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This article contains information from the IFOs library ("Identified Flying Objects", translated into Russian – "Identified Flying Objects") of the site laesieworks.com . This is a collection of photographs of vertical take-off and landing disk aircraft, which were supposed to become "real flying saucers".
IFO ("identified flying objects") are devices created by humans. According to the author of the library, they should have the following capabilities: vertical takeoff and landing (VTOL), hovering in the air and flying in any direction. He points out that almost all implemented IFO have poor flight characteristics, but draws attention to the fact that most of them were built a long time ago, before the beginning of the computer age and without the use of modern materials.
The source contains detailed information about aircraft models, the time of their creation, test results, as well as a huge number of photos from different angles and even links to patents. We will not copy this data here, our task is to collect basic information, on the basis of which, if necessary, details can always be found on the network.
Here we cite only planes that look like UFOs and could be mistaken for them. Photos and descriptions of these devices are presented in the gallery.
The AVRO Y project, also known as "Airplane", "Shovel" and "Omega"
The design of the vertical take-off and landing tail (1952)
AVRO project Y
aka "Plane", "Spade" and "Omega"
A tail-sitter type VTOL design (1952)
Sources: John Burford (Unreal Aircraft), Man-Made Flying Saucers Archives, UFX
AVROCAR VZ-9AV (1952 - 1961)
Initially, the Avrocar was conceived as an aircraft with a vertical take - off and landing (VTOL), capable of moving at a speed of up to Mach 4. During the Cold War, traditional airport runways were seen as easy targets for attack. With a fleet of vertical take-off and landing aircraft, the United States could build underground airports protected from Soviet bombers. The Avrocar climbed up the shaft, and then sped away at supersonic speed.
The shape of the Avrocar disk and its ability to hover resemble flying saucers that we associate with extraterrestrial sources, but the project has not moved from the dead point - both literally and figuratively. From the very beginning, the design was unstable, and it was difficult to fly with it. Thanks to extensive testing and modifications, the Canadian Avro Aircraft Limited was able to improve stability, but the Avrocar could still hover only at an altitude of about three feet and move at a speed not exceeding 35 miles per hour.
"SILVER BEETLE" and "Project Y-2". There are no photos of his flight.
AVRO Project 1794 aka "SILVER BUG" and "project Y-2"
"On October 25, 1955, the Secretary of the US Air Force, Donald Quarles, held a press conference at the Pentagon, at which he published information about the Avro Canada project funded by the US Air Force to create a supersonic aircraft with vertical takeoff and landing (VTOL) in the form of a saucer. Known in the Air Force by the contract number MX-1794 and code names such as "Silver Bug", the aircraft was developed in Toronto for about two years."
Weapon System 606A
AVRO Vertical Take-off Aircraft, 606A Weapon System, USAF Contract No. AF33 ( 600) -39722, June 26, 1959, AVRO Aircraft Ltd, Malton, Ontario, Canada.
Flight tests of categories I and II were to be completed by the end of 1965.
NASA's PEPP AEROSHELL
(1950s, 1966 - 1967)
PEPP Aeroshell was created to test parachutes for the Voyager Mars landing program. To simulate the thin Martian atmosphere, the parachute had to be used at an altitude of more than 160,000 feet above the ground. The balloon, launched from Roswell, New Mexico, was originally used to lift the aerosol envelope. The balloon drifted to the west, to the missile range, where the vehicle was dropped, and the engines under it raised it to the required height at the site of the parachute opening. The tests were conducted in the summer of 1966. NASA.
NASA's PEPP AEROSHELL
(1950s, 1966 - 1967)
PEPP Aeroshell was created to test parachutes for the Voyager Mars landing program. To simulate the thin Martian atmosphere, the parachute had to be used at an altitude of more than 160,000 feet above the ground. The balloon, launched from Roswell, New Mexico, was originally used to lift the aerosol envelope. The balloon drifted to the west, to the missile range, where the vehicle was dropped, and the engines under it raised it to the required height at the site of the parachute opening. The tests were conducted in the summer of 1966. NASA.
NASA's PEPP AEROSHELL
(1950s, 1966 - 1967)
PEPP Aeroshell was created to test parachutes for the Voyager Mars landing program. To simulate the thin Martian atmosphere, the parachute had to be used at an altitude of more than 160,000 feet above the ground. The balloon, launched from Roswell, New Mexico, was originally used to lift the aerosol envelope. The balloon drifted to the west, to the missile range, where the vehicle was dropped, and the engines under it raised it to the required height at the site of the parachute opening. The tests were conducted in the summer of 1966. NASA.
NASA's PEPP AEROSHELL
(1950s, 1966 - 1967)
PEPP Aeroshell was created to test parachutes for the Voyager Mars landing program. To simulate the thin Martian atmosphere, the parachute had to be used at an altitude of more than 160,000 feet above the ground. The balloon, launched from Roswell, New Mexico, was originally used to lift the aerosol envelope. The balloon drifted to the west, to the missile range, where the vehicle was dropped, and the engines under it raised it to the required height at the site of the parachute opening. The tests were conducted in the summer of 1966. NASA.
NASA's PEPP AEROSHELL
(1950s, 1966 - 1967)
PEPP Aeroshell was created to test parachutes for the Voyager Mars landing program. To simulate the thin Martian atmosphere, the parachute had to be used at an altitude of more than 160,000 feet above the ground. The balloon, launched from Roswell, New Mexico, was originally used to lift the aerosol envelope. The balloon drifted to the west, to the missile range, where the vehicle was dropped, and the engines under it raised it to the required height at the site of the parachute opening. The tests were conducted in the summer of 1966. NASA.
Rene Cousine (1904-1956)
Aerodin was presented in Paris by designer Rene Cousine.
Three 135-horsepower engines would provide power.
René Couzinet's RC-360
L'Aérodyne (1952)
René Couzinet (1904-1956) The "aerodyne" was unveiled in Paris by designer René Couzinet. Tree 135-hp engines would supply the power.
This VTOL, created by Astro Kinetics Corporation, uses the "Coand effect" for vertical thrust and can be built on a much larger scale.
This VTOL, created by Astro Kinetics Corporation, uses the "Coand effect" for vertical thrust and can be built on a much larger scale.
XM-2 Skycar
In 1962, Dr. Paul Moller built the XM-2 model on a scale of six to one. Two years later, in the garage of his residence in Davis, California, he began construction of a full-size aircraft. As the Moller Aircraft Corporation, Dr. Moller completed the construction of this prototype using two two-stroke McCulloch drone engines that generated enough power to allow the XM-2 to hover in the air in 1965. Moller began refitting the XM-2 in 1966 with two Mercury XM-2 outboard engines in flight, sponsored by UC Davis. Then in 1966, a modified XM-2 engine was transferred to the International Press at the University of California, Davis airport. In 1968, Dr. Moller received his first patent for this XM-2 vertical take-off and landing configuration.
XM-3 Skycar
The development of the XM-3 began in 1966 and was a small two-seat vertical take-off and landing aircraft of a unique design. A single ring fan, driven by 8 go-kart engines, surrounded the passengers, creating the lifting force necessary for vertical flight. In 1968, Dr. Moller piloted the XM-3 in ground effect mode. This configuration was patented in 1969.
XM-4 Skycar
Like the XM-3, the XM-4 was also a small saucer-shaped aircraft with two passengers. Encouraged by its earlier success of the XM-2 and XM-3, construction of this model began in 1970. The XM-4 was powered by eight Fichtel-Sachs rotary engines that surrounded the passengers in a circle and debuted in 1974.
M200X Skycar
Although the design of the XM-4 turned out to be much more stable than previous models, the engines did not have enough power to operate outside the earth's influence zone. So, with the acquisition of the necessary rotary engine technology from Outboard Marine Corporation in 1985, Moller International began modifications to its engines that offered a significantly improved energy source. In 1987, the XM-4 was upgraded. Highly modified engines allowed to increase the power by 20% while reducing the weight of the engine by 50%. Minor modifications were made to install new engines, and this prototype was renamed the M200X. In 1989, Dr. Moller again went to the world of Wow, making another successful test flight. On May 10, 1989, Dr. Moller drove the M200X for International Press. Since then, the M200X has made more than 200 successful flights.
M200X Skycar
Хотя конструкция XM-4 оказалась значительно более стабильной, чем предыдущие модели, двигателям не хватало мощности для работы вне зоны влияния земли. Итак, с приобретением необходимой технологии роторных двигателей у Outboard Marine Corporation в 1985 году, Moller International начала модификации своих двигателей, которые предлагали значительно улучшенный источник энергии. В 1987 году XM-4 был модернизирован. Сильно модифицированные двигатели позволили увеличить мощность на 20% при снижении веса двигателя на 50%. Небольшие модификации были сделаны для установки новых двигателей, и этот прототип был переименован в M200X. В 1989 году доктор Моллер снова отправился в мир Wow, совершив еще один успешный испытательный полет. 10 мая 1989 года доктор Моллер управлял M200X для International Press. С тех пор M200X совершил более 200 успешных полетов.
The YouFly, by Entecho.
Entecho's basic flight technology allows you to create compact vehicles with vertical take-off and landing (VTOL) of various scales. The first two VTOL Entecho platforms are YouFly, a manned personal aircraft (PAV), and Mupod, a micro-unmanned aerial vehicle (UAV).
The Russian EKIP or "Saucer", as it is affectionately called, is based on the aerodynamic guess that a single flying wing is more efficient than a modern aircraft. Designer Lev Shchukin and engineer Alexander Sobko minimized all external structures, leaving only short wings and fins for control. Large-scale prototypes flew erratically, but showed themselves well enough to prove that the ECIP refinement continues.
The plane is in flight.
The Russian EKIP or "Saucer", as it is affectionately called, is based on the aerodynamic guess that a single flying wing is more efficient than a modern aircraft. Designer Lev Shchukin and engineer Alexander Sobko minimized all external structures, leaving only short wings and fins for control. Large-scale prototypes flew erratically, but showed themselves well enough to prove that the ECIP refinement continues.
"Flying Pancake" VOUGHT-ZIMMERMAN V-173 (1939-1943)
Known as the Zimmerman " Flying Flapjack "or" Flying Pancake", the Vought-Zimmerman V-173 was the most unusual aircraft ever built for the USN in the 1940s.
The V-173 first flew on November 23, 1942. Shortly after takeoff, Boone T. Guyton, the chief test pilot of Vout, found that the control was sluggish, and he had to turn back to the base with difficulty. He continued flight tests in 1942-43, which sometimes led to panic among the civilian population, who reported seeing strange aircraft in the Connecticut sky.
VOUGHT XF5U-1 Skimmer (1943-1947)
In the summer of 1943, models of the improved XF5U-1 were made, but due to Vought's obligations to Corsair and Kingfisher, the XF5U-1 program progressed slowly during the war.
With the advent of the jet era during World War II, the US Navy canceled the contract with the XF5U-1 by March 1947, despite the fact that the aircraft was sent to Muroc, California, and was supposed to make its first test flight later than a year.
The prototype XF5U-1 was decommissioned, although the prototype V-173 was saved and transferred to the Smithsonian Institution.
AERODYNE
Wingless Vertical Take-off Aircraft
An experimental study of the Aerodyne principle commissioned by the German Federal Ministry of Defense. According to A. M. Lippish, the Aerodyne is a wingless unmanned aircraft with vertical takeoff. Tests of the Aerodyne E1 experimental installation were successfully completed on November 30, 1972.
Lippish aerodin of Dr. Alexander Martin Lippish (1894-1976)
To create lift and movement, the Lippisch Aerodyne would use two coaxial propellers that deflect the sliding flow downwards to achieve vertical takeoff and landing.
In France, Société Nationale d'Etude et Construction de Moteurs d'Aviation (SNECMA) began work on a jet-powered tail seat in 1954.
In 1955-1957, modifications were tested equipped with an Atar D jet engine with a thrust of 6,400 pounds each with increasing complexity.
C450 Coléoptère ("ring wing") it was the last step in the program. It had a 22-foot fuselage surrounded by a 10.5-foot diameter annular wing with four small ribs above the swivel wheels.
The first hang was demonstrated on April 17, 1959.
The ROTON is a single-stage (SSTO) rocket system powered by a series of small liquid rocket engines attached to the ends of large-diameter main rotor blades.
Avrocar Continuation Test Program and Terrain Test Program, 06/01/1960 - 06/14/1961
3 Apr. 2014
Author: US National Archives
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