical General Manager at Imperial Airways (and later a designer at Shorts) proposed mounting a small, long-range seaplane on top of a larger carrier aircraft, using the combined power of both to bring the smaller aircraft to operational height, at which time the two aircraft would separate, the carrier aircraft returning to base while the other flew on to its destination. The British Air Ministry issued Specification "13/33" to cover this project. Development The Short-Mayo composite project comprised the Short S.21 Maia, a modified S.23 C class flying-boat, and the Short S.20 Mercury seaplane, the latter attached to a pylon mounted on top of the fuselage of the former. Although based upon the "C-Class" Empire boat, Maia had considerable modifications from that design: an increase in total wing area from 1,500 ft2 (139.5 m2) to 1,7502 (162.5 m2); the engines were mounted further from the wing root to provide clearance for Mercury's floats and the fuselage was swept up towards the tail to raise the tailplane relative to the wing. Like the Empire boats, Maia could be furnished to carry 18 passengers. Maia first flew (without Mercury) on 27 July 1937, piloted by Shorts' Chief Test Pilot, John Lankester Parker. The upper component, Mercury, was a twin-float, four-engine seaplane crewed by a single pilot and a navigator, who sat in tandem in a fully enclosed cockpit. There was capacity for 1,000 lb (456 kg) of mail. Mercury's flight controls, except for elevator and rudder trim tabs, were locked in neutral until separation. Mercury's first flight, also piloted by Parker, was on 9 August 1937. "All eight engines were used during combined flight but the controls of Mercury were locked. The airfoil designs of the two aircraft were such that Mercury's wings were carrying the major part of the air load at the speed and height chosen for separation. Safety locks prevented separation until this speed and height were reached and both pilots had an unlocking handle, both of which had to be pulled to cause release. The first successful in-flight separation was carried out from the Shorts works at Borstal, near Rochester, Medway, on 6 February 1938, Maia piloted by J Lankester Parker and Mercury by Harold Piper. Following further successful tests, the first transatlantic flight was made on 21 July 1938 from Foynes, on the west coast of Ireland, to Boucherville,[5] Montreal, Canada, a flight of 2,930 miles (4,715 km). The Maia, flown by Captain A.S. Wilcockson, took off carrying the Mercury (piloted by Captain, later Air Vice Marshal Don Bennett), Mercury separating from the carrier aircraft to continue what was to become the first commercial non-stop East-to-West transatlantic flight by a heavier-than-air machine. This initial journey took 20 hrs 21 min at an average ground speed of 137 mph (220 km/h). The Maia-Mercury composite continued in use with Imperial Airways, including the Mercury flying to Alexandria, Egypt, in December 1938. After modifications to extend Mercury's range, it subsequently established a record flight for a seaplane of 6,045 miles (9,728 km) from Dundee in Scotland to Alexander Bay (in South Africa) between 6 and 8 October 1938. Only one example of the Short-Mayo composite was built, the S.21 Maia with the registration G-ADHK and the S.20 Mercury (G-ADHJ). The development of a more powerful and longer-range Empire boat (the Short S.26), the further development of in-flight refuelling and the outbreak of the Second World War combined to render the approach obsolete. Maia was destroyed in Poole Harbour by German bombing on 11 May 1942. Mercury was flown to Felixstowe for use by 320 (Netherlands) Squadron RAF a Dutch seaplane reconnaissance unit serving with the Royal Air Force at RAF Pembroke Dock. When this squadron was re-equipped with Lockheed Hudsons, Mercury was returned to Shorts at Rochester on 9 August 1941 and broken up so that its aluminium content could be recycled for use in the war effort.

This is some better quality film than I originally posted The Handley Page H.P.42 and H.P.45 were British four-engined long-range biplane airliners designed to a 1928 Imperial Airways specification by Handley Page of Radlett in Hertfordshire. The H.P.42/45 were the land-based airliners of Imperial Airways and along with the company's later flying boats are well remembered. Eight aircraft were built, four of each type; all were named, with names beginning with the letter "H". One was destroyed in an airship hangar fire in 1937 but the remainder survived to be impressed into Royal Air Force service at the outbreak of the Second World War. No lives were lost in civilian service (a record thought to be unique for contemporary aircraft) but by 1940 all had been destroyed. The H.P.42 was designed for the long-range, Eastern routes and the similar H.P.45 was built for the European routes. In Imperial Airways service, the H.P.42 was designated the H.P.42E (E for "Eastern" routes - India and South Africa), while the H.P.45 was called the H.P.42W (W for "Western" i.e. European routes). The H.P.42 and H.P.45 designations were Handley Page's identifiers but this was not commonly known at the time. The H.P.42 was a large unequal-span biplane of all-metal construction except for the fabric coverings of the wings, tail surfaces and rear fuselage. The wings were braced by Warren girders. The tailplane was of biplane configuration with three fins. The H.P.42 was powered by four Bristol Jupiter XIFs of 490 hp (365 kW) each, while the H.P.45 used four Bristol Jupiter XFBM supercharged engines of 555 hp (414 kW), greater fuel consumption being traded for more power. In both cases, two engines mounted on the upper wing and one on each side of the fuselage on the lower wing. The crew compartment was enclosed, which was a new development and there were two passenger cabins, one fore and one aft of the wings. The H.P.42 carried six (later twelve) in the forward compartment and twelve in the aft. There was substantial baggage room. The H.P.45 seated 18 forward and 20 aft, with reduced baggage capacity. The first flight was on 14 November 1930, by G-AAGX later to be named Hannibal, with Squadron Leader Thomas Harold England at the controls. The certificate of airworthiness was granted in May 1931, permitting commercial service; the first flight with fare-paying passengers was to Paris on 11 June of that year. When the H.P.42s were finally withdrawn from civil service on 1 September 1939 they had recorded almost a decade of service without causing any major accidents General characteristics Crew: 4 Capacity: 24 passengers Length: 92 ft 2 in (28.09 m) Wingspan: 130 ft (39.62 m) Height: 27 ft (8.23 m) Wing area: 2,989 sq ft (278 m²) Airfoil: RAF 28 Empty weight: 17,740 lb (8,047 kg) Loaded weight: 28,000 lb (12,700 kg) Powerplant: 4× Bristol Jupiter XIF radial engine, 490 hp (365 kW) each Performance Maximum speed: 120 mph (195 km/h) Cruise speed: 95-105 mph (150-170 km/h) Range: 500 mi (805 km) Rate of climb: 790 ft/min (4 m/s)