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Teknologi NAZI Yang Melangkaui Zaman :: UFO, Anti Graviti, Rocket, Silikon
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FMA IA 58 Pucara
* AX-2 Delfin : Prototype.
* IA-58A : Two-seat counter-insurgency, close-support, attack aircraft. Main production version.
* IA-58B Pucara Bravo : One prototype aircraft, with advanced aviaonics and armed with two 30-mm DEFA cannons.
* IA-58C Pucara Charlie : One single-seat prototype aircraft.
* IA-66 : One prototype aircraft, powered by two 1,000-ehp (746-kW) Garrett TPE331-11-601W turboprop engines.
The FMA IA 58 Pucara (Quechua: Fortress) is an Argentine ground-attack, counter-insurgency (COIN) aircraft. A low-wing monoplane of all-metal construction, with a retractable landing gear, it was manufactured by the Fabrica Militar de Aviones.
Development began in August 1966, with the construction of an unpowered test vehicle. The first prototype, called AX-2 Delfin, first flew on 20 August 1969, powered by 674-kW (904-shp) Garrett TPE331I/U-303 turboprops. The IA-58 was designed to be able to operate from small front-line airfields. It has a tandem cockpit arrangement; the crew of two is seated under the upward opening clamshell canopy on Martin-Baker Mk 6AP6A zero/zero ejection seats. Dual controls are provided for the crew. In the following prototypes, and the production models that followed, the engines were switched to Turbomeca Astazou XVIG turboprops. The first production model first flew on 8 November 1974, and deliveries began in early 1976.
The first units were delivered in 1975 to the Argentine Air Force (Spanish: Fuerza Aerea Argentina, FAA), 3rd Air Brigade (Spanish: III Brigada Aerea) in northern Reconquista, Santa Fe province with almost 100 airframes delivered by 1982. The unit was deployed south during the Falklands War (Spanish: Guerra de las Malvinas), performing coastal surveillance from the Patagonia airfields. As the only aircraft available in substantial numbers for deployment on the islands (the paved runway at Port Stanley Airport was not long enough for FAA Skyhawks and Mirages to be deployed), many Pucara were destroyed on the ground by British forces before taking part in actual combat.
The aircraft which did see combat were usually armed with unguided bombs, 2.75-in (70-mm) rocket pods, or 7.62 mm machine gun pods. Apart from Port Stanley airport, Pucara were also operated from two small grass improvised airfields at Goose Green and Pebble Island. They were used in the reconnaissance & light-attack role and shot down a Royal Marines Scout helicopter on May 28, the only confirmed Argentine air-to-air victory of the war.[1] After the war, two were taken back to the United Kingdom. One is displayed at the Imperial War Museum Duxford. The second (serial number A-515) was taken to MoD Boscombe Down, returned to flying condition and assessed by the RAF; it is now on display at the RAF Museum Cosford.
A total of six Pucara were destroyed in a single instance, along with another five aircraft damaged, when the SAS carried out the Raid on Pebble Island.
From 1993 to 1999 Pucara have been used in Sri Lanka counter-insurgency operations. Three were destroyed during combat sorties.[2]
In the 1990s FAA Pucara, received several minor upgrades, known as IA-58D, and as of 2007 they remain in service within the 3rd Air Brigade and with the Uruguayan Air Force.
In 2007, an IA-58 of the Fuerza Aerea Argentina was converted to carry a modified engine operating on soy-derived bio-jet fuel. The project, financed and directed by the Argentine Government
, made Argentina the second nation in the world to propel an aircraft with biojet fuel. The project intends to make the FAA less reliant on costly fossil fuels.
These machines were captured by the British Army in the Falklands in 1982. Many of these counter-insurgency aircraft were destroyed in raids by the SAS, who put small charges in the cockpits. The aircraft seen, serial A-528 was named 'TOTO JUAN' presumably by its crew. The Pucara was designed by the Fabrica Militar de Aviones and deliveries to the Argentine Air Force began in 1976. These machines were photographed at the Museum of Army Flying.
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hebat... nampak je camtu tapi IQ melampaui zaman... |
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179# yaminz
Ahem.....macam aku kata prop disc tu punya la besar...besi lak tu.....
Lagipun salah satu fungsi Mozzie ni jadi fast transport dan laluan dari UK ke Sweden terpaksa lalu kawasan tersempit kat Norway untuk mengurangkan peluang kena intercept...diulang...intercept..... |
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178# yaminz
Semi-misteri......cuma tak dapat nak bukti sahih dengan melihat bangkai Bismarck sebab bahagian bawah dah kena tutup lumpur. |
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Macam mana pada zaman Hitler berlambak-lambak ciptaan yang pelik2 muncul?
Ada kaitan dengan ekspedisi mencari bangkai UFO yang terhempas?
Manuskrip lama?? |
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Ada yang kata UFO dan pelbagai.....
Tapi pada hakikatnya.....tu semua senjata desperate. Tak caya? Kebanyakan wunderwaffe hanya timbul selepas Allies mendarat di Normandy dan Rusia memasuki Poland..... |
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Ada yang kata UFO dan pelbagai.....
Tapi pada hakikatnya.....tu semua senjata desperate. Tak caya? Kebanyakan wunderwaffe hanya timbul selepas Allies mendarat di Normandy dan Rusia memasuki Poland. ...
alphawolf Post at 1-3-2010 08:30 AM 
Yang cipta semua itu pon saintis bangsa Yahudi kan? Yang tidak berkepentingan akan ditembak mati, diracun di dalam gas chamber dan dibakar hidup2. Yang bijak kan disimpan untuk berkerja dalam makmal dan bahagian engineering.
Selepas Nazi tewas, some of them ke USA dan some of them ditawan Russia.
Adakah yang terhempas di Rosewell pada 8 July 1947 itu sebenarnya jet milik Nazi yang telah dirampas semasa WWII dan dibawa balik ke USA ??
B52 Stleath ni memang nampak 80% design yang ditiru daripada zaman Nazi Hitler
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190# cmf_WonBin
Smua saintis jerman, hitler kalo tau ada saintis yahudi da lama anta kat corong asap... Dan saintis yahudi xkan bantu hitler, mcm Albert Einstein (dlahirkan d german) |
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HAL HF-24 Marut
Hindustan Aeronautics HF-24 Marut (Spirit of the Tempest) merupakan sebuah pesawat pejuang-pengebom buatan India pada tahun 1960-an. Ia merupakan pesawat jet pertama buatan India, yang mana telah membuat penerbangan sulung pada 17 Jun 1961. Tidak seperti biasa, pesawat olok-olok yang diperbuat daripada kayu sebenarnya boleh diterbangkan sebagai glider lancaran udara.
Marut telah direka oleh seorang pereka Jerman yang terkenal, Kurt Tank, tetapi tidak menyedari potensi penuhnya disebabkan oleh kekurangan kuasa. Walaupun pada awalnya pesawat ini dibayangkan memiliki kelajuan dalam lingkungan Mach 2, pesawat ini jarang melepasi Mach 1 dalam penerbangan separas, ini disebabkan oleh ketidakupayaan kerajaan India bagi mendapatkan enjin yang cukup berkuasa untuk kerangkanya. Selepas kerajaan India menjalankan ujian nuklear pertamanya di Pokhran, tekanan antarabangsa telah menghalang import bagi enjin yang lebih baik, yang mana pada ketika itu, juga sukar untuk mendapatkan alat ganti bagi enjin Orpheus. Ini menjadi salah satu sebab utama kegagalan awal pesawat ini.
Kekurangan kuasa telah membantutkan kelajuan pesawat, tetapi ciri-ciri pengendalian yang selesa dan keupayaan aerobatik yang baik amat disukai oleh para juruterbangnya. Ia digunakan dalam pertempuran sebagai untuk membuat serangan darat, di mana ciri-ciri keselamatannya seperti kawalan manual apabila berlaku kegagalan kawalan sistem hidrolik dan enjin berkembar dilihat baik untuk meningkatkan kebolehan ikhtiar hidup.
Sejumlah 147 buah pesawat telah dibina, termasuk 18 buah pesawat latihan dua tempat duduk. Pesawat terakhir telah ditarik keluar dari perkhidmatan pada tahun 1990.
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In 1939, the Americans and Germans were in a race to explore and claim lands in Antarctica. President Roosevelt sent Admiral Byrd to the frozen continent to thwart any German claims to Antarctic lands in the Western Hemisphere. Hollow Earthers have proclaimed that this was actually a secret mission to beat the Nazis in the exploration of "the land beyond the poles."
Ini teori HOLLOW EARTH.
Ada kaukm bawah tanah yang begitu canggih teknologinya |
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Heinkel He-100 for the USSR
D.A. Sobolev, D.B. Khazanov
A new phase of military and economic cooperation between the USSR and Germany had begun immediately after the signing the non-aggression pact and the subsequent capture of Poland. The Defense Commissariat back in October 1939 had compiled a preliminary list of German military equipment planned to be bought for examination. The section on aviation included Me 109 (Bf 109) and He 112 fighters, Do 215 and He 118 bombers, various trainers, Focke-Wulf helicopters, Jumo 211 and DB 601 engines, Junkers diesel aviation engines, different types of control devices, and armament. Moreover, the plan was to acquire several examples of each type. The total sum allocated for the purchase of military equipment in Germany was the astronomical figure of 1 billion German marks.
At the same time, I. F. Tevosyan, a member of the Bolshevik Party Central Committee, led a large commission that went to Germany in October 1939 to study the achievements of the German aircraft industry and to select examples for purchase. Managers from different industries, designers, military specialists, and employees of scientific research institutes comprised the commission.
General A. I. Gusev headed the aviation group. It included N. N. Polikarpov, A.S. Yakovlev, V.P. Kuznetsov, A. D. Shvetsov, I. F. Petrov, P. V. Dement'yev, and S. P. Suprun, among others. As it was agreed, the German Air Ministry showed the majority of aircraft industry enterprises to the Soviet specialists. In just over a month, the delegation's members traveled all around the country, visited the production factories of Junkers (Dessau), Messerschmitt (Regensburg, Augsburg), Henschel (Berlin), Focke-Wulf (Bremen), Heinkel (Rostock), Arado (Brandenburg), Blohm und Voss (Hamburg), Dornier (Friedrichshaven), and Bucker (Ransdorf). They familiarized themselves with the engine production of BMW (Munich), Junkers (Dessau), Hirt, Argus and Bramo (all three in Berlin); visited factories making propellers (VDM, Schwarz plant), radiators for water-cooled engines (Behr plant), crankshafts (Krupp in Essen), piston rings (Goetze plant in Cologne), bearings (Admos plant), instruments (Askania, Bosch, Siemens, Lorenz, and so on), aircraft armaments (Henschel, Siemens, IG Farben Industry), rubber and Plexiglas products (Continental plant, Plexiglas factory in Darmstadt); and visited the Scientific Research Aviation Institute in Goettingen and the Luftwaffe Scientific Testing Center in Rechlin.
It seemed that Germany was being completely open. The leading Soviet aviation specialists could see many of the combat machines, including airplanes that only recently had entered operational service with the Luftwaffe. The delegation was shown He 100, Fw 187, Ar 197, Bf 109E (with DB 601 engine), and Me 110 fighters; Ju 87, Ju 88, He 111, Do 215, and Do 217 bombers; Bv 138, Bv 141, He 115, Hs 126, and Fw 189 reconnaissance planes; Ar 196 and Ar 198 reconnaissance floatplanes; He 70 and He 116 passenger planes; a four-engine Fw 200; and Ar 79, Ar 96, Ar 199, Fw 44, Fw 58, Bu 131, and Bii 133 sports and training airplanes.
Most of the aircraft were demonstrated not only on the ground, but in the air as well. Soviet pilots were allowed to fly some of them. For one, on November 8th while visiting the Focke-Wulf firm, Gusev and Petrov flew Fw 44 and Fw 58 trainers and pilot V. Shevchenko took to the air in the Fw 189, which later, during the war, became famous as the "Frame". During his visit to the E. Heinkel firm, famous test pilot S. P. Suprun asked for permission to try out the He 100, the aircraft that shortly before had established a world speed record. After some hesitation (due to the large wing loading, the plane was known for its high landing speed), permission was granted and Suprun made an excellent flight.
But, beneath the mask of German friendliness and openness there was a well-planned hidden idea: use German military might to misinform and to intimidate the eastern neighbor. The Soviet specialists never got to know anything about the existence of He 176 and He 178 experimental jet planes, nor did they see a Fw 190 prototype that had been undergoing testing since May 1939.
At the same time, the He 100, which had been passed off as the newest fighter type, was widely advertised. In reality, the Germans were not going to put this essentially experimental airplane into operational service, but simply were trying to frighten the Russians and British, spreading rumors about a special squadron equipped with these machines that allegedly had been formed. Even an emblem for that nonexistent operational unit had been designed.
Based upon recommendations of the delegation that visited Germany earlier, an order for German aircraft and equipment for their detailed examination in our country was arranged through the Commissariat of Foreign Trade in early 1940. It included more than 100 items. In particular, the plan was to acquire five He 100s with evaporative-cooled engines, five He 100s with water-cooled engines, five Me 109Es, five Me 1 lOCs, two Ju 88 and Do 215 bombers, Biicker Bu 131 Jungmann, Bu 133 Jungmeister and Fw 58 trainers (three of each type), a record-holder Me 209, as well as two Fa 226 helicopters. Each airborne vehicle had to be fully equipped and have a set of spare parts. Three spare engines were additionally ordered for each of the He 100, Me 109 and Me 110. Besides that, the plan was to get from Germany two Jumo 207 diesel aviation engines, two Jumo 211 engines, two 1400hp Daimler Benz boosted engines, examples of fuel injection pumps and nozzles, 1500 Bosch spark plugs, 10,000 piston rings, more than 1000 flexible gasoline and oil pipes, 30 propellers, many sets of test equipment (including five Braun Boweri high-altitude test facilities), gun sights, various types of bombs and ammunition for airborne armament, and so on and so forth. The delivery term for most items was 12 months; sometimes (the Me 209, for instance), it could be 15 months. The order totaled tens of millions of rubles. It is known that the Soviet government paid 25 million rubles just for some of the equipment that was delivered to the USSR by the summer of 1940.
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The choice of aircraft bought for examination in the USSR was, in general, correct. Most of the aforementioned airplanes were widely employed by the Luftwaffe and for several war years were its backbone. Nevertheless, mistakes were made. The first was the heightened attention paid to the He 100 airplane that Germany passed off as a series-produced fighter superior in speed to the Me 109- The Russians swallowed the bait and ordered 10 He 100s in Germany, more than any other type. But, in reality, because the evaporative cooling system was not developed properly and an aircraft with wing surface radiators was highly vulnerable in combat, not to mention a series of other technological and operational deficiencies, the He 100 never entered operational service. It was designed as a racing airplane and remained such, despite the two machine-guns it carried. The following was noted in the conclusion of an Air Forces Scientific Research Institute report written when He 100 testing in the USSR concluded: "The airplane is not developed to the requisite level for combat duties".
The scornful attitude towards the Ju 87 dive-bomber was the second mistake. In his memoirs A. S. Yakovlev wrote: "When in October 1939 we were granted an opportunity not only to see, but to purchase the German aircraft, then these woeful tacticians flatly refused to buy the Ju 87. 'Why should we spend money for nothing? An obsolete, low-speed type,' were their arguments. However, on the first days of the war, these 'obsolete, low-speed machines' inflicted innumerable miseries on us".
And finally, the selection of the Do 215 instead of the more modern Do 217 is hard to understand. The Germans employed this airplane in limited numbers mainly for reconnaissance duties and withdrew it from production in 1941.
Many groups of specialists went to Germany in February-March 1940 to supervise this order, which was unprecedented in scope and variety. They included aircraft industry and scientific research institute managers, factory directors, test pilots, Air Forces representatives, specialists on engines, armament, instruments, radio equipment, and so forth—more than 40 persons in all.
At the Soviet delegation's request, General Udet allowed German pilots to ferry the aircraft to speed up their delivery to the USSR. Thanks to this decision, there was no need for long procedures to legalize the entry of Soviet crews into Germany. Flights were to be carried out via the well-known Berlin-Koenigs-berg-Moscow route.
In connection with this decision, A. I. Mikoyan, Deputy Chief of the USSR Council of People's Commissariats, signed the following directive 14 April 1940 :
In order to support the transit of the airplanes from Germany, I order :
1. The Commander of RKKA Air Forces Comrade Ya. V. Smushkevich to supply :
a. Central Airfield, as well as en route airfields, for reception of airplanes.
b. Gates and processing of permits to use them at the NKVD, Air Defense Command, and so forth.
c. Guards for aircraft on intermediate airfields and at Moscow Airport.
d. Fuel and lubricants at intermediate airfields.
e. Servicing the crews at intermediate airfields (interpreters, premises, hot water, food, transportation).
2. The Chief of the Main Directorate of the Civil Air Fleet Comrade Molokov to supply :
a. Confirmation, together with Comrade Smushkevich, of the exact departure time in accordance with German proposals.
b. Full meteorological support along the route, including transmission of weather reports in German.
c. Air-ground radio communications.
d. Radio navigation.
e. Accurately informing crews in Koenigsberg or Berlin about the transit route, gates, procedures for passing through them, and general transit flight conditions.
f. Constant flight traffic control of all airplanes until their landing at Moscow Airport.
g. Parking of airplanes at Moscow Airport.
h. Servicing the crews during their stay at Moscow Airport (premises, hot water, food, transport on the airport itself).
3. Head of the People's Commissariat of Transportation Engineering Department Comrade Mashtakov :
a. Through the appropriate channels, formulate permission for the crews to fly to the USSR. Through the appropriate channels, formulate permission for the crews to fly to the USSR.
b. Ensure that the crews are met at Moscow Airport (interpreters, transport in the city, hotel) and support them during their stay in Moscow, as well as organize their departure from the USSR (passports, visas, and so on).
The first German airplanes flown by German pilots arrived in Moscow on April 28th. A report addressed to Stalin and Molotov gives witness to this :
We report that two Dornier Do 215 bombers arrived at Moscow Central Airport at 15:32 on 28 April 1940.
Five Messerschmitt 110 fighters after an en route stop in Velikiye Luki arrived at Moscow Central Airport at 18:50 on 28 April 1940.
A. Yakovlev, A. Shakhurin.
Soon all the ordered German aircraft were delivered to Moscow. Most of them came under their own power, while some (five He 100, in particular) came by train. The ordered engines, equipment and instruments were also shipped by rail. The "sanitary cordon" between the USSR and Germany no longer existed and deliveries of all goods were carried out unhindered and unmonitored.
The German aircraft and other aviation equipment were brought for examination to the Air Forces Scientific Research Institute, the newly founded Flight Research Institute (LII), TsAGI, TsIAM, and other organizations. Moreover, at the request of the People's Commissariat of the Aviation Industry, some airplanes were flown to factory airfields of aviation enterprises in Gor'kiy, Voronezh, Kazan', and Khar'kov.
Sources : http://www.airpages.ru/eng/
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Kalu ada yang berminat dengan teknologi UFO layarilah www.infozmedia.com banyak model-model UFO nazi kat sini boleh juga buat koleksi.... |
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Awat dah melarat ke Jepun pulak ni.... |
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sebab pakai Teknologi German..... |
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IAe 33 Pulqui proposed versions
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Post time 10-12-2009 03:46 PM
