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Curtiss-Wright Model 2500 Air Car (1959)

Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Одна из первых версий машины
Одна из первых версий машины
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Model 2500 Air Car (1959)
Curtiss-Wright Air Car (1959) - Proposed Configuration
Curtiss-Wright Air Car (1959) - Proposed Configuration
Curtiss-Wright Air Car (1959) - Design Proposal
Curtiss-Wright Air Car (1959) - Design Proposal
Curtiss-Wright Air Car (1959) - Design Proposal
Curtiss-Wright Air Car (1959) - Design Proposal
Curtiss-Wright Bee, Two Passenger Air-Car (1959) - Design Proposal
Curtiss-Wright Bee, Two Passenger Air-Car (1959) - Design Proposal
Curtiss-Wright Bee, Two Passenger Air-Car (1959) - Advertising Postcard
Curtiss-Wright Bee, Two Passenger Air-Car (1959) - Advertising Postcard
Bilder: www.lib.berkeley.edu
Bewertung:  19    -2    +21
Curtiss-Wright Air-Car Model 2500 "Bee", 1959 - GEM (Ground Effects Machine)
Стремясь поправить свои финансовые дела, которые к началу шестидесятых шли у компании неважно, Curtiss-Wright решили освоить новый и модный рынок машин на воздушной подушке. Ими была разработана модель Air-car, два экземпляра которой были приобретены научно-исследовательским транспортным командованием армии США (Army Transportation Research Command) в 1960 году. Сконструированные машины были двухместными (встречаются упоминания и о трехместных), разработчики планировали также выпуск четырехместного варианта.

В движение машину приводили два 180-сильных мотора Lycoming, расположенных симметрично спереди и сзади. Моторы вращали четырехлопастные пропеллеры, вследствие чего автомобиль мог лететь над землей на высоте 25-38 сантиметров. Максимальная скорость составляла 61 км/ч.

Вскоре инженеры машину облагородили, спрятав вентиляторы под капот и багажник, добавив фары, стоп-сигналы, сигналы поворота, бамперы и мягкую складную крышу. Обновленная версия получила обозначение "модель 2500" по прозвищу "Bee" (Пчела).

Так как получившаяся машина имела сомнительную ценность как для военных, так и для гражданских нужд (в том числе из-за непомерной цены в 15 тысяч долларов), в 1961 году от нее отказалась армия, а "семейный автомобиль на воздушной подушке" так никогда и не выпускался.


The Army Transportation Research Command purchased two Curtiss-Wright Model 2500 Air Car ground effects machines (gem) in early 1960. The purchases were for engineering and operational evaluation as part of an ongoing investigation into vehicles for use in the military.

Curtiss-Wright had developed the Air Car as a four-passenger commercial vehicle and hoped that it would be accepted by the public as a sort of air-cushioned equivalent of the family car.

In order to increase the Air Car's resemblance to an automobile, Curtiss-Wright designers gave the Model 2500 car-like features - dual headlights, tail lights, turn indicators, rudimentary bumpers, and a convertible top.

The overall visual effect was rather peculiar, but despite the eccentric appearance, the Air Car was essentially straightforward in construction.

The Air Car was built of welded steel tubing covered by molded sheet metal. It was powered by two 180hp Lycoming engines mounted one forward and one aft of the passenger compartment.

Each engine was used to drive, via reduction gears, a single four-bladed lift fan placed within a plenum chamber. The two chambers created a cushion of air 10-15 inches thick. Forward propulsion was supplied by air bled off the chambers and expelled at low velocity through two sets of louvers on each side of the vehicle.

It was fairly maneuverable and could reach speeds up to 38 mph. It was not really capable of all-terrain operation and never caught on commercially.

After several months of testing, the Army decided not to fund the project further, and it was abandoned in 1961.
Quelle: www.transchool.lee.army.mil
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