The Frost Airship Glider. Was it the first?

The Frost Airship Glider was designed and constructed by William (Bill) Frost. Frost was a carpenter who was born, died and lived most of his life in Saundersfoot, Pembrokeshire ,South Wales. Despite his poverty he managed to construct the "Frost Airship Glider", which seems, in principle, to have resembled a vertical takeoff aeroplane, with gas-filled tanks.

From the Patent description:
"The flying machine is propelled into the air by two reversible fans revolving horizontally. When sufficient height is gained, wings are spread and tilted by means of a lever, causing the machine to float onward and downward. When low enough the lever is reversed causing it to rise upward & onward. When required to stop it the wings are tilted so as to hold against the wind or air and lowered by the reversible fans. The steering is done by a helm fitted to front of machine."

Frost reportedly made a flight in September 1896. Observers said the machine flew about 500 metres, then crashed into bushes, outdistancing the 120 feet in 12 seconds by the Wright brothers in their first powered flight, which did not feature a vertical takeoff. During the night following the flight, a violent storm destroyed and scattered the flying machine.
To Frost's misfortune, the event, apparently witnessed, was not recorded except in local memories. Although a poor working man, Frost applied for a patent which was accepted and registered in London on 25 October 1894 under number 1894-20431. Unable to pay renewal fees, he allowed the patent to lapse four years later. He died without wealth or recognition in 1935.
From Wikipedia

Blackburn B-20

The Blackburn B-20 was an experimental aircraft, first flying in 1940, that attempted to drastically increase the performance of flying boat designs. Blackburn Aircraft undertook an independent design study based on a patent filed by their chief designer, J. D. Rennie

The B-20 was an attempt to combine the best features of both the flying boat and the floatplane. While on the water, the B-20 was essentially a floatplane, using a large float under the fuselage for buoyancy, and two smaller floats near the wing tips for stability. In flight, the main float retracted towards the fuselage, fitting into a "notch" to become streamlined as a part of the fuselage. The wing floats folded outward to become the wing tips. Blackburn along with Supermarine and Saunders-Roe tendered craft for Air Ministry Specification R1/36. What would enter service as the Saunders Roe Lerwick was the chosen aircraft but the Ministry was interested enough to authorise prototype of the B-20, serial number V8914. The prototype would fly for the first time on March 26, 1940. On 7 April, during a test run, the aircraft experienced extreme vibration due to aileron flutter and the crew bailed out, three were lost the other two were picked up by HMS Transylvania, a converted merchantman. Development ceased when the first prototype crashed, as Blackburn's resources were dedicated to the war effort.

The aircraft's wreck still exists, but remains undisturbed as it is designated a War grave. In 1998, one of the engines was raised as it had been caught in a fishing boat's nets and dragged away from the wreck, into shallower water. It is currently an exhibit in the Dumfries and Galloway Aviation Museum.

From Wikipedia


Read more about it with some good pictures:
http://freespace.virgin.net/john.dell/blackburn_b20.htm

Societe Aerienne Bordelaise AB-80



A flying tin shed!















In August 1933 the French Ministry of Aviation published a program to build new military aircraft multi-role "BCR" (Bomber, Combat, and Reconnaissance). The SAB AB-80 was built for the task.

The first flight of the single prototype took place at Mérignac on June 13th 1934 piloted by Mr. Descamps. The early flight testing was never fully completed as the company was taken over by Potez-Bloch and it was also up against 6 other aircraft for the task: The Amiot 144, Breguet 460, Bloch 130, Dewoitine 420, Farman 420 and Potez 541.

The AB-80 was powered by two Hispano-suiza 860hp engines.  Its defensive armament consisted of three planes 7.5-mm machine guns located on movable turrets.  To bomb strikes plane could carry up to 2,000 pounds of conventional bombs (weighing from 10 to 500 kg) and 4 30 kg of flares. For ground attack it had a 25mm gun and flare could also be fired. To conduct reconnaissance flights mounted cameras were fitted.

SAB AB-80 data:
Wingspan 24 m
Length 18.50 m
Height 6.10 m
Maximum speed 330 km / h
Landing speed 125 km / h
Cruising speed, 285 km / h
Empty weight 4300 kg
Normal take-off weight 8100 kg
Service ceiling 8000 m
Normal range of 1100 k

Landing at Brooklands

Great vidoes of the final flights of two great British aircraft landing on a very old and very very short runway.

(landing starts at 1:57)

http://www.brooklandsmuseum.com/

Convair XC-99

The Convair XC-99, 43-52436, was a prototype heavy cargo aircraft built by Convair for the United States Air Force. It was the largest piston-engined land-based transport aircraft ever built, and was developed from the B-36 bomber, sharing the wings and some other structures with it. The first flight was on 23 November 1947 in San Diego, California, and after testing it was delivered to the Air Force on 23 November 1949.

Design capacity of the XC-99 was 100,000 lb (45,000 kg) of cargo or 400 fully equipped troops on its double cargo decks; a cargo lift was installed for easier loading.

Operational history:

In July 1950 the XC-99 flew its first cargo mission, "Operation Elephant." It transported 101,266 pounds (45,933 kg) of cargo, including engines and propellers for the B-36, from San Diego to Kelly Air Force Base in San Antonio, Texas, a record it would later break when it lifted 104,000 lb (47,200 kg) from an airfield at 5,000 ft (1,500 m) elevation. In August 1953, the XC-99 would make its longest flight, 12,000 mi (19,000 km), to Rhein-Main Air Base, Germany, by way of Bermuda and the Azores. It carried more than 60,000 lb (27,000 kg) each way. It attracted much attention everywhere it flew.

The US Air Force determined that it had no need for such a large, long-range transport at that time, and no more were ordered. The sole XC-99 served until 1957, including much use during the Korean War. It made twice weekly trips from Kelly AFB to the aircraft depot at McClellan AFB, California, transporting supplies and parts for the B-36 bomber while returning by way of other bases or depots making pick-ups and deliveries along the way. During its operational life the XC-99 logged over 7,400 hours total time.

Retirement and display

The XC-99 landing during trials.The aircraft was put on display at Kelly Air Force Base near San Antonio, Texas. During the 1960s, it was considered for restoration by the San Antonio Air Logistics Center at Kelly AFB, but the deterioration of the airframe due to the high magnesium content led to the abandonment of that plan. The airplane was later moved to a grassy field near the base. In 1993, the USAF moved it back to the Kelly AFB tarmac (29°22'27.37"N 98°35'13.74"W). It was planned to move the XC-99 via road to the National Museum of the United States Air Force at Wright-Patterson Air Force Base, Ohio, restore and reassemble it, and put it on display in the USAF Museum's collection of experimental aircraft. Ultimately, transporting the massive aircraft by ground proved impractical and too expensive.

Disassembly of the aircraft began at Kelly Field in April 2004. Portions of the airframe were then airlifted from Kelly to Wright-Patterson Air Force Base near Dayton, Ohio. Upon arrival at Wright-Patterson's active base, the parts had to be further moved by truck several miles to the Museum side of the base. Transporting the XC-99 components taxed the C-5A's cargo capacity, as the largest piece moved intact was over 75 feet by 13 feet. By the summer of 2008, the XC-99 had been completely transferred to Dayton and was laying on the ramp outside the Museum's restoration facility. Upon examination, the aircraft was found to have suffered from considerable corrosion, which was not unexpected considering it had remained outside for over fifty years. The wing spar was found to be too badly corroded to restore, and a new replacement would need to be fabricated. A full restoration is being performed by the restoration crew of the Air Force Museum, though no timetable exists at this time. As of May 2011, the corrosion control of the center wing boxes was nearing completion. Once this portion of the project is finished, the XC-99 will be reassembled and the restoration work started.

Following restoration, the aircraft is expected to be displayed inside in one of the Museum's new hangars. Like its relative the B-36, it is expected to become a showpiece of the Museum. Once all aircraft have been moved from the Museum's current "Research and Development Hangar" to a new display hangar planned to be added onto the main Museum buildings, the XC-99 restoration project will move into the former R&D Hangar where visitors will be able to watch the restoration in progress.Upon completion, the XC-99 will remain on display in the former R&D hangar.Pending the restoration and display of the XC-99, in an effort to educate visitors about the aircraft the Air Force Museum has placed a model of the XC-99 on display in its Post-Cold War Gallery. The model, in approximately 1/72 scale, was constructed by a member of the Museum's restoration staff. An explanation of the Museum's plans for the restoration and display of the XC-99 is located in the case with the model.

A civil variant of the XC-99, the Convair Model 37 was a large passenger aircraft which was planned but never built. The Model 37 was to be of similar proportions to the XC-99; 182 ft 6 in (55.63 m) length, 230 ft (70 m) wingspan, and a high-capacity, double-deck fuselage. The projected passenger load was to be 204, and the effective range 4,200 mi (6,800 km).15 aircraft were ordered by Pan American for transatlantic service.Unfortunately for the project, the fuel and oil consumption of the six 3,500 hp (2,600 kW) Wasp Major radials powering the XC-99 and B-36 meant that the design was not economically viable, and hoped-for turboprop powerplants did not materialise fast enough. 15 orders were not sufficient for production, and the project was abandoned.

Specifications XC-99. Data from General Dynamics Aircraft and their Predecessors

General characteristics:

Crew: Five duty + five reserve crew

Capacity: 400 troops
Payload: 100,000 lb (45,000 kg)
Length: 182 ft 6 in (55.64 m)
Wingspan: 230 ft 0 in (70.12 m)
Height: 57 ft 6 in (17.53 m)
Wing area: 4,772 ft² (443.5 m²)
Empty weight: 135,232 lb (61,469 kg)
Loaded weight: 265,000 lb (120,455 kg)
Max takeoff weight: 320,000 lb (145,455 kg)
Powerplant: 6 × Pratt & Whitney R-4360-41 Wasp Major

28-cylinder air-cooled radial engine, 3,500 hp (2,611 kW) each

Performance:

Maximum speed: 307 mph (267 knots, 494 km/h)

Range: 8,100 mi (7,043 nmi, 13,041 km)
Service ceiling: 30,000 ft (9,150 m)

From Wikipedia