Ecco come si impara a volare...con Voglia Di Volare!!!! In compagnia di Gianfranco Spina istruttore AFF-Tandem, dell'attore Philippe Leroy e le sue avventure con il paracadutismo!!! Arianna Di Magno e la presentazione di tutte le attività svolte qui a Nettuno!!! by Simone D'Ascenzi
Ecco come si impara a volare...con Voglia Di Volare!!!! In compagnia di Gianfranco Spina istruttore AFF-Tandem, dell'attore Philippe Leroy e le sue avventure con il paracadutismo!!! Arianna Di Magno e la presentazione di tutte le attività svolte qui a Nettuno!!! by Simone D'Ascenzi
Suivez moi dans mon univers aeronautique d'avion de collection apres toutes ces annees de mirage 2000 dans l'armee de l'air.. Arnold. l'aventure de...
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Suivez moi dans mon univers aeronautique d'avion de collection apres toutes ces annees de mirage 2000 dans l'armee de l'air.. Arnold. l'aventure de La traverse de la manche, comme un bapteme de l'air magique, avec une escadrille tres rare, et des compagnons de haut vol, emotion puissante, enfouie au fond de mon ame a jamais, le Touquet Calais Douvres Dover Manston Duxford en basse altitude, airshow flying legends, Paris le bourget,close formation, low level high speed, images oubliees sur une carte memoire SD au fond d'une poche de mon blouson d'aviateur... The gull-winged F4U-4 Corsair was one of the finest fighter-bomber aircraft produced during WW II. It stood at the summit of piston-engine fighter technology and development, and it was a formidable weapon from the closing months of WW II through the Korean Conflict (1951-53). Though the first F4U-4s only reached front-line units in early 1944, they compiled an impressive combat record against Japanese air, land, and sea forces. In Korea, the Corsair was outclassed as a fighter (though it shot down at least one Chinese MiG-15 jet fighter), and it was used mostly as a ground-attack fighter/bomber. Its speed and ruggedness, and its huge bomb load capacity (rivaled only by late-model P-47s) made it very effective in the ground-attack role.
As successful as the Corsair became, its beginnings were unpromising. In 1938 the U.S. Navy called for designs for a new single-seat, carrier-based fighter. The Chance-Vought Corporation won the contract with a unique gull-wing design powered by the largest aircraft engine then available—the 2,000-horsepower Pratt & Whitney R-2800-8 Double Wasp radial piston engine. The gull-wing design was necessary to provide adequate ground clearance for the airplane's huge three-bladed propeller. The gull- wing also proved to be a low-drag design and, because it put the folding wings' hinge points closer to the deck, the design gave the Corsair a lower profile in an aircraft carrier's cramped hangar deck.
The Corsair prototype first flew in May 1940 but, citing landing gear problems and poor visibility over the nose, the Navy decided the Corsair was not suitable for carrier duties. Even after modifications solved these problems, the Navy was still slow to adopt the Corsair. But the Marines embraced it, making it one of their principal fighter/bombers. The Navy gradually realized its value as an outstanding carrier-based aircraft, rivaled only by the Grumman F6F Hellcat. By late 1944, Chance-Vought was building 300 Corsairs a month—one every 82 minutes.
The F4U-4 version appeared in 1943. It had an upgraded P&W R2800-18W engine (2,450 hp) and a new Hamilton Standard four-blade hydromatic propeller. Corsair production ended in 1952, with 12,571 built. Today, fewer than 30 airworthy Corsairs are known to exist.
Many people know the Corsair as the airplane flown by Major Greg "Pappy" Boyington and his "Black Sheep Squadron" (VMF-214). Pappy's Black Sheep shot down 94 enemy aircraft. The squadron included nine aces in its ranks. Corsairs were flown by the US Navy and Marines, the Royal Navy's Fleet Air Arm, the Royal New Zealand Air Force, and the French Aeronavale.
Corsair Performance
The Corsair had strong virtues that made it a dangerous opponent. Its speed (especially at high altitudes), roll rate, climb rate, and maneuverability were comparable to the best fighters of the day—the P-51 Mustang, P-38 Lightning, and Japanese Zero. It handled well at slow speeds and in stalls. While it could not out-turn a Japanese Zero, its superior speed and rate of climb gave it the advantage when used with the right tactics. The Corsair's 1,000-mile range was roughly the same as the long-range Republic P-47, but still much shorter than a P-51's combat radius.
The aircraft's six .50-caliber machine guns or four 20-mm cannon (F4U-4B & -4C) gave it more-than-adequate firepower, and it could take off with a heavier bomb load than some of the medium twin-engine bombers of the era. A Corsair could endure an incredible amount of punishment—more than the tank-like P-47 Thunderbolt, as even the Army Air Force admitted.
One "vice" plagued the Corsair throughout its production run. At low speeds, the huge R2800 engine produced huge amounts of torque. If an inexperience pilot jammed the throttle to the firewall on takeoff, the torque could easily twist the airplane onto its back and "ruin the pilot's afternoon." This tendency earned the Corsair the nickname "Ensign Eliminator." Experienced pilots said the F4U was no more challenging to fly than any other high-performance fighter then in service. spitfire griffon engine, video embarquee a bord du Corsair 210, Ramon Josa dans le corsair Marine Francaise, base a Avignon. Yak de la Ferte Alais, AJBS jean salis. airsport action footage museum top best movie top best cinema navy war air force army fighter dog fight go fast great fun fear low pass imperial
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Suivez moi dans mon univers aeronautique d'avion de collection apres toutes ces annees de mirage 2000 dans l'armee de l'air.. Arnold. l'aventure de...
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Suivez moi dans mon univers aeronautique d'avion de collection apres toutes ces annees de mirage 2000 dans l'armee de l'air.. Arnold. l'aventure de La traverse de la manche, comme un bapteme de l'air magique, avec une escadrille tres rare, et des compagnons de haut vol, emotion puissante, enfouie au fond de mon ame a jamais, le Touquet Calais Douvres Dover Manston Duxford en basse altitude, airshow flying legends, Paris le bourget,close formation, low level high speed, images oubliees sur une carte memoire SD au fond d'une poche de mon blouson d'aviateur... The gull-winged F4U-4 Corsair was one of the finest fighter-bomber aircraft produced during WW II. It stood at the summit of piston-engine fighter technology and development, and it was a formidable weapon from the closing months of WW II through the Korean Conflict (1951-53). Though the first F4U-4s only reached front-line units in early 1944, they compiled an impressive combat record against Japanese air, land, and sea forces. In Korea, the Corsair was outclassed as a fighter (though it shot down at least one Chinese MiG-15 jet fighter), and it was used mostly as a ground-attack fighter/bomber. Its speed and ruggedness, and its huge bomb load capacity (rivaled only by late-model P-47s) made it very effective in the ground-attack role.
As successful as the Corsair became, its beginnings were unpromising. In 1938 the U.S. Navy called for designs for a new single-seat, carrier-based fighter. The Chance-Vought Corporation won the contract with a unique gull-wing design powered by the largest aircraft engine then available—the 2,000-horsepower Pratt & Whitney R-2800-8 Double Wasp radial piston engine. The gull-wing design was necessary to provide adequate ground clearance for the airplane's huge three-bladed propeller. The gull- wing also proved to be a low-drag design and, because it put the folding wings' hinge points closer to the deck, the design gave the Corsair a lower profile in an aircraft carrier's cramped hangar deck.
The Corsair prototype first flew in May 1940 but, citing landing gear problems and poor visibility over the nose, the Navy decided the Corsair was not suitable for carrier duties. Even after modifications solved these problems, the Navy was still slow to adopt the Corsair. But the Marines embraced it, making it one of their principal fighter/bombers. The Navy gradually realized its value as an outstanding carrier-based aircraft, rivaled only by the Grumman F6F Hellcat. By late 1944, Chance-Vought was building 300 Corsairs a month—one every 82 minutes.
The F4U-4 version appeared in 1943. It had an upgraded P&W R2800-18W engine (2,450 hp) and a new Hamilton Standard four-blade hydromatic propeller. Corsair production ended in 1952, with 12,571 built. Today, fewer than 30 airworthy Corsairs are known to exist.
Many people know the Corsair as the airplane flown by Major Greg "Pappy" Boyington and his "Black Sheep Squadron" (VMF-214). Pappy's Black Sheep shot down 94 enemy aircraft. The squadron included nine aces in its ranks. Corsairs were flown by the US Navy and Marines, the Royal Navy's Fleet Air Arm, the Royal New Zealand Air Force, and the French Aeronavale.
Corsair Performance
The Corsair had strong virtues that made it a dangerous opponent. Its speed (especially at high altitudes), roll rate, climb rate, and maneuverability were comparable to the best fighters of the day—the P-51 Mustang, P-38 Lightning, and Japanese Zero. It handled well at slow speeds and in stalls. While it could not out-turn a Japanese Zero, its superior speed and rate of climb gave it the advantage when used with the right tactics. The Corsair's 1,000-mile range was roughly the same as the long-range Republic P-47, but still much shorter than a P-51's combat radius.
The aircraft's six .50-caliber machine guns or four 20-mm cannon (F4U-4B & -4C) gave it more-than-adequate firepower, and it could take off with a heavier bomb load than some of the medium twin-engine bombers of the era. A Corsair could endure an incredible amount of punishment—more than the tank-like P-47 Thunderbolt, as even the Army Air Force admitted.
One "vice" plagued the Corsair throughout its production run. At low speeds, the huge R2800 engine produced huge amounts of torque. If an inexperience pilot jammed the throttle to the firewall on takeoff, the torque could easily twist the airplane onto its back and "ruin the pilot's afternoon." This tendency earned the Corsair the nickname "Ensign Eliminator." Experienced pilots said the F4U was no more challenging to fly than any other high-performance fighter then in service. spitfire griffon engine, video embarquee a bord du Corsair 210, Ramon Josa dans le corsair Marine Francaise, base a Avignon. Yak de la Ferte Alais, AJBS jean salis. airsport action footage museum top best movie top best cinema navy war air force army fighter dog fight go fast great fun fear low pass imperial
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Nice video comming from search on internet and remixed about Sinle seat French Mirage 2000 Fighter jet aircraft, escadron escadrille Base aerienne ...
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Nice video comming from search on internet and remixed about Sinle seat French Mirage 2000 Fighter jet aircraft, escadron escadrille Base aerienne Dijon cote d'or, Alsace Cigognes, defense aerienne, air defence, action training Low altitude high speed on a nice day.... enjoy... En 1972, l'Armée de l'Air française lance le programme ACF (Avion de Combat Futur) pour lequel elle demande un avion bi-réacteur Snecma M53 avec une aile fixe destiné à des missions de supériorité aérienne. Tout en préparant une réponse à cet appel d'offre, le constructeur Dassault Aviation lance dès l'année suivante, sur fonds privés, l'étude d'un avion monoréacteur à aile delta baptisé Delta 2000. Le 12 décembre 1975, le programme ACF est arrêté pour des questions de coûts et le gouvernement décide d'adopter à la place le projet du Delta 2000.
Quatre prototypes d'un avion de chasse monoplace (Mirage 2000C) sont commandés officiellement en 1976. Ils doivent être propulsés par un réacteur M53-2 de 7 500 kg/p en attendant le M53-5 plus puissant (9 000 kg/p) destiné aux avions de série. Le premier prototype fait son vol inaugural le 10 mars 1978. Le premier avion de série s'envole à son tour le 20 novembre 1982, équipé du réacteur M53-5, et les livraisons à l'Armée de l'Air française commencent l'année suivante. Les 37 premiers avions de séries sont livrés avec un radar RDM (Radar Doppler multimode) car la mise au point du radar RDI (Radar Doppler à Impulsions) s'avère difficile. Il faudra finalement attendre 1987 pour que soient livrés les premiers exemplaires enfin équipés du radar RDI, et qui reçoivent également un réacteur M53-P2 encore plus puissant (9 700 kg/p). A la fin des années 1990, la mise à niveau de 37 Mirage 2000C au standard 2000-5 (radar RDY multimodes et multicibles, ajout de 4 points d'emports pour missiles MICA) permet de récupérer autant de radars RDI et de remettre à niveau les avions qui avaient été livrés avec le radar RDM.
Le prototype de la version biplace d'entrainement (Mirage 2000B), entièrement financé par des fonds propres de Dassault Aviation, fait son premier vol le 10 octobre 1980. Dès 1979, l'Armée de l'Air française avait commandé une version biplace destinée à l'assaut nucléaire et capable pour cela d'emporter le missile ASMP alors en développement. Désignée Mirage 2000N, elle dispose d'une structure renforcée pour voler à basse altitude et grande vitesse ainsi que d'un système de navigation et d'attaque basée sur le radar Antilope V dôté d'un mode suivi de terrain. Les canons ont été supprimés et les cônes d'entrée d'air sont désormais fixes, limitant la vitesse à Mach 1,5. Le siège arrière est occupé par un officier système d'armes. Le premier prototype du 2000N fit son vol inaugural le 3 février 1983 et la version fut mise en service en 1988. Les 31 premiers exemplaires ne pouvaient emporter que le missile ASMP mais les avions suivants (standard 2000N-K2) sont capables de missions conventionnelles avec un large éventail de bombes classiques, guidées par laser, anti-pistes ou bien des missiles anti-radar, anti-navire, etc.
Une version dérivée du Mirage 2000N et destinée à l'assaut conventionnel est demandée à la fin des années 1980, suite aux retards du programme du Dassault Rafale. Initialement désigné Mirage 2000N' (à lire Mirage 2000N prime), le Mirage 2000D est capable de tirer par tout temps tous les armements en service dans l'Armée de l'Air française, ainsi que ceux à guidage laser et les nouveaux missiles Scalp et Apache. Tout comme le Mirage 2000N, il est équipé d'un radar Antilope V auquel s'ajoute système d'autoprotection perfectionné. Le prototype du 2000D fait son premier vol le 19 février 1991 et la version est mise en service en 1993. The Mirage 2000 is very similar to the Mirage III/5 and 50, though it is not a variant of the Mirage III/5 or 50 but an entirely new aircraft with advanced interceptor controls. In its secondary ground-attack role, the Mirage 2000 carries laser guided missiles rockets and bombs. There is a two-seat version of this aircraft, the 2000N (Penetration) which has nuclear standoff capability.
The wings are low-mounted delta with clipped tips. There is one turbofan engine mounted in the fuselage. There are semicircular air intakes alongside the fuselage forward of the wings. There is a large, single exhaust which protrudes past the tail. The fuselage is tube-shaped with a pointed nose and a bubble canopy. There are no tail flats. The fin is swept-back and tapered with a clipped tip.
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wow .. i loved your videos .. can you please tell me what gears you use for your footage from cockpit ? flying in 4 formation was great you must had fun up there =)
i would really appreciat if you can tell me what kind of cameras you used in this mission: Simone D'Ascenzi flying MB 339
you is my friend.......kkkkkkkkkkkkkkkk
i would really appreciat if you can tell me what kind of cameras you used in this mission: Simone D'Ascenzi flying MB 339
thank you very much
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