Oddball, Experimental, or One-off

[facthunter]

 It's been ruled out by a lot also. It's NOT cheap  and it's a bigger security Risk.  This discussion? is an exercise in futility. Nev

[facthunter]

I keep looking, don't worry.  You don't answer any propositions I put to you. Quoting yourself is Just LAZY and an insult to who you are addressing. Nev

[BrendAn]

2 minutes ago, facthunter said:

 It's been ruled out by a lot also. It's NOT cheap  and it's a bigger security Risk.  This discussion? is an exercise in futility. Nev

I don't think we will agree . It is a devisive subject. Think of an American aircraft carrier which is basically a mobile town with a population bigger than where I live.

Those people are living and working around a nuclear reactor 24/7..

Never heard about any accidents or problems.

[facthunter]

Doesn't prove anything, does it really.?  Plenty of Russian stuff leaking at the Bottom of the Ocean. Nev

[Geoff_H]

Has anyone here know how much Nuclear Waste Australia would produce each year if all of Australia was powered by nuclear power?  So little would be at the bottom of the ocean from a Nuclear Sub.  Does anyone know how much is stored an Lucas Heights?

 

[skippydiesel]

37 minutes ago, BrendAn said:

Australia is the perfect place to set up a nuclear waste facility.

Would add a lot of money to the economy too. We sell it to other countries so we should be able to take it back for disposal too. Well storage I should say.

 

Nowhere in the World can nuclear waste be safely disposed of.

 

You condemn, the generations to come, to radiation sickness - talk about short term gain / long term pain😈

[Moneybox]

Never mind, there's enough fossil fuel to turn it around in years to come. Remember the 70's when we were in panic mode because we were running out of fossil fuel? The whole thing is a gigantic political stunt.

[Geoff_H]

This is developing into political perspectives.  Having working in Dallas for a company that designed and built systems for Nuclear and just how little waste is produced and how safe the systems in the western world are, Long Island killed no one and the general station is still operating.  So much ignorance and political views are given without knowledge.  I am backing out of this discussion.

[red750]

What has all this to do with experimental and one off aircraft. I started this topic as an adjunct to the aircraft profiles to let you see unique aircraft that did not warrant a full profile. Take your other discussion somewhere else.

[IBob]

2 hours ago, BrendAn said:

We have an abundance of natural gas that could be powering vehicles here instead of being sold offshore for next to nothing

There's certainly an abundance round here on occasions...................)

[red750]

No further off topic posts or I will lock the thread.

[facthunter]

 This a great place lately. for not  being able to have serious discussions like we used to. Jump on thread drift if you must But Be consistent. Don't just use it when it suites you.   We should be able to handle widely different  views. I've been almost 20 years on this forum Ian Baker Provides.. Also address the subject and do not try to Make "Gotcha" moments for those you don't like.  Peter this is not in response to your Post as it was originally posted at the same time yours was. Nev

Edited March 19 by facthunter
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[red750]

The Lockspeiser LDA-01 ("Land Development Aircraft") was a British seven-tenths scale research and development tandem wing aircraft, which was designed and built by test pilot and engineer David Lockspeiser to prove a concept for a low-cost utility transport.

 

The LDA-01 was a single-seat tandem-wing monoplane, fabric covered with metal construction. The foreplane had a common design to the separately made port and starboard wings of the main plane, giving it half the area. The intention was to reduce the number of spare parts needed by re-using the same wing component interchangeably in each location. The main wings were mounted at the rear-end of the box structure fuselage and the fore wing was attached underneath the front. The fuselage was fitted initially with a four-wheeled landing gear and was designed to be fitted with a detachable payload container to allow easy conversion between roles. The landing gear was changed later in development to a more conventional tricycle configuration. It was powered by a rear-mounted pusher engine. The LDA-01 G-AVOR first flew on 24 August 1971 at Wisley in Surrey, under the power of an 85 hp (63 kW) Continental C85 piston engine, but was later refitted with a more powerful Lycoming O-320 engine.

 

The aircraft (which by this time had been re-registered G-UTIL), and had been renamed the Boxer 500, was being modified to planned production configuration by Brooklands Aerospace at Old Sarum Airfield when it was destroyed in a fire on 16 January 1987.

 

[red750]

The Blackburn F.3 (also called the Blackburn F.7/30) was a British single-engined fighter aircraft produced in response to Air Ministry Specification F.7/30.

 

Following the release of Air Ministry Specification F.7/30 for a single-seat day and night fighter, eight companies proposed twelve designs and three, including Blackburn Aircraft, received contracts to produce a prototype. Blackburn's design, the F.3, was a single-bay biplane of unequal wingspan and with an unusual configuration, the upper wing being mounted approximately halfway up the stressed-skin fuselage and the lower wing about two feet below it, the gap being occupied by an enclosure for the condenser of the evaporatively-cooled Goshawk III engine. The undercarriage was attached to the front spar of the lower wing, with diagonal struts transmitting the landing loads to the fuselage longerons. The wheels were fitted with spats but these were later removed. Four Vickers machine-guns were fuselage mounted, two in mid-position on the fuselage and the other two on either side of the top of the condenser housing.

Taxiing trials of the F.3 began on 20 July 1934 but the combination of a short fuselage and a high centre of gravity made it difficult to manoeuvre on the ground and the engine suffered from cooling problems. Further development was stopped when, after an inspection revealed damage to the rear fuselage resulting from the taxiing trials, the Air Ministry withdrew support for the project since the aircraft would have been too delayed to take part in the trials. Following evaluation of F.7/30 designs an order was placed for the Gloster Gladiator.

 

Only 1 was produced, but it never flew.

 

[red750]

The Miles M.77 Sparrowjet was a twin-engined jet-powered racing aircraft built by the British aircraft manufacturer F.G. Miles Limited. It was a one-off conversion, involving the fitting of Turbomeca Palas turbojet engines to the prototype Miles Sparrowhawk, enabling the aircraft to achieve higher performance than could be achieved with its conventional piston engine arrangement.

 

The Sparrowhawk had been a racing aircraft developed and produced in small numbers by Miles Aircraft during the 1930s. During the late 1950s, the owner of one such aircraft, Fred Dunkerley, requested that Miles look into converting the type to use jet propulsion for greater performance. During December 1959, the company received the aircraft to perform the extensive modification programme; in addition to the installation of French Palas turbojets, the original piston engine was eliminated while the forward fuselage was entirely replaced and rebuilt with the cockpit in a more forward position. The conversion took almost three years to perform.

 

On 14 December 1953, the completed Sparrowjet conducted its maiden flight. While the aircraft proved to be capable of speeds in excess of 200 mph, it was noted to accelerate somewhat slowly. Its owner quickly put it to use as a somewhat unique racing aircraft for the era, a factor which likely aided the Sparrowjet in multiple victories, including the SBAC Challenge Cup on 21 May 1956, and the King's Cup Race on 13 July 1957, the latter in which the aircraft had reported attained a maximum speed of 228 mph (367 km/h). However, the Sparrowjet was heavily damaged by a hangar fire while being stored at RAF Upton during July 1964, ending its racing career.

 

Only one Sparrowjet was built.

 

[red750]

The Miles M.100 Student was built as a lightweight trainer as a private venture by F.G. and George Miles with development started in 1953. Although not specifically a Miles product, it was promoted as a British Royal Air Force trainer but failed to enter production.

 

Building on the company's experience with the M.77 "Sparrowjet", the M.100 Student was a two-seat, side-by-side, all-metal jet trainer. The M.100 prototype was powered by a 400 kgf (882 lb) thrust Turbomeca Marbore turbojet and flew for the first time on 15 May 1957. Miles had hoped to secure an RAF order, but the contract went to the Jet Provost. The Student was proposed for several training programmes, but without success.

 

G-APLK, the sole aircraft, was allocated XS941 when developed in the Mark 2 version as a prospective Counter-insurgency type. It was tested by the Royal Air Force but was not accepted and therefore did not go into production.

 

 

 

 

[red750]

Gross JG-2      (Credit:  aeropedia.com.au)

 

The Panther was a two-seat experimental jet project that was constructed and developed in Queensland by John Gross. After designing and building the JG-1, a 15 metre sailplane (VH-KYI – c/n GFA/HB/113) he decided to build a 75 per cent scale replica of the Grumman F9F-2 Panther Korean war era United States Navy (USN) carrier-borne jet aircraft. The first successful US Navy jet fighter of the 1950s, the Panther went on to achieve its first ‘kill’ against a Mikoyan & Gurevich MiG 15 on 9 November 1950.

 

The JG-2 took seven years to design and build and made its first flight in February 2006. It is constructed of fibreglass with a balsa-wood core and some carbon for strength. It was registered VH-JLG (c/n 1) to its designer / builder on 23 November 2005. Engine was a modified General Electric J-58, having a compressor diameter of 25.4 cm (10 in) and weighing 122.4 kg (270 lb). The aircraft was painted silver overall with dark blue markings.

 

The engine that was installed commenced life as the J-58-8F providing 932 kw (1,250 shp) in the Kaman Seasprite helicopter in US Navy service and when it was decided to replace the engine with a new type many were removed and sold, some being converted to turbojets for aircraft and others being placed in racing boats.

 

Following a series of 40 test flights the JG-2 was described by the owner as “a safe and forgiving aircraft”. On one occasion was flown from Queensland to Cowra, NSW for a Sports Aircraft Association aviation event, making two fuel stops on the way. At max throttle it used 500 litres (110 Imp gals) of fuel per hour; whereas at 370 km/h (230 mph) at 85 per cent power it used 200 litres (44 Imp gals) per hour.

 

Gross JG-2 prototype VH-JLG (c/n 1) taking off at Watts Bridge, QLD (David C Eyre)

 

[Blueadventures]

I remember seeing it at Clifton around 2006 or 2008.  Nice looking build.  Cook and eat a sausage by the exhaust is a jet build ritual.

[onetrack]

Kerosine-flavoured sausage? No thanks!

[red750]

The Hurel-Dubois HD.321 was a high-wing, twin-engine tactical transport aircraft developed in France as an upgraded, elongated version of the HD.32, featuring more powerful Wright Cyclone 982-C9 engines (1,525 hp each) and a single vertical stabilizer.  Although Air France ordered 23 units in 1955 to carry 44 passengers, the order was canceled in favor of the Vickers Viscount, leaving only two HD.321 aircraft built for the French Air Force. 

 

These two aircraft served primarily in tactical transport, aerial cartography, and special operations roles, including extensive testing in Algeria in 1956 and clandestine flights for the SDECE (French intelligence) beyond the Iron Curtain until 1967. 

 

[facthunter]

The Main Design feature was the Very High aspect ratio extendable wings. Theres also something wrong with  the engine output quoted there. The AUW was 44000 lbs Much more than a DC-3 at around 26000. Non retractable U/c also. The technology was incorporated in the Short Skyvan Later. Nev