Lockheed F-104G/S Starfighter

6

Lockheed F-104G/S Starfighter

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Dva videa od rusofila Mr. Green





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@....
Citat:To ti je u sustini motor na koji je neko iz zajebancije nakacio nesto sto treba da budu krila Avion jednostavno ima krila male povrsine.Pa ti se pitaj posle sto su ostajale tolike udovice iza njihovih pilota.
Avion, kome je brzina uslov opstanka u vazduhu je za istoriju i eventualno, za secanje nostalgicara Ziveli



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archer ::Cvetkovic ::Ok, ok...rusofilski lobi pokazuje zube. Zivim na zanzibaru i nisam imao prilike da nikada cujem mlazni avion, pogotovo ne ruske plinske boce Shocked Sto se tice izgleda pojedinih ex CCCP aviona, vaspitanje mi ne dozvoljava da dajem komentare i komparacije Wink

e ajde batali me te price o rusofilstvu!
Ne znam gde zivis,ali da si zaista imao prilike da gledas rulanje i poletanje te plinske boce poznatije kao MiG-29 i to tik pored piste,te brisuci prelet brzinom od 1000km/h,zapadni avioni koje si mogao da vidis i cujes na aeromitingu na Batajnici 2009,pre svega F-16 i Gripen,bi ti zvucale kao autici na baterije naspram BMW-a.
De facto-ruski avioni imaju zesci zvuk.Od zapadnih aviona izdvajam jedino F-15 koji je zaista jeziv.
Naravno ima svuda ruznih aviona,i naravno ne vredi raspravljati o ukusima,ali znas,isto sto si napisao za Sovjetske avione-moze se primeniti i za sve druge,bilo americke,bilo francuske bilo britanske bilo svedske itd itd.

itekako ima.Ja licno ne bih seo u njega kao sto rekoh ama nikad.
To ti je u sustini motor na koji je neko iz zajebancije nakacio nesto sto treba da budu krila GUZ - Glavom U Zid Avion jednostavno ima krila male povrsine.Pa ti se pitaj posle sto su ostajale tolike udovice iza njihovih pilota.



Archer, hvala ti na tako detaljnom objasnjenju o aerodinamici i nasilno rasturenim brakovima. Bebee Dol

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Пробно лансирање Ф-104.



Citat:A German F-104 Starfighter blasts off during tests of the Zero-Length Launch -- usually abbreviated ZELL -- system in 1963. The Zero-Length Launch system was designed to allow armed fighters to be moved rapidly near a battle front. Pilots would be launched using a large rocket booster that would fall away once airborne; they would then carry out their missions, and land on conventional runways. Although tried with several aircraft, the concept ultimately proved impractical.

Галерија слика В-В. Фотограф Токунага Shocked

http://lowpassage.com/photo-archive/f-104-air-to-a.....-tokunaga/

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Cvetkovic ::archer ::Cvetkovic ::Ok, ok...rusofilski lobi pokazuje zube. Zivim na zanzibaru i nisam imao prilike da nikada cujem mlazni avion, pogotovo ne ruske plinske boce Shocked Sto se tice izgleda pojedinih ex CCCP aviona, vaspitanje mi ne dozvoljava da dajem komentare i komparacije Wink

e ajde batali me te price o rusofilstvu!
Ne znam gde zivis,ali da si zaista imao prilike da gledas rulanje i poletanje te plinske boce poznatije kao MiG-29 i to tik pored piste,te brisuci prelet brzinom od 1000km/h,zapadni avioni koje si mogao da vidis i cujes na aeromitingu na Batajnici 2009,pre svega F-16 i Gripen,bi ti zvucale kao autici na baterije naspram BMW-a.
De facto-ruski avioni imaju zesci zvuk.Od zapadnih aviona izdvajam jedino F-15 koji je zaista jeziv.
Naravno ima svuda ruznih aviona,i naravno ne vredi raspravljati o ukusima,ali znas,isto sto si napisao za Sovjetske avione-moze se primeniti i za sve druge,bilo americke,bilo francuske bilo britanske bilo svedske itd itd.

itekako ima.Ja licno ne bih seo u njega kao sto rekoh ama nikad.
To ti je u sustini motor na koji je neko iz zajebancije nakacio nesto sto treba da budu krila GUZ - Glavom U Zid Avion jednostavno ima krila male povrsine.Pa ti se pitaj posle sto su ostajale tolike udovice iza njihovih pilota.



Archer, hvala ti na tako detaljnom objasnjenju o aerodinamici i nasilno rasturenim brakovima. Bebee Dol


u svakom slucaju nemoj nikoga da prozivas da je rusofil.Jer se moze desiti da te neko nazove amerofilom,anglofilom,germanofilom.A to ti se nece dopasti.
Kao sto rece drug Grbe,nazvati nekog rusofilom zato sto mu se ne svidja ova odvratna,ali ponavljam odvratna letelica,je krajnje neumesno,i krajnje smesno.Osim ako ti je jedini argument da one koji se ne slazu sa tobom optuzis da su rusofili.Onda te vec razumem.

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nisu ga nemci džabe zvali leteći mrtvački kovčeg

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Cvetkovic ::
A kakve to veze ima koliki mu je raspon krila???? 6,69, da te ispravim. Velika razlika u odnosu na 7,15?


Ma nije toliko bitna duzina krila vec odnos tezine i povrsine krila.

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Činjenica je da je F 104 u Luftwaffe imao jako puno nesreća-izgubljeno je cca 30 posto (292 od 916) od ukupnog broja i 110 pilota
Kanađani su isto imali tragično velik broj nesreča-izgubljeno je 50 posto.
Ali Španjolci nisu izgubili ni jedan zrakoplov!
Talijani su imali gubitaka ali su bili zadovoljni zrakoplovom,zadnje su umirovili 2004 g.

Evo i nekih objašnjenja za ovako veliki broj nesreća. Znam da Wiki nije neki izvor ali mislim da je ovo ok napisano:

The introduction of a highly technical aircraft type to a newly reformed air force was fraught with problems. Many pilots and ground crew had settled into civilian jobs after World War II and had not kept pace with developments, with pilots being sent on short "refresher" courses in slow and benign-handling first generation jet aircraft. Ground crew were similarly employed with minimal training and experience. Operating in poor North West European weather conditions (vastly unlike the fair weather training conditions at Luke AFB in Arizona) and flying at high speed and low level over hilly terrain, a great many accidents were attributed to controlled flight into terrain or water, (CFIT). Luftwaffe losses totaled 110 pilots.

Many Canadian losses were attributed to the same cause as both air forces were primarily operating over West Germany. An additional factor was that the aircraft were parked outside in adverse weather conditions (snow, rain etc.) where the moisture affected the delicate avionic systems. It was further noted that the Lockheed C-2 ejection seat was no guarantee of a safe escape and the Luftwaffe retro-fitted the much more capable Martin Baker GQ-7A seat from 1967, and many operators followed suit.

In 1966 Johannes Steinhoff took over command of the Luftwaffe and grounded the entire F-104 fleet until he was satisfied that problems had been resolved or at least reduced. In later years, the German safety record improved, although a new problem of structural failure of the wings emerged. Original fatigue calculations had not taken into account the high number of g-force loading cycles that the German F-104 fleet was experiencing, and many airframes were returned for depot maintenance where their wings were replaced, while other aircraft were simply retired. Towards the end of Luftwaffe service, some aircraft were modified to carry an ADR or "black box" which could give an indication of the probable cause of an accident. Erich Hartmann, who had commanded one of Germany's first jet fighter-equipped squadrons and was a former World War II fighter ace, had deemed the F-104 to be an unsafe aircraft with poor handling characteristics for aerial combat and had judged the fighter unfit for Luftwaffe use, even before its introduction, to the dismay of his superiors. They were further dismayed when he eventually resigned over the issue.

Normal operating hazards

The causes of a large number of aircraft losses were the same as for any other similar type. They included: birdstrikes (particularly to the engine), lightning strikes, pilot spatial disorientation, and mid-air collisions with other aircraft. A particularly notable accident occurred on 19 June 1962 when a formation of four F-104F aircraft, practicing for the type's introduction-into-service ceremony, crashed together after descending through a cloud bank. This accident was explained as probable spatial disorientation of the lead pilot, and formation aerobatic teams were consequently banned by the Luftwaffe from that day on

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kao sto rece neki predhodnik,spadam u malo stariju generaciju,a moj 104 se scucurio u cosak vitrine.Mislim da sam ga radio jos 67 ili 68.Inace imao sam prilike da ga vidim uzivo vise puta na aeromitinzima a prvi put u Avijanu u oktobru 1978
pozdrav Djordje

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