ДОРОГУ ОСИЛИТ ИДУЩИЙ!!!!!!!!!!!!!!
куда идущий Непонимающий
чтоб осилить дорогу нужно знать к чему прийдешь
человек мало что представляет в авиастроительстве. и судя по всему мало что соображает вобще.....
данный "утюг" изначально тупиковая ветвь ,
а тем более в тех условиях куда его хотят применить.
а тема с "мотоциклетным" мотором это вообще шедевр......
Пропан . ответьтте пожалуйста что будет с аппаратом в случае отказа мотора, как далеко он сможет спланировать и насколько безопасно приземлится с такой схемой ??
On Oct. 13, 1995, while enroute to the Copperstate Fly-in, the Facetmobile experienced an in-flight loss of power due to a carburetor malfunction, and Barnaby was forced to make a dead-stick landing. He was unable to avoid a barbed-wire fence, and hit it at approximately 30 knots. The airplane was damaged, but Barnaby was not. N117WD is currently being repaired, and will fly again .
http://web.archive.org/web/20071201125812/http://members.aol.com/slicklynne/facet.htm13 жовтня 1995 під час польоту за маршрутом до Copperstate флай-ін, Facetmobile випробували в польоті втрати потужності через порушення роботи карбюратора, і Барнабі був змушений здійснити посадку мертвих палицю. Він не зміг уникнути колючого дроту, і вдарив його приблизно в 30 вузлів. Літак був пошкоджений, але Барнабі не було. N117WD в даний час ремонтується, і літати.
Performance
While the Inverse Zimmerman planform, sharp leading edges, and the wing washout combine to enhance the Facetmobile's performance, it is its low empty-weight (via a low parts-count) that’s the icing on the cake in terms of contribution to the Facetmobile’s performance. Again these attributes are discussed in detail in the PAV report (see link above). All of these design features may have saved the day when the engine quit at 600 AGL on climb-out, with Barnaby at the controls. As Barnaby noted, looking forward, there were no good landing options. With nothing but ugly in front of him, Barnaby did what our instructors tell us never to do; he executed a 180-degree turn. What is significant about the turn is that with the Facetmobile's ability to obtain high angles of attack and fly-on vortex lift, the stall/spin scenario was avoided. Barnaby noted if he would have had a few extra feet of altitude approaching the airport fence, the damage to N117WD would have been avoided.
Barnaby was not harmed in the incident, which in addition to a low landing speed, he attributes to the aluminum tube construction and large amounts of that structure between him and the ground to absorb the energy from the impact. But nonetheless, this mishap may highlight the characteristics of this unique configuration that might have a good fit with a certain section of the aviation community, i.e. low-time pilots. With its capability to fly at high angles of attack, inherent stall/spin resistance, and the ability to land slow, low-time and infrequent pilots may just be a natural market for such a craft. I asked Barnaby, could a two-seat LSA variant of the FMX-5 be tailored to reach the vaulted Van's "4:1 ratio" of stall to top speed (for LSA, 34.5 mph and 138 mph respectively)? His response was in the affirmative. And that is not the only end of the spectrum that this configuration could be tailored to. The concept is completely scaleable, and at the Forum at Oshkosh, Barnaby noted a six-place "Largemobile" with a 260-300 hp IO-540 engine would be a six-place that would redefine camping at Oshkosh because you could certainly camp in it!
http://www.eaa.ca/experimenter/articles/2010-01_facetmobile.asp
