Category:Aircraft first flown in 1955
Pages in category "Aircraft first flown in 1955"
The following 54 pages are in this category, out of 54 total. This list may not reflect recent changes (learn more).
The following 54 pages are in this category, out of 54 total. This list may not reflect recent changes (learn more).
1. Auster Agricola – The Auster B8 Agricola was a commercially unsuccessful British agricultural aircraft designed for the aerial topdressing market which opened up in New Zealand in the early 1950s. It had an aft cabin that could seat two passengers, a hopper over the centre of the wing which could hold 750 kg of superphosphate in the topdressing role, or 654 litres of spray as a crop duster. The Agricolas handling was generally described favourably, particularly its slow speed performance and controls, while its rugged and simple construction allowed for easy maintenance, the aircraft was utilitarian rather than attractive, one website has short-listed the Agricola in a competition for the ugliest aircraft of all time. The type was first flown in 1955 and it was out-competed in its target market by the PAC Fletcher and attempts to sell the type for Aerial application work in Britain, Australia and Europe met with little success. Only nine were made before production ceased, of these ZK-BXO, is the sole survivor. Restored by John Stephenson of Whitianga, it was operated for years by him as both a historic aircraft and personal transport. BXO was sold to the UK in 2005 and re-registered as G-CBOA, in March 2016, the aircraft was once again sold to New Zealand.7 sq ft Aspect ratio,6.8 Agricola. British Civil Aircraft since 1919 Volume 1, lambert, C. M. Handling the Agricola. New Zealand forum discussion G-INFO database entry for G-CBOA
2. Bell XV-3 – The XV-3 featured an engine mounted in the fuselage with driveshafts transferring power to two-bladed rotor assemblies mounted on the wingtips. The XV-3 was first flown on 11 August 1955, the XV-3 program ended when the remaining aircraft was severely damaged in a wind tunnel accident on 20 May 1966. The data and experience from the XV-3 program were key elements used to develop the Bell XV-15. In 1951, the Army and Air Force announced the Convertible Aircraft Program, in October 1953, Bell Helicopter was awarded a development contract to produce two aircraft for testing purposes. The original military designation was XH-33, classifying it as a helicopter, the designation was changed once again in 1962 to XV-3A when the V-prefix was changed to mean VTOL. The leading designers were Bob Lichten and Kenneth Wernicke, the first XV-3 flew on 11 August 1955 with Bell Chief Test Pilot Floyd Carlson at the controls. On 18 August 1955, the experienced a hard landing when the rotor developed dynamic instability. Bell attempted to remedy the situation, and flight testing resumed on 29 March 1956 after additional ground runs, Bell continued to expand the flight envelope of the XV-3, but on 25 July 1956, the same rotor instability occurred again. Flight testing of the XV-3 resumed in late September 1956, then, on 25 October 1956, the aircraft crashed when the test pilot blacked out due to extremely high cockpit vibrations. The vibrations resulted when the shafts were moved 17 degrees forward from vertical. The test pilot, Dick Stansbury, was injured. Flight testing for aircraft #2 began on 21 January 1958 at Bells facility, by April, the aircraft had expanded the flight envelope to 127 miles per hour as well as demonstrating full autorotation landings and 30-degrees forward transitions with the rotor pylons. On 6 May 1958, another instance of rotor instability occurred when the pylons were advanced to 40-degrees forward pylon angle, the XV-3 returned to the Ames wind tunnel in October 1958 to collect more data before it could be flown again. As a result of the wind tunnel testing, the diameter was reduced, wing structure was increased and strengthened. The XV-3 resumed flight testing at Bells facility on 12 December 1958, flight testing at the Bell facilities was completed on 24 April 1959, and the aircraft was shipped to Edwards Air Force Base. The military flight testing of the XV-3 began on 14 May 1959, on 8 August 1961, Army Major E. E. Kluever became the first Army pilot to fly a tiltrotor aircraft. In April 1966, Bell Helicopter aerodynamicist Dr. Earl Hall published an analysis of the XV-3 program data explaining the tiltrotor aircraft pylon whirl instability. In order to establish Halls findings and develop a computer model, as the engineers were completing the last planned test, a wingtip failure caused both rotors to fail, resulting in severe damage of the XV-3 and damage to the wind tunnel
3. Bensen B-8 – The Bensen B-8 is a small, single-seat autogyro developed in the United States in the 1950s. Although the original manufacturer stopped production in 1987, plans for homebuilders are still available as of 2013 and its design was a refinement of the Bensen B-7, and like that aircraft, the B-8 was initially built as an unpowered rotor-kite. It first flew in this form in 1955, and on 6 December a powered version, the design proved to be extremely popular and long-lasting, with thousands of sets of plans sold over the next thirty years. The B-8s design is extremely minimalist, with not much more to the aircraft than a seat, a single tailfin, a rotor. In May 1968 a B-8 and B-8M were studied by the USAF under the Discretionary Descent Vehicle program as the X-25B and X-25A respectively. In this scheme, it was proposed to combat aircraft ejection seats with a small autogyro or rotor kite to allow downed pilots more control over their post-ejection landing spot. The X-25A and X-25B were used to evaluate the piloting and training requirements of the autogyros, no full-scale operational tests were ever performed. The U. S. Air Force stopped funding the DDV program with the end of the Vietnam War, usually powered by a McCulloch 4318 engine B-8MH Hover-Gyro - twin, coaxial rotor design with powered lower rotor and autorotating upper rotor, giving it the capability of hovering. B-8MW Hydro Copter - float-equipped B-8M X-25A - B-8M evaluated by USAF, single example first flown 23 January 1968 and preserved at the AFFTC Museum at Edwards Air Force Base. Rotorcraft Minicopter Mk 1 - South African variant with pre-rotator and cockpit fairing, taylor, John W. R. Janes All The Worlds Aircraft 1982–83. Taylor, Michael J. H. Janes Encyclopedia of Aviation, FAI records set by Igor Bensen in B-8M Plans for B8 This article incorporates public domain material from websites or documents of the National Aeronautics and Space Administration
4. CAC Winjeel – The CAC CA-25 Winjeel is an Australian-designed and manufactured three-seat training aircraft. Entering service with the Royal Australian Air Force in 1955 as a basic to advanced trainer, later, it was used in the Forward Air Control role for target marking until 1994, after which it was retired from RAAF service. The Winjeel was developed by the Commonwealth Aircraft Corporation at Fishermans Bend in Victoria to satisy RAAF technical requirement No. AC.77 issued in 1948, designed to replace both the Tiger Moth and the CAC Wirraway, the first two prototype CA-22 aircraft were flown in February 1951. However, it proved a very stable aircraft making it almost impossible to spin, sixty two production CA-25 aircraft were subsequently built and given the fleet serials A85-401 to A85-462. The first aircraft flew in February 1955, and deliveries began that September, the first Winjeel entered service with No.1 Basic Flying Training School at Uranquinty, near Wagga Wagga, New South Wales. The last aircraft was delivered in August 1957, for most of its service life, the Winjeel was used as a basic trainer at RAAF Base Point Cook in Victoria, after 1 BFTS was transferred there in 1958. The Winjeel remained in service with the RAAF as a trainer until 1968. The failure of this concept ultimately ensured that the Winjeel was retained in the role until 1975. After this, a few Winjeels were used in the Forward Air Control role, initially operated by No.4 Flight, they were equipped with smoke bombs for target marking. By 1994 there were 14 in service with No.76 Squadron based at RAAF Base Williamtown, examples of the aircraft remain in flying condition in private ownership as well as museum displays around Australia. CA-25 Winjeel, Two-seat basic trainer aircraft for the RAAF, janes All The Worlds Aircraft 1955–56. New York, The McGraw Hill Book Company, dennis, Peter, Grey, Jeffrey, Morris, Ewan, Prior, Robin, Bou, Jean. The Oxford Companion to Australian Military History, weston Creek, Australian Capital Terrority, Aerospace Publications
5. CASA C-207 Azor – The CASA C-207 Azor was a transport aircraft produced by Construcciones Aeronáuticas SA. It was a version of the CASA C-202 Halcón and was designed for the domestic civil market. The C-207 received no orders, but the Spanish Air Force ordered ten. The first model, designated T. 7A entered service in 1960, ten more aircraft were ordered and configured for paratroop or cargo transport, designated CASA 207C. The CASA207 was one of the first aircraft to be designed by CASA in order to replace the transports in current service at the time, like the CASA2111, the two prototypes and 20 production aircraft served in the military until the early 1980s. Additionally, most of the aircraft were delivered to the 35th Transport wing, the CASA207 was developed as an airline-suited aircraft, for the short- to mid-range routes that were common in Spain and Europe. The Azor was deemed to be obsolete and uneconomical for its time and standards, so, CASA turned its marketing attention to the Spanish Air Force, which had interest in a modern transport aircraft. CASA Had previously experimented with transport aircraft to replace types already in service, such as the CASA C-201 and they were plagued with underpowered engines and were cancelled. CASA decided to make a version of the 207 for the Spanish Air Force that would follow up to the C-201 and 202, the CASA 207A was built for the Air Force with a capacity of 40 passengers plus a crew of four. A batch of ten C-207C were built with doors and capacity for 37 Paratroopers. The Hamburger Flugzeugbau and CASA offered a version driven by Turbopropeller engines, c-207A/Prototypes – Used in military service, two built. C-207B – Capacity for 40 passengers or 400 kg of cargo, two of the batch of ten were fitted experimentally with the Pratt and Whitney Double Wasp engine. C-207C – Large cargo doors at the fuselage and space for 37 paratroopers. Out of the 22 built, five are known to have escaped the scrapping that the other C-207 aircraft were subjected to upon their retirement, Spain Spanish Air Force Data from The Encyclopedia of World Aircraft General characteristics Crew, four Capacity,40 passengers or 400 kilograms of cargo. Length,20.85 m Wingspan,27.8 m Height,7.75 m Wing area,85.5 m/s Related development CASA C-201 Alcotán CASA C-202 Halcón Donald, David, janes All The Worlds Aircraft 1969–70
6. Cessna 172 – The Cessna 172 Skyhawk is a four-seat, single-engine, high wing, fixed-wing aircraft made by the Cessna Aircraft Company. First flown in 1955, more 172s have been built any other aircraft. Measured by its longevity and popularity, the Cessna 172 is the most successful aircraft in history, Cessna delivered the first production model in 1956 and as of 2015, the company and its partners had built more than 43,000. The aircraft remains in production today, the Skyhawks main competitors have been the Beechcraft Musketeer and Grumman AA-5 series, the Piper Cherokee, and, more recently, the Diamond DA40 and Cirrus SR22. The Cessna 172 started life as a landing gear variant of the taildragger Cessna 170. In January 1955, Cessna flew an improved variant of the Cessna 170, a Continental O-300-A-powered Cessna 170C with larger elevators and a more angular tailfin. Although the variant was tested and certified, Cessna decided to modify it with a landing gear. To reduce the time and cost of certification, the type was added to the Cessna 170 type certificate as the Model 172, later, the 172 was given its own type certificate, 3A12. The 172 became a sales success, and over 1,400 were built in 1956. Early 172s were similar in appearance to the 170s, with the same straight aft fuselage and tall landing gear legs, although the 172 had a straight tailfin while the 170 had a rounded fin and rudder. In 1960, the 172A incorporated revised landing gear and the swept-back tailfin, the final aesthetic development, found in the 1963 172D and all later 172 models, was a lowered rear deck allowing an aft window. Cessna advertised this added rear visibility as Omni-Vision, production halted in the mid-1980s, but resumed in 1996 with the 160 hp Cessna 172R Skyhawk. Cessna supplemented this in 1998 with the 180 hp Cessna 172S Skyhawk SP, the Cessna 172 may be modified via a wide array of supplemental type certificates, including increased engine power and higher gross weights. Available STC engine modifications increase power from 180 to 210 hp, add constant-speed propellers, a Cessna 172 was used in 1958 to set the world record for flight endurance, the record still stands. On December 4,1958, Robert Timm and John Cook took off from McCarran Airfield in Las Vegas, Nevada, in a used Cessna 172, registration number N9172B. They landed back at McCarran Airfield on February 4,1959 after 64 days,22 hours,19 minutes and 5 seconds in flight, the flight was part of a fund-raising effort for the Damon Runyon Cancer Fund. Food and water were transferred by matching speeds with a car on a straight stretch of road in the desert. The drivers steered while a second person matched speeds with the aircraft with his foot on the accelerator pedal