Een raadplaat over waar wanneer hoezo waarom en wie

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Naam en verhaaltje graag.
 
Priest said:
Naam en verhaaltje graag.
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Buzz Aldrin, 2e man op de maan.

Geboren in 1930. Haalde in 1951 zijn Bachelor of Science. Daarna ging hij naar de USAF, vloog onder andere missies in Korea.
Hierna ging hij bij de NASA werken. Hij was daar de eerste man die een ruimtewandeling maakte buiten het ruimteschip. Vervolgens liep hij op 20 juli 1969 na Neil Armstrong op de maan.
In maart 1972, na 21 jaar bij NASA te hebben gewerkt, stopte hij daarmee en ging weer naar de USAF als een soort van adviseur.
Nuttig om te weten: hij heeft depressies gehad en is verslaafd geweest aan alcohol.

DCP

(Simpel als een taart voor mij :p:)
 
1. Wie is dit?
2. Wat heeft hij gedaan op zijn eerste solo?
3. Wat heeft hij (onofficieel) op zijn naam staan
4. Wat heeft hij officieel op zijn naam staan?
5. Wat is zijn wapenfeit in een North American F-100A
6. Wat heeft hem uiteindelijk zijn leven gekost?

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1.
Scott Crossfield

2.
Crossfield demonstrated his flight test skills on his very first student solo. His instructor was not available on the designated early morning, so Crossfield, on his own, took off and went through maneuvers he had practiced with his instructor, including spin entry and spin recovery. During the first spin, Crossfield experienced vibrations, banging, and noise in the aircraft that he had never encountered with his instructor. He recovered, climbed to a higher altitude, and repeated his spin entry and spin recovery, getting the same vibration, banging and noise. On his third spin entry, at yet an even higher altitude, he looked over his shoulder as he was spinning and observed the instructor's door disengaged and flapping in the spin. He reached back, pulled the door closed, and discovered all the vibrations, banging and noise stopped. Satisfied, he recovered from the spin, landed (actually, did several landings), and fueled the airplane. He also realized his instructor had been holding the door during their practice spin entries and recoveries, and never mentioned this door quirk. In later years, Crossfield often cited his curiosity about this solo spin anomaly and his desire to analyze what was going on and why it happened, as the start of his test pilot career.
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Dat ;)

3.
De eerste die solo met open deur vloog? De eerste man die mach 3 bereikte? you name it!

4.
De eerste die Mach 2 bereikte

5.
Heldendaad is het niet, maar dit was ' zijn' F-100...
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6.
Een crash in een Cessna 210 in 2006
 
Priest, bijna alles goed dus je krijgt 'm.
Dit waren de antwoorden waar ik naar op zoek was:

1. Albert Scott Crossfield (October 2, 1921 – April 19, 2006), normally known as Scott Crossfield

2.
Crossfield demonstrated his flight test skills on his very first student solo. His instructor was not available on the designated early morning, so Crossfield, on his own, took off and went through maneuvers he had practiced with his instructor, including spin entry and spin recovery. During the first spin, Crossfield experienced vibrations, banging, and noise in the aircraft that he had never encountered with his instructor. He recovered, climbed to a higher altitude, and repeated his spin entry and spin recovery, getting the same vibration, banging and noise. On his third spin entry, at yet an even higher altitude, he looked over his shoulder as he was spinning and observed the instructor's door disengaged and flapping in the spin. He reached back, pulled the door closed, and discovered all the vibrations, banging and noise stopped. Satisfied, he recovered from the spin, landed (actually, did several landings), and fueled the airplane. He also realized his instructor had been holding the door during their practice spin entries and recoveries, and never mentioned this door quirk. In later years, Crossfield often cited his curiosity about this solo spin anomaly and his desire to analyze what was going on and why it happened, as the start of his test pilot career.
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Bron: http://en.wikipedia.org/wiki/Albert_Scott_Crossfield

3. Onofficieel is hij de eerste Amerikaanse testpiloot die de geluidsbarriere heeft gebroken. Het was alleen niet gepland die vlucht en de grondapparatuur was niet goed ingesteld. We weten allemaal dat hij niet de eerste piloot was die de geluidsbarriere heeft doorbroken:

On April 9, 1945, Fähnrich Mutke, part of the EJG2 conversion squadron, 3rd flight, took off from Lagerlechfeld in his Messerschmitt Me 262, marked Weiße 9, for a planned high-altitude flight. He was climbing through at an altitude of 12,000 m (36,000 ft) in near perfect weather with a visibility of over 100 km, listening to the radio conversations, when his chief instructor Oberstleutnant Heinz Bär detected a P-51 Mustang approaching the plane of another comrade, Unteroffizier Achammer, from behind.

Mutke went into a steep 40° dive with full engine power to assist. While passing through the altitude of 12,000 m, the Me 262 started to vibrate, combined with the plane swinging from side to side. The speedometer was stuck against its limit of 1,100 km/h (682 mph) (the maximum speed of the Me 262 is 870 km/h. The speed of sound is 1,062 km/h (670 mph) at an altitude of 12,000 m, depending on the environmental variables). The shaking increased, and rivets started popping out of their holes. Mutke temporarily lost control of his plane. He reported that with the speedometer still off the scale he attempted to recover from the uncontrollable dive by adjusting the main tailplane incidence of the Me262. Rather than just having an elevator flap, the Me262 could change the incidence of the whole tailplane, a design feature that was later added to the Bell X1. Most significantly, Mutke claimed that without decelerating, the buffeting suddenly stopped and control resumed for a few seconds but he had throttled back and his engines flamed out and after the short period of smooth flight, the buffeting resumed and craft began shaking violently again. He fought to regain control and re-light the engines eventually reducing the speed below 500 km/h. After a difficult landing, it was found that his plane was missing many rivets and also had distorted wings.
Claims

At the time, Mutke did not understand the reasons for this strange behavior. Only after learning about the supersonic flights of Chuck Yeager in 1947 did he attribute these phenomena to the effects of supersonic flight and claim to be the first person to break the sound barrier. This claim is disputed, and there are a number of other pilots and countries that claim the first supersonic flight.

In a series of carefully controlled flight tests conducted in World War II by Messerschmitt, it was established that the Me 262 went out of control in a dive at Mach 0.86, and that higher Mach numbers would lead to a nose-down trim that could not be counter-acted by the pilot by use of the joystick. The resulting steepening of the dive would lead to even higher speeds and self-destruction of the airframe due to excessive negative G loads. Postwar testing by the British government corroborated Messerschmitt's results, though neither actually exceeded Mach 0.86.

Mutke claimed to have overcome the ever steepening dive by adjustment of the 262's whole tailplane incidence. Rather than just pulling back on the elevator, he reset the incidence angle of the all flying tailplane. This is the same technique employed by Chuck Yeager in the Bell X-1 to avoid what is known as Mach tuck. However what is most significant about Mutke's claims are not his reference to buffeting. Buffeting was a phenomenon known to high speed aircraft test pilots and was the reason pilots were warned not to exceed critical speeds. Heini Dittmar encountered severe buffeting in his Me163a in 1941 at 1000 km/h and his observations were well noted by the Luftwaffe. What is most significant was Mutke's observation that the buffeting stopped and control resumed without the aircraft slowing, with the speedometer stuck off the scale. It is the cessation of buffeting and resumption of control at extreme speed that is significant, not that he experienced buffeting. Mutke experienced engine flame-out and his craft decelerated, and as it slowed he suddenly encountered buffeting again and loss of control. It is the sequence of acceleration, buffeting, loss of control authority, sudden cessation of buffeting and resumption of normal control whilst speed increases and then later, deceleration and resumption of buffeting and control difficulty which is characteristic of a supersonic flight profile. Mutke did not claim supersonic flight because he experienced a shaking, buffeting plane. He claimed to have flown supersonic flight because the plane stopped shaking and became controllable again as speed increased. It started shaking again only as he decelerated. To misunderstand this point is to misunderstand the significance of the claim and his observations.

After the war, American test pilots filed reports about the Me 262, including the possibility of a speed of Mach 1. A detailed discussion of the high speed capability of the Me 262 can also be found at Messerschmitt Me 262. Compressibility in pitot tubes of the time often resulted in exaggerated speed readings near the speed of sound, particularly in German equipment, which was adversely affected by supply shortages as the war progressed. American Sabrejets and other high-speed aircraft (including the Bell X-1) also experienced anomalous airspeed readings in the high-subsonic flight regime (between 0.8 Mach and Mach 1). The Me-262's pre-area rule fuselage would have additionally resulted in very high transonic drag, and its engines were already underpowered and temperamental to begin with. Aircraft such as the Bell X1, F86 sabre and Convair Seadart similarly did not have area ruled fuselages but are acknowledged to have flown at supersonic speeds. Having an area-ruled fuselage is in no way a prerequisite for supersonic flight. The Mach 20 Space shuttle does not have an area ruled fuselage.

Due to the nature of Mutke's combat flight, it is impossible to determine the exact speed of his plane, and it is also difficult to estimate the exact speed of sound at that time and altitude. Therefore, it is not possible to either prove or disprove his claims, and there is much discussion among experts if the Me 262 was able to break the sound barrier or not. It is believed that the damaging effects experienced by Mutke are a side effect of supersonic flight over different parts of the airframe called buffeting. This effect appears at speeds preceding Mach 1 but ceases above Mach 1. A number of other Me 262 experienced similar strange accidents, or breaking apart in the sky because of buffeting and the different aerodynamics at the sound barrier. Transonic buffeting effects had also been widely reported by pilots of propellor-driven Allied fighters including the Supermarine Spitfire, P-38 Lightning and P-51 Mustang, aircraft that were known to have top diving speeds of less than .85 Mach. Allied fighter pilots reported seeing supersonic shock waves and popped rivets during dives as the high-speed air rushing over the wing exceeded Mach 1 even though the forward airspeed of the overall aircraft was well below that speed.

Proponents of the claim also often believe that after the end of the war the allied powers had no interest in emphasizing any German achievements during the war. Mutke's claim, however, is unique and without controlled, experimental confirmation. A computer based performance analysis of the Me 262, carried out in 1999 at the Munich Technical University, has shown that the Me 262 could exceed Mach 1.
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Bron:
http://en.wikipedia.org/wiki/Hans_Guido_Mutke

4. Correct

5. Mooie foto, die kende ik niet maar correct, door de muur.
On the first NACA research flight of airplane #52-5778, pilot Scott Crossfield had to make a powerless "deadstick" landing following an engine fire warning. This was something North American's own test pilots doubted could be done, for the early F-100 lacked flaps and landed "hot as hell." Crossfield followed up the flawless approach and landing by coasting off the lakebed, up the ramp, and then through the front door of the NACA hangar, frantically trying to stop the F-100A, which had used up its emergency brake power. Crossfield missed the NACA X fleet, but crunched the nose of the aircraft through the hangar's side wall. It is reported that Chuck Yeager then proclaimed that while the sonic wall had been his, the hangar wall was Crossfield's! The hangar wall and the F-100A were repaired, and the airplane flew again.
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Bron: http://www.dfrc.nasa.gov/Gallery/Photo/F-100/HTML/E-1366.html

6.
On April 19, 2006, a Cessna 210 piloted by Crossfield was reported missing while flying from Prattville, Alabama toward Manassas, Virginia.[2] On April 20, authorities confirmed his body was found in the wreckage of his plane in a remote area of Gordon County, Georgia. There were severe thunderstorms in the area when air traffic monitors lost radio and radar contact with Crossfield's plane.

While lightning itself poses a relatively minor risk to all-metal aircraft like Crossfield's, thunderstorms often contain turbulence severe enough to break an aircraft into pieces, as well as strong downdrafts, heavy rain, severe icing, and heavy hail. The Gordon County Sheriff's department reported that debris from Crossfield's aircraft was found in three different locations within a quarter mile,suggesting that the plane broke up while it was still in the air.

Scott was returning from Maxwell Air Force Base, Montgomery, Alabama, where he had given a speech to a class of young Air Force officers attending the Air and Space Basic Course. He was survived by his wife of sixty three years, Alice Crossfield; six children; and nine grandchildren. His funeral ceremony was held at the Arlington National Cemetery on August 15, 2006.

On September 27, 2007, the National Transportation Safety Board issued an advisory stating the cause of his crash to be as follows: "The pilot's failure to obtain updated en route weather information, which resulted in his continued instrument flight into a widespread area of severe convective activity, and the air traffic controller's failure to provide adverse weather avoidance assistance, as required by Federal Aviation Administration directives, both of which led to the airplane's encounter with a severe thunderstorm and subsequent loss of control."
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Bron: http://en.wikipedia.org/wiki/Albert_Scott_Crossfield
http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20060501X00494&ntsbno=CHI06MA115&akey=1
 
Zowaar een leuke gevonden.

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Welke kist:
Wat is zijn bijnaam?
Wat is de link tussen deze kist en de ruimtevaart?
 
172RG said:
Dit doet mij denken aan een:
- Link D-2
- Blue box (omdat ze allemaal blauw waren)
- Niet kunnen vinden... :bwah:
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De D-2 is het niet, maar omdat hij er wel ziekelijk veel op lijkt reken ik hem goed (ik had gegoogled naar de trainer). Bluebox klopt als een bus. Bonuspunten voor diegene die alsnog de link weet. Zo héél erg moeilijk is hij nu niet meer, nu je weet wat het is. Vloer richting 172.
 
Oks, kleine correctie het is geen D-2 maar een C-3.

De enige link die ik kan maken is dat deze kist of het bedrijf een trainer heeft gemaakt voor de ruimtevaart (Apollo trainer wellicht?)

Ik ga een nachtje nadenken over een nieuwe raadplaat.
 
Toch een ingeving gekregen dus bij deze. Wellicht voor de fans een makkie. Allereerst de vragen:

- Wat voor kist ben ik (10 pt)
- Welke kleuren draag ik (20 pt)
- Wat is mijn geschiedenis (30 pt)
- Waar sta ik nog steeds (bonusvraag) (40 pt)

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Yeps met paint aan de slag geweest :grijns:

Succes!
 
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Voor 10 punten: natuurlijk een North American P51D Mustang. Maar voor de rest moet ik echt gaan zoeken, en ik heb mezelf een lazy evening beloofd . . . ;)
 
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