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Topics - Sall

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61
Aircraft Modeling / My potential air compressor!
« on: November 14, 2010, 03:11:00 PM »
My potential air compressor... :-roll

62
Aircraft Modeling / Airfix F/A-18A Hornet 1/72
« on: October 30, 2010, 12:44:07 PM »
Hi guys! :-salut

This will be my next project, when i finished Mirage IIIC. :-joke
I open this topic now,becouse i need panel drawings.I must to re-scribed panels in the begin,becouse it is easier then finished! :-flo

Ps.I'm sorry that not turned the picture. I forgot! :-wise
Excuse me :-red

Ps2.I will make a VMFA-451 version :-ok

63
Combat Warplanes / Cessna 172 - YU-BRI
« on: October 26, 2010, 12:18:23 PM »
First at all,something about the plane. :-flo

The Cessna 172 Skyhawk is a four-seat, single-engine, high-wing fixed-wing aircraft. First flown in 1955 and still in production, more Cessna 172s have been built than any other aircraft.



Measured by its longevity and popularity, the Cessna 172 is the most successful mass produced light aircraft in history. The first production models were delivered in 1956 and they are still in production. As of 2008, more than 43,000 had been built. The Skyhawk's main competitors have been the Beechcraft Musketeer and Grumman AA-5 series (neither in production), the Piper Cherokee and, more recently, the Diamond DA40.

The Cessna 172 started life as a tricycle landing gear variant of the taildragger Cessna 170, with a basic level of standard equipment. In January 1955 the company had flown an improved variant of the Cessna 170, a Continental O-300-A powered Cessna 170C with a larger elevator and more angular vertical tail. Although the variant was tested and certified, Cessna decided to modify it with a tricycle landing gear and the modified Cessna 170C flew again on 12 June 1955. To reduce the time and cost of certification the type was added on to the Cessna 170 type certificate as the Model 172. Later the 172 was given its own type certificate 3A12.The 172 became an overnight sales success and over 1,400 were built in 1956, its first full year of production.


Cessna 172G

Early 172s were similar in appearance to the 170, with the same straight aft fuselage and tall gear legs, although the 172 had a straight vertical tail while the 170 had a rounded fin and rudder. Later 172 versions incorporated revised landing gear and the sweptback tail which is still in use today.The final aesthetic development in the mid-1960s, was a lowered rear deck that allowed an aft window. Cessna advertised this added rear visibility as "Omni-Vision" . This airframe configuration has remained almost unchanged since then, except for updates in avionics and engines, including the Garmin G1000 glass cockpit in 2005. Production had been halted in the mid-1980s, but was resumed in 1996 with the 160 hp (120 kW) Cessna 172R Skyhawk and was supplemented in 1998 by the 180 hp (135 kW) Cessna 172S Skyhawk SP.

Electric-powered 172

In July 2010 Cessna announced it was developing an electrically-powered 172 as a proof-of-concept in partnership with Bye Energy. George Bye, CEO of Bye Energy, said "This is an ambitious effort, but we are continuing to uncover additional efficiencies with electric-powered flight. We are grateful to Cessna for its continued collaboration and support." Cessna CEO Jack Pelton stated that the project reflects "encouraging news for the future of mainstream general aviation." Pelton pointed out "the electric power plant offers significant benefits, but there are significant challenges to get there."



Cessna 172E instrument panel

The Cessna 172 may be modified via a wide array of Supplemental Type Certificates, including increased engine power and higher gross weights. Available STC engine modifications increase power to 180 to 210 hp (134 to 157 kW), add constant speed propellers, or allow the use of automobile gasoline. Other modifications include additional fuel tank capacity in the wing tips, add baggage compartment tanks, add wheel pants to reduce drag, or enhance landing and takeoff performance and safety with a STOL kit.

I live near the airport Divci, near Valjevo.
The airport has several aircraft that fly everyday. On Sunday I took a picture one of them in flight. It is a Cessna 172, YU-BRI designation.



64
Aircraft Modeling / Airfix Dassault Mirage IIIC 1/72
« on: October 06, 2010, 05:25:18 PM »
The Mirage III family grew out of French government studies begun in 1952 that led in early 1953 to a specification for a lightweight, all-weather interceptor capable of climbing to 18,000 m (59,040 ft) in six minutes and able to reach Mach 1.3 in level flight.

Dassault's response to the specification was the Mystère-Delta 550, a diminutive and sleek jet that was to be powered by twin Armstrong Siddeley MD30R Viper afterburning turbojets, each with thrust of 9.61 kN (2,160 lbf). A SEPR liquid-fuel rocket motor was to provide additional burst thrust of 14.7 kN (3,300 lbf). The aircraft had a tailless delta configuration, with a 5% chord (ratio of airfoil thickness to length) and 60 degree sweep.



The tailless delta configuration has a number of limitations. The lack of a horizontal stabilizer meant flaps cannot be used, resulting in a long takeoff run and a high landing speed. The delta wing itself limits maneuverability; and suffers from buffeting at low altitude, due to the large wing area and resulting low wing loading. However, the delta is a simple and pleasing design, easily built and robust, capable of high speed in a straight line, and with plenty of space in the wing for fuel storage.

The first prototype of the Mystere-Delta, without afterburning engine or rocket motor and with an unusually large vertical stabiliser, flew on 25 June 1955. After some redesign, reduction of the fin to more rational size, installation of afterburners and rocket motor, and renaming to Mirage I, in late 1955, the prototype attained Mach 1.3 in level flight without rocket assist, and Mach 1.6 with the rocket.

However, the small size of the Mirage I restricted its armament to a single air-to-air missile, and even before this time it had been prudently decided the aircraft was simply too tiny to carry a useful warload. After trials, the Mirage I prototype was eventually scrapped.

Dassault then considered a somewhat bigger version, the Mirage II, with a pair of Turbomeca Gabizo turbojets, but no aircraft of this configuration was ever built. The Mirage II was bypassed for a much more ambitious design that was 30% heavier than the Mirage I and was powered by the new SNECMA Atar afterburning turbojet with thrust of 43.2 kN (9,700 lbf). The Atar was an axial flow turbojet, derived from the German World War II BMW 003 design.



The new fighter design was named the Mirage III. It incorporated the new area ruling concept, where changes to the cross section of an aircraft were made as gradual as possible, resulting in the famous "wasp waist" configuration of many supersonic fighters. Like the Mirage I, the Mirage III had provision for a SEPR rocket engine.The prototype Mirage III flew on 17 November 1956, and attained a speed of Mach 1.52 on its seventh flight. The prototype was then fitted with the SEPR rocket engine and with manually-operated intake half-cone shock diffusers, known as souris ("mice"), which were moved forward as speed increased to reduce inlet turbulence. The Mirage III attained a speed of Mach 1.8 in September 1957.

The success of the Mirage III prototype resulted in an order for 10 pre-production Mirage IIIAs. These were almost two meters longer than the Mirage III prototype, had a wing with 17.3% more area, a chord reduced to 4.5%, and an Atar 09B turbojet with afterburning thrust of 58.9 kN (13,230 lbf). The SEPR rocket engine was retained, and the aircraft were fitted with Thomson-CSF Cyrano Ibis air intercept radar, operational avionics, and a drag chute to shorten landing roll.



The first Mirage IIIA flew in May 1958, and eventually was clocked at Mach 2.2, making it the first European aircraft to exceed Mach 2 in level flight. The tenth IIIA was rolled out in December 1959. One was fitted with a Rolls-Royce Avon 67 engine with thrust of 71.1 kN (16,000 lbf) as a test model for Australian evaluation, with the name "Mirage IIIO". This variant flew in February 1961, but the Avon powerplant was not adopted.

Mirage IIIC and Mirage IIIB

The first major production model of the Mirage series, the Mirage IIIC, first flew in October 1960. The IIIC was largely similar to the IIIA, though a little under a half meter longer and brought up to full operational fit. The IIIC was a single-seat interceptor, with an Atar 09B turbojet engine, featuring an "eyelet" style variable exhaust.

The Mirage IIIC was armed with twin 30 mm DEFA revolver-type cannon, fitted in the belly with the gun ports under the air intake. Early Mirage IIIC production had three stores pylons, one under the fuselage and one under each wing, but another outboard pylon was quickly added to each wing, for a total of five. The outboard pylon was intended to carry a Sidewinder air-to-air missile (AAM), later replaced by Matra Magic.



Although provision for the rocket engine was retained, by this time the day of the high-altitude bomber seemed to be over, and the SEPR rocket engine was rarely or never fitted in practice. In the first place, it required removal of the aircraft's cannon, and in the second, apparently it had a reputation for setting the aircraft on fire.[citation needed] The space for the rocket engine was used for additional fuel, and the rocket nozzle was replaced by a ventral fin at first, and an airfield arresting assembly later.

A total of 95 Mirage IIICs were obtained by the AdA, with initial operational deliveries in July 1961. The Mirage IIIC remained in service with the AdA until 1988.

The French Armée de l'Air (AdA) also ordered a two-seat Mirage IIIB operational trainer, which first flew in October 1959. The fuselage was stretched about a meter (3 ft 3.5 in) and both cannons were removed to accommodate the second seat. The IIIB had no radar, and provision for the SEPR rocket was deleted, although it could carry external stores. The AdA ordered 63 Mirage IIIBs (including the prototype), including five Mirage IIIB-1 trials aircraft, ten Mirage IIIB-2(RV) inflight refueling trainers with dummy nose probes, used for training Mirage IVA bomber pilots, and 20 Mirage IIIBEs, with the engine and some other features of the multi-role Mirage IIIE. One Mirage IIIB was fitted with a fly-by-wire flight control system in the mid-1970s and redesignated Mirage IIIB-SV (Stabilité Variable); this aircraft was used as a testbed for the system in the later Mirage 2000.

65
Aircraft Modeling / Academy F-15C/D Eagle 1/48
« on: September 16, 2010, 01:24:15 PM »
F-15 C/D  ... :-jump

The single-seat F-15C and two-seat F-15D models entered production in 1978 with the models' first flights in February and June of that year.These new models have Production Eagle Package (PEP 2000) improvements, including 2,000 lb (900 kg) of additional internal fuel, provisions for carrying exterior conformal fuel tanks and increased maximum takeoff weight of up to 68,000 lb (30,700 kg).The additional takeoff weight allows internal fuel, a full weapons load, conformal fuel tanks, and three external fuel tanks to be carried. The APG-63 radar uses a programmable signal processor (PSP), so that when there is a need to upgrade the radar in the future for more advanced weaponry developed later, only reprogramming is needed. The PSP was the first of its kind in the world, and the upgraded APG-63 radar was the first radar to use it. Other improvements on the C and D models included strengthened landing gear, radar improvements, and a new digital central computer. An overload warning system was also added, which allows the pilot to fly the fighter to 9 g at all weights.



The F-15 Multistage Improvement Program (MSIP) was initiated in February 1983 with the first production MSIP F-15C produced in 1985. Improvements included an upgraded central computer; a Programmable Armament Control Set, allowing for advanced versions of the AIM-7, AIM-9, and AIM-120A missiles; and an expanded Tactical Electronic Warfare System that provides improvements to the ALR-56C radar warning receiver and ALQ-135 countermeasure set. The final 43 F-15Cs included the enhanced-capability Hughes APG-70 radar, which was developed for the F-15E. These 43 F-15Cs with APG-70 radar are sometimes referred as Enhanced Eagles. The earlier MSIP F-15Cs with the APG-63 were later upgraded to the APG-63(V)1, which significantly improved reliability and maintainability while providing performance similar to the APG-70. The improvements were retrofitted to existing F-15s.



In 1979, McDonnell Douglas and F-15 radar manufacturer, Hughes, teamed to privately develop a strike version of the F-15. This version competed in the Air Force's Dual-Role Fighter competition starting in 1982. The F-15E strike variant was selected for production in 1984.



Beginning in 1985, F-15C and D models were equipped with the improved P&W F100-220 engine. It added a digital engine control to allow for quicker throttle response, less wear, and reduced fuel consumption. The original F100-100 engines were upgraded to a similar configuration with the designation F100-200E starting in 1997 and were ongoing as of 2007.



Recent upgrades include retrofiting 178 F-15C fighters with the AN/APG-63(V)3 Active Electronically Scanned Array (AESA) radar with delivery beginning in early 2009.[24] Additionally, the Air Force also plans to upgrade other F-15s with the Joint Helmet Mounted Cueing System (JHMCS).Lockheed Martin is working on an IRST system for the F-15C.


66
Aircraft Modeling / Italeri Sea Harrier AV-8B 1/72 "VX-5 Vampires"
« on: August 28, 2010, 03:06:23 AM »
This will be my next project as soon as I finish MiG-29, crossing the Harrier ...
Colors for MiG-29 arrived, the works begin tomorrow ...

I need help with scheme paint(for Harrier).Does anyone have an accurate picture ...?
This kit has the option of air refuling, which for me makes this aircraft a lot nicer!

Any help is welcome. :-flo

67
Aircraft Modeling / Italeri MiG-29A 1/72
« on: August 21, 2010, 06:45:32 PM »
This is my new projekt...
I got this kit as a gift from friends :-jump :-tri

I have a problem about Decals... :-wall

I need dekals SAF (Serbian Air Force), which is lately very hard to find (there is no for sale in shops :-bat).

68
Aircraft Modeling / Su-30KN 302 Zvezda 1/72
« on: August 21, 2010, 06:27:33 PM »
This was my second work...
I love Su-27 family! ! ! :-tri :-tri :-jump :-jump


69
Aircraft Modeling / Italeri MiG-29A JRV 1/72
« on: August 21, 2010, 06:04:41 PM »
Hi guys...

This was my fitst work. :-jump
MiG-29 Yugoslavian Air Force,camouflage from 1989.
I worked on him in november 2009...
Some pictures...

Roof of the cabin(canopy) is blurred, because I used super glue lepak.Super was gel ...

70
Combat Warplanes / J-22 Orao(Eagle) bad news
« on: August 19, 2010, 12:13:19 PM »
I have one sad news... :-wall

It was decided (and already implemented) to preserve(konzerviraju) all the Eagles until finding the solution to the landing gear. When will it be that nobody knows. The problem is with upornicom and prigusnicom on it, and after review of all aircraft (it was found that could come with all of them to cancel landing gear) made such a decision.

I'm very sorry becouse of that...This is very bad day for Serbian Air Force ! ! !

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