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Régi, központi épülete ben épült, ipari műemlék. Ma már főként sportrepülőgép-forgalmat bonyolít le. A Budaörsi-medencében fekvő, fűvel borított terület Budaörssel határos, de közigazgatásilag Budapest XI. A es és a es busz Budaörsi repülőtér nevű megállója található a főbejáratánál. Austro Hungarian K. Oszkár Asboth hungarian inventor, helicopter designer source: wikipedia En. Text: Asbóth Oszkár, also rendered as Oskar Asboth, 31 March in Pankota — 27 February in Budapest was a Hungarian aviation engineer often credited with the invention of the helicopter.
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His machine used stacked counterrotating propellers; Asbóth never ingenieur aeronautique suisse anti aging the problem of in-flight stability, this was left to others. He grew up in Arad, which is today part of Romania, and at a very young age began to explore the possibilities of human flight. Like most of the pioneers of aviation he was confronted with the challenge of stabilising the movement of the aeroplane, and to this end developed numerous devices.
He sent one of his devices to the headquarters of the Air Force in Vienna. As a result he made something of a name for himself while still very young. For his military service he was sent to the propeller development facility of Fischamend. During the First World War he was involved in the selection of propellers for the various types of aeroplane engine.
He had a clear understanding of the principles involved in propeller development and production and was soon in a position to patent his own design for straight-edged, more efficient propellers, which could also be manufactured more simply.
Asbóth's design was successful and his propellers were used by several types of aeroplane in the First World War. FromAsbóth's propellers were mass-produced in the First Propeller Works at Albertfalva, next to the Austro-Hungarian Monarchy's biggest aircraft-manufacturing plant, under Asbóth's supervision until the collapse of the monarchy. After the war a new propeller works, the "Express" Works, was built, which, until as a result of the aviation ban, produced mainly propellers for aircraft and boats.
After the ban was lifted this company become the Oszkár Asbóth Aircraft Factory and began manufacturing in Budapest their patent light wooden car bodies, aeroplanes and propellers.
Asbóth's experimental Co-axial system hovering aircraft NEW! Juci'bácsi's scan collect from Hu. Haditechnika - Military Technics review: Hungarian W. After that they moved to Börgönd airfield as Lsn. Kenyeres Dénes nyá. Juci'bácsi's scanned collection: Hungarian edition book; Mr.
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It was the world's first mass-produced coaxial helicopter. State acceptance trials were completed inand the helicopter entered production the ránctalanító arckezelések year at aircraft factory No. It was a precursor to the Ka, and was fitted with the M engine helicopter version. It was primarily used for bush patrol, ingenieur aeronautique suisse anti aging purposes and fishery control.
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Pro 6 May May 6, FAI record The Ka was a single-engine, two-place, light helicopter, flown by a single pilot. The helicopter used two fully-articulated, three-bladed, counter-rotating coaxial rotors. The helicopter had two vertical fins mounted at the ends of a horizontal stabilizer, and four-wheeled fixed landing gear. The fuselage of the Ka was 6. The span of the horizontal stabilizer and vertical fins were 2. The Ka had an empty weight of kilograms 2, poundsnormal takeoff weight of 1, kilograms 2, poundsand maximum takeoff weight MTOW of 1, kilograms 3, pounds.
The rotors turn at r. The upper rotor turned clockwise, as seen from above.
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The advancing blade is on the leftand the lower blades turn counter-clockwise their advancing blades are on the right. The area of the main rotor disc was This is the lowest coefficient of disc area of any helicopter. Each main rotor blade was trapezoidal, with a theoretical chord at the axis of rotation of millimeters The blades incorporated 12° of negative twist.
The Ka was powered by a single air-cooled, supercharged The engine was rated at kilowatts horsepower. It weighed approximately kilograms pounds.
The helicopter could carry a single passenger or kilograms pounds of cargo.
Screen-Shot in Kamov Ka USSR photo by: Alchetron The Ka had a cruise speed kilometers per hour 75 miles per hour and maximum speed kilometers per hour 96 miles per hour. The service ceiling was 3, meters 11, feet. It could hover out of ground effect HOGE at meters 1, feet. The helicopter had a normal range of kilometers miles and maximum range of kilometers miles. The performance of the Ka was better than had been predicted. After several years of testing, the Ka entered production in It was the first mass-produced coaxial helicopter, with approximately being built by Aircraft Factory No.
In a coaxial rotor system, one rotor is placed above the other, with the drive shaft for the upper rotor inside the hollow drive shaft of the lower.
As in tandem ingenieur aeronautique suisse anti aging helicopters, each counter-rotating rotor counteracts the torque effect of the other. There is no anti-torque rotor tail rotor required. A second benefit of a coaxial rotor is that the dissymetry of lift of each rotor is also canceled out. There is no translating tendency while in a hover, and higher forward speeds are possible because the effect of retreating blade stall is reduced.
A helicopter with coaxial rotors is more compact than a similar helicopter with tandem rotors. This makes it useful for operations in confined areas or aboard ships. Nikolai Ilich Kamov was previously known for his autogyro designs, which were first produced in Screen-Shot Ka "Hen" above: NEW! Initial Kamov's system co-axial rotor-control En. Ka hydrocopter early 's NEW!
Maritime Patrol task above: NoHigher! Ka with main designer. Kamov at door NEW! Development: The Ka entered production in A variant with a single turboshaft engine was theKa A twin turboshaft-powered version is the Ka Design: The hp kW VMK Vedeneyev MV radial piston engine of the Ka The fuselage of the Ka consists of a fixed, bubble-shaped cockpit containing the pilot and co-pilot, plus a removable, variable box available in medevac, passenger-carrying and cropduster versions.
The helicopter can fly with or without the box attached, giving it much flexibility in use.
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The Ka is small enough and handles well enough to land on a large truck bed. The main weakness of the Ka is its engine.
It is powered by two hp kW Vedeneyev MV radial enginesmounted in off-board nacelles. The reciprocating engines, although more responsive than modern turboshafts, are relatively maintenance intensive. The Ka is underpowered with its two radial engines, especially when used in cropdusting role, where excess payload is common. This leaves the pilot with little power reserve for emergencies. Due to frequent overloads, the interconnect shaft which joins the two engines is prone to breakage and requires frequent inspection.
Due to the limitations of the Ka, USSR and Romania agreed under the Comecon trade to build a single engine version called Kamov Ka which had better aerodynamics and range. The standard instrumentation of the Ka resembles that of larger naval Kamovs and is considered excessive for civilian or cropdusting use. The large cockpit panel with its 18 main dials obscures a significant part of the right-downwards view direction from the cabin, which is crucial to avoid telephone and power lines in agricultural and other low-altitude roles.
It is common practice to replace the ingenieur aeronautique suisse anti aging panel with a simplified layout, retaining only the six generally useful dials for better vision. The low height of the lower rotor requires passengers and crew to approach from the rear when the rotors ingenieur aeronautique suisse anti aging turning, as it is low enough to contact a person's head at the front of the aircraft.
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