Päivä kerrallaan, se rittää. Älä katso taaksesi ja sure mennyttä sillä se ei palaa. Älä murehdi huomisesta, sillä sen aika ei ole vielä. Tee juuri tästä hetkestä elämisen ja muistamisen arvoinen.
One day at a time, that's enough. Do not look back and to mourn the past because it's doesn't return. Do not worry about tomorrow, because the time is not yet. Make this moment of life, and worth remembering.
Jos ajat älä ota
Hyvää Pääsiäistä ja kiitos kaikille vierailijoille. Happy Easter and thanks to my all visitors
The Nieuport 10 was a French First World War biplane that filled a wide variety of roles including reconnaissance, fighter and trainer.
In January 1914, designer Gustave Delage joined the Société Anonyme des Etablissements Nieuport, and started working on a series of aircraft that would remain in production for the remainder of the First World War.
The Nieuport 10 was first of these and was originally designed to compete in the Gordon Bennett Trophy race of 1914. World War I caused this contest to be cancelled, and the type was developed as a military two seat reconnaissance aircraft that entered service in 1915.
The type featured a distinctive "V" strut layout. The lower wing was much smaller in area than the upper wing, and the concept was intended to combine the strength of the biplane's wire braced wing cell with the good visibility of the parasol monoplane.
Many were converted or built as single-seat fighters by covering the front cockpit, and adding a Lewis Gun or Vickers machine gun either to fire through the center section of the top wing or mounted over it, firing forwards. In this form, the type was used as a fighter.
Two major types were developed from the Nieuport 10 - the Nieuport 11 Bébé - a smaller aircraft, designed from the outset as a single-seater, and the Nieuport 12 - a more powerful two-seater with a larger top wing. In addition, production was undertaken of a dedicated trainer version under the Nieuport 83 E.2 designation with detail changes. A single example of a triplane, using a Nieuport 10 airframe was built to test an unusual staggered wing concept.
Operators - Belgian Air Force - Brazilian Air Force - Aéronautique Militaire - Aéronavale - Finnish Air Force (ex-Russian examples) - Kingdom of Italy - Corpo Aeronautico Militare - Imperial Japanese Army Air Service - Russian Empire - Imperial Russian Air Service - imported large numbers and built under licence. - Imperial Russian Navy - ex Air Service aircraft. - Serbian Air Force - Royal Thai Air Force - Ukrainian People's Army (One aircraft only) - Royal Naval Air Service - early user. - United States Air Service of the American Expeditionary Force - Soviet Union - Workers' and Peasants' Air Fleet (ex-Russian examples)
Two Nieuport-Macchi 10,000's survive in Italy, one at the Museo Storico Italiano della Guerra and one at the Museo della Scienza e della Tecnologia "Leonardo da Vinci" and one original Nieuport 83 E.2, flown by Charles Nungesser while barnstorming, is at Old Rhinebeck Aerodrome on static display.
Specifications Nieuport 10 C.1 fighter Crew: one, pilot Length: 7.09 m Wingspan: 8.20 m Height: 2.7 m Wing area: 18 m² Empty weight: 411 kg Loaded weight: 658 kg Powerplant: 1 × le Rhône 9C rotary, 60 kW / 80 hp Maximum speed: 139 km/h Range: 249.44 kilometers Service ceiling: 4,572 m Rate of climb: 2.1 m/s Endurance: 2.5 hours Armament: 1 × Lewis machine gun mounted atop the upper wing
Grigorovich M-5 (alternative designation Shch M-5, sometimes also Shchetinin M-5) was a successful Russian World War I-era two-bay unequal-span biplane flying boat with a single step hull, designed by Grigorovich. It was the first mass production flying boat built in Russia.
The aircraft designer Dmitry Pavlovich Grigorovich completed his first flying boat (the model M-1) in late 1913, and produced a series of prototypes, gradually improving the design, until the M-5 appeared in the spring of 1915, which was to be his first aircraft to enter series production, with at least 100 being produced, primarily to replace foreign built aircraft, including Curtiss Model K and FBA flying boats.
The M-5 was of a wooden construction, the hull was covered in plywood and the wings and tailplane were covered in fabric. Aft of the step the hull tapered sharply into little more than a boom, supporting a characteristic single fin and rudder tail unit, which was braced by means of struts and wires. It was normally powered by a 100 hp Gnome Monosoupape engine mounted as a pusher between the wings, but some used 110 hp Le Rhône or 130 hp Clerget engines. The pilot and the observer were accommodated side-by-side in a large cockpit forward of the wings, the observer provided with a single 7.62 mm Vickers machine gun on a pivoted mounting.
Most of the M-5s served in the Black Sea or in the Baltic, initially with the Imperial Russian naval air arm and later with both sides in the Russian Civil War. Some remained in service until the late 1920s as trainers, reconnaissance and utility aircraft.
One M-5 fell into Finnish hands when it was found drifting at Kuokkala in 1918. The aircraft was flown by the Finnish Air Force until 1919, when it sank.
Operators - Finnish Air Force - Imperial Russian Navy - White Army - Russian SFSR - Red Army - Soviet Union - Soviet Naval Aviation
Specifications M-5 Crew: 2 Length: 8.6 m Wingspan: 13.62 m Wing area: 37.9 m2 Empty weight: 660 kg Max takeoff weight: 960 kg Powerplant: 1 × Gnome Monosoupape 9 Type B-2 9-cyl. air-cooled rotary piston engine, 75 kW 101 hp Performance Maximum speed: 105 km/h Endurance: 4 hours Service ceiling: 3,300 m Rate of climb: 1.85 m/s Time to altitude: 1,000 m in 9.6 minutes Wing loading: 25 kg/m2 Power/mass: 0.078 kW/kg
The FBA Type A and the similar Type B and C were a family of reconnaissance flying boats produced in France prior to and during World War I. All three were unequal-span pusher biplane flying boats with a single step hull made of ash longerons covered in laminated wood, divided by bulkheads into eight compartments.
The empennage was carried on an upswept curved extension of the hull made from steel tubing. The pilot and observer sat side by side in the open cockpit. The design originated with patents by Donnet-Lévêque and initially reflected the general configuration of that company's aircraft.
The Type A had a single-bay wing, while the larger Type B and C had two bay wings which otherwise only differed in the engine installed, with the type B using a 75 kW (100 hp) Gnome Monosoupape and the type C using a 97 kW (130 hp) Clerget 9B. The RNAS contracted for 20 type B's from Norman Thompson, who was responsible for building flying surfaces for hulls provided from France, which differed most noticeably by having a rectangular all-flying rudder in place of the D shaped rudder used on French examples.
The Type A was the only version with a fin attached to the rudder although some aircraft had a field modification with a fin being added between the hull and the tailplane. The Type H was developed from the Type C but was larger, had a new hull that wasn't attached directly to the tailplane, had an oval rudder and used a Hispano-Suiza 8 stationary engine.
The earliest examples sold entered service with the Austro-Hungarian Navy and Danish Navy prior to World War I, but large-scale use began with sales to the Royal Naval Air Service (RNAS) who initially ordered 20 Type B's from Norman Thompson before receiving additional Type Cs from France. The French Aéronautique Maritime, and Italian Navy followed with orders for Type Bs and Cs in 1915.
The FBA flying boats were used for naval patrols and frequently encountered their opposing German and Austro-Hungarian Navy counterparts which led to some being converted to single seaters armed with a machine gun. Three Type Bs became the first aircraft operated by the Portuguese Navy.
Operators - Austria-Hungary - Kaiserliche und Königliche Kriegsmarine - Brazilian Naval Aviation - Two Type B aircraft. - Danish Navy - Aéronautique Maritime - Italian Navy - Portuguese Naval Aviation - Three Type B aircraft. - Imperial Russian Air Service - Imperial Russian Navy - United Kingdom - Royal Naval Air Service - 116 aircraft, including 20 Type B aircraft.
A single example of a type B survives in the Museu de Marinha in Lisbon. This aircraft was reassembled from parts from the Portuguese Navy's first two aircraft.
FBA Type C General characteristics Crew: Two, pilot and observer Length: 9.14 m Wingspan: 13.71 m Height: 3.4 m Gross weight: 910 kg Powerplant: 1 × Clerget 9B, 97 kW / 130 hp Maximum speed: 110 km/h Range: 320 km Service ceiling: 3,500
The Deperdussin TT was a French monoplane built by Société Pour les Appareils Deperdussin, later to become S.P.A.D. Introduced in 1912, the type was one widely used by the French Air Force (then Aviation Militaire) before the First World War.
In February 1914, an experiment was made to install a machine gun on the aircraft, but this did not see service.
A number were used by the Naval Wing of the British Royal Flying Corps, one being fitted with floats and flown from Lake Windemere.
Operators - Belgian Air Force - French Air Force - Paraguayan Air Force - Portuguese Air Force - Imperial Russian Air Service - Serbian Air Force - Spanish Air Force - Ottoman Air Force - Royal Flying Corps - No. 3 Squadron RFC - Royal Naval Air Service
Specifications Crew: Two Length: 7.92 m Wingspan: 10.97 m Height: 2.69 m Gross weight: 725 kg Powerplant: 1 × Gnome Rotary, 60 kW / 80 hp Maximum speed: 114 km/h (71 mph) Endurance: 2 hours 20 min
The Euler D.I was a German single-seat fighter based on the French Nieuport 17. After seeing the success of the French Nieuport 11 at the front, German designer August Euler set about to create a German aircraft based on the Nieuport design. The Euler D.I first flew in late 1916. It was powered by an 80 hp engine with the Euler patented machine gun on the front.
Two prototypes were recorded as being in service at the front in October 1916, and the German government ordered 50 in the same month. A further 50 were ordered in early 1917, but this order was largely transferred over to the D.I's successor, the Euler D.II. The plane saw very little combat service, being largely used as a fighter trainer for the remainder of the war.
Operators: German Empire General characteristics Crew: One Length: 5.80 m Wingspan: 8.10 m Height: 2.66 m Wing area: 13.00 m² Empty weight: 380 kg Loaded weight: 600 kg Powerplant: 1 × Oberursel U.O seven cylinder rotary engine, 60 kW / 80 hp Maximum speed: 140 km/h (87 mph) Time to 2,000 m: 12.5 minutes Armament: 1 x engine-mounted 7.92-mm machine gun
The Anatra DS or Anasal was a two-seat reconnaissance aircraft developed from the Anatra D (Anade). It was built in the Anatra factory in Odessa in the Russian Empire and flown during World War I and by both sides during the Russian Civil War.
The main difference from the previous model was the replacement of a 100 hp rotary engine with a much more powerful 150 hp Salmson radial engine, which improved performance. The engine was unusual, being one of the few water-cooled radial engines, hence the plane had a water radiator in front of the upper wing. This engine was license-built in Russia. The forward fuselage was similar to its predecessor, with a partial engine cowling, open at the bottom, with characteristic holes. The plane was also slightly larger and more heavily armed, adding a synchronised forward-firing machine gun for the pilot in addition to the observer's weapon.
The plane, named Anasal (short for Anatra Salmson) was first flown on 7 August 1916 (25 July 1916 old style). The first orders came only in 1917, and before the Soviet revolution in November 1917 some 60 to 70 had been manufactured, many others being in different stages of completion. Many details differed between individual aircraft. In March 1918 Odessa was occupied by Austro-Hungarian forces, in accordance with the Treaty of Brest-Litovsk and in May the Austrian government ordered 200 Anasals, as the Anatra C.I, for training and observation. 114 were received by the Austrians by September 1918, some half being given to training units before the end of World War I. In October, the remainder of the order was cancelled.
The major post-war user of the Anasal was Czechoslovakia, with 23 former Austrian aircraft, used by the military, and later in civilian aviation. One of these has survived and is in the Prague Aviation Museum, Kbely. Eight Anasals were used by revolutionary forces in Hungary.
Eight aircraft were acquired in March 1919 by the Polish 4th Rifle Division in Odessa, fighting in the Russian civil war on the White side, but only 4 were assembled and used until April. Another Anasal was captured and used by the Poles during the Polish-Soviet war in 1919-20. A more advanced model was the Anatra DSS, with 160 hp Salmson engine, but few were made.
Variants DS - two-seat reconnaissance aircraft DSS - a small number of aircraft with a more powerful 160 hp Salmson radial engine for slightly higher speed Anatra Anadis - fighter aircraft based on the Anasal design Operators[ Austria-Hungary Imperial and Royal Aviation Troops Czechoslovak Air Force Postwar, 23 aircraft. Hungarian Air Force Polish Air Force Postwar, 5 aircraft in 1919-1920 (further 4 not assembled) Imperial Russian Air Service White Movement (1917-1923) Soviet Air Force
Specifications Crew: two, pilot and observer Length: 8.10 m Wingspan: 11.43 m Height: 3.2 m Wing area: 37.0 m2 Empty weight: 814 kg Gross weight: 1,164 kg Powerplant: 1 × Salmson 9U radial, 112 kW / 150 hp Maximum speed: 144 km/h Endurance: 3 hours 30 min Service ceiling: 4,300 m Rate of climb: 3.0 m/s Armament: 1 × 7.7 mm Vickers mg + 1 × 7.7 mm Lewis mg, up 50 kg bombs
The Anatra D or Anade was a two-seat reconnaissance aircraft built in Russia and flown during World War I.
It was a two-bay biplane of conventional configuration that seated the pilot and observer in tandem, open cockpits. Test flights revealed a number of design flaws, including weak wing structure (that killed company test pilot Jean Robinet on 21 July 1917) and poor stability.
Nevertheless, the aircraft was ordered into production by the Army, and deliveries commenced in May 1916 after revisions had been made to correct the aircraft's centre of gravity in the hope of addressing the worst handling problems. The type continued in limited service after the war, eventually being used as a trainer until about 1919. Operators Imperial Russian Air Force: Initial deliveries began on 16 May 1916 with 170 acquired Soviet Air Force Specifications
Crew: two, pilot and observer Length: 7.70 m Wingspan: 11.50 m Height: 2.9 m Wing area: 35.0 m2 Empty weight: 515 kg Gross weight: 865 kg Powerplant: 1 × Gnôme Monosoupape, 74 kW / 100 hp Maximum speed: 132 km/h Range: 350 km Service ceiling: 4,000 m Rate of climb: 2.4 m/s Armament: 1 × vickers mg for observer, 30 kg bombs
The Supermarine Attacker was a British single-seat naval jet fighter built by Supermarine for the Royal Navy's Fleet Air Arm (FAA). The type has the distinction of being the first jet fighter to enter operational service with the FAA. Like most other first-generation jet fighters, it had a short service life due to the rapid development of increasingly advanced aircraft during the 1950s and 1960s.
The Attacker developed from a Royal Air Force (RAF) fighter jet project, under Air Ministry Specification E.10 of 1944 (the E for experimental). The design of the Attacker used the laminar flow straight-wings of the Supermarine Spiteful, a piston-engined fighter intended to replace the Supermarine Spitfire, and what became the Attacker was originally referred to as the "Jet Spiteful". The project was intended to provide an interim fighter for the RAF while another aircraft, the Gloster E.1/44 also using the Nene engine, was developed. An order for three prototypes was placed on 30 August 1944, the second and third of which were to be navalised. An order for a further 24 pre-production aircraft, six for the RAF and the remaining 18 for the Fleet Air Arm was placed on 7 July 1945.
Handling problems with the Spiteful prototype delayed progress on the jet-powered version, leading to the pre-production order of 24 being stopped, although work on the three prototypes continued. The Fleet Air Arm instead bought 18 de Havilland Vampire Mk. 20s to gain experience with jet aircraft. The RAF rejected both designs since they offered no perceptible performance advantage over the contemporary Gloster Meteor and the de Havilland Vampire, the RAF's first two operational jet aircraft. Supermarine offered a navalised version of the project to the Admiralty. The prototype Type 392 serial number TS409 land version was first flown on 27 July 1946, by test pilot Jeffrey Quill.
The Attacker suffered from deficiencies which led to it quickly being superseded; one being that the aircraft retained the Spiteful's tail-wheel undercarriage (due to the extent of the re-tooling that would have been required to alter the Spiteful's wing),[citation needed] rather than a nose-wheel undercarriage, thus making the Attacker more difficult to land on aircraft carriers. This same tail-down attitude meant that when operating from grass airfields the jet exhaust would create a long furrow in the ground that "three men could lie down in". Also the new wing was apparently aerodynamically inferior to the original Spitfire elliptic one, with lower critical Mach number, leading to someone quipping that "they rather should have left the Spitfire wing on the thing".
The first navalised prototype, Type 398 TS413 flew on 17 June 1947 flown by test pilot Mike Lithgow, three years after the Meteor had made its first flight. Production orders for the FAA were placed in November 1949. The first production aircraft to take to the skies was the F.1 variant in 1950, entering service with the FAA in August 1951 with the first squadron being 800 Naval Air Squadron. The F.1's armament consisted of four 20 mm (.79 in) Hispano Mk. V cannons, with 125 rounds of ammunition per gun. It was powered by a single Rolls-Royce Nene Mk. 101 turbojet engine. The Attacker had a brief career with the Fleet Air Arm, not seeing any action during its time with the FAA and being taken out of first-line service in 1954. It remained in service with the Royal Naval Volunteer Reserve (RNVR) for a little while longer, being taken out of service in early 1957. The Attacker was replaced in the front line squadrons by the later and more capable Hawker Sea Hawk and de Havilland Sea Venom.
In the early 1950s, when the newly formed Royal Pakistan Air Force (RPAF; later Pakistan Air Force) sought to acquire jet fighters, a lack of funds, combined with pressure from British suppliers persuaded it to acquire the Supermarine Attacker “P” (Type 538), a “de-navalised” variant of the type used by the FAA. The only squadron to be equipped with these aircraft, from 1953, was an interceptor unit, No. 11 “Arrows” Squadron. A total of 36 Attackers had been acquired when “Arrows” Squadron officially converted to the F-86F Sabre, on 18 January 1956. However, some sources state that Attackers were used by PAF until 1960.
In the RPAF the Attacker was regarded as unsatisfactory, due to frequent maintenance problems and a relatively high attrition rate. Two more variants of the Supermarine Attacker were built for the FAA. The FB 1 was a fighter-bomber which differed little from the F 1 except that it was expected to operate as a ground attack aircraft. The third, and last, variant of the Attacker was the FB 2 which introduced a new Rolls-Royce Nene engine and modifications to its structure. The Supermarine Attacker now had eight underwing pylons which could carry two 1,000 lb (454 kg) bombs or eight unguided rockets.
Land based Nene 4 powered variant for the Pakistan Air Force, 36 built with the first delivered in 1953.
On 23 May 1950, Vickers test pilot Les Colquhoun was flying the first production Attacker F.1 WA469; he carrying out high speed tests when during one of the tests the outer portion of the starboard wing folded up and the ailerons became locked. Colquhoun decided not to eject and managed to do a high-speed landing at Chilbolton, in the course of which he used all but the last 100 yards (90m) of the runway and burst a tyre. He had saved the aircraft so the cause of the incident could be discovered and was awarded the George Medal for his efforts. On 5 February 1953, Attacker FB.1 WA535 from RNAS Stretton crashed near Winwick, Cheshire, killing the pilot. An accident on 10 November 1955, in Attacker FB.2 WP281, claimed the life of the chief Flying Instructor, Lieutenant Commander Charles James Lavender DSC (see RNAS Stretton). Following its retirement from service in 1956, Attacker F.1 Serial number WA473 was placed on display on the gate at RNAS Abbotsinch. Completed at VAs South Marston factory in July 1951, it had served with 702 and 736 Naval Squadrons. In late 1961 it was moved to the Fleet Air Arm Museum in Somerset, UK.
General characteristics Crew: 1 Length: 11.43 m Wingspan: 11.25 m Height: 3.02 m Wing area: 21.0 m2 Empty weight: 3,826 kg Gross weight: 5,539 kg Powerplant: 1 × Rolls-Royce Nene turbojet, 22 kN thrust Maximum speed: 950 km/h Range: 950 km Service ceiling: 13,716 m Rate of climb: 32.3 m/s Guns: 4 × Hispano No. 3 Mark 5 20mm Cannon
