Morane-Saulnier M.S.229

Morane-Saulnier M.S.229


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Morane-Saulnier M.S.229

The Morane-Saulnier M.S.229 was a version of the M.S.230 two-seat intermediate trainer that was produced for Switzerland during 1931. The M.S.230 was powered by a 250 Salmson 9Ab radial engine, while the M.S.229 was given a Hispano-Suiza 8Ac V-8 inline engine. Only two were produced, both in 1931. In the following year one was modified to use a Wright 9Qa radial.


Morane-Saulnier MS.760 Paris

The Morane-Saulnier MS.760 Paris is a French four-seat jet trainer and liaison aircraft built by Morane-Saulnier. Based on the earlier side-by-side seating two-seat trainer, but adding another row of two seats, the MS.755 Fleuret, the Paris was used by the French military between 1959 and 1997. In 1955, a short-lived venture with Beech Aircraft to market the Paris as an Executive Business Jet in the US market [1] was soon eclipsed by Learjet’s Model 23. While four seat propeller planes are common, jet-powered planes with this seating arrangement such as the Grumman EA-6B Prowler are comparatively rare.


Properties

The all-metal - Hochdecker with slightly swept wings and compared with the previous model MS.224.01 reinforced hull was in the original version of a Gnome 9Krsd - radial engine with compressor driven. The non-retractable tail wheel undercarriage with covered wheels had a noticeably large track width.

The MS.225 were stationed with the 7th Jagdgeschwader (escadre) in Dijon and in two squadrons with the 42nd squadron in Reims . In 1936/37 it was gradually withdrawn from the front row of fighter planes. The naval aviation squadron 3C1 on the Marignane used the aircraft until 1936, after which it was handed over to Jagdgruppe 11/8. Most recently, the flight school in Salon-de-Provence received five machines.


Morane-Saulnier M.S.229 - History

瑞士空軍(德語: Schweizer Luftwaffe 、法語: Forces aériennes suisses 、義大利語: Forze aeree svizzere 、羅曼什語: Aviatica militara svizra 、英語: Swiss Air Force )是瑞士軍隊一部分。本部門原先隸屬於陸軍,但基於1930年代歐洲政局及軍事擴張,1936年10月起獨立成軍。 [2]

早年 編輯

瑞士空軍早期負責氣球運輸(balloon transport),它的創立者是熱氣球製造者 愛德華·斯貝爾尼 ( 英語 : Eduard Spelterini ) (Eduard Spelterini),然後這個組織於1914年獲得了官方支持。第一次世界大戰爆發後,騎兵軍官西奧多·瑞爾(Theodor Real)改變了這個組織,使它成為一支空軍。

1930年代國際局勢不斷惡化,瑞士空軍的規模也擴大了許多。在這段時間裡,瑞士空軍分別從德國、意大利和法國(Moranes在瑞士有製造許可證)購進了Bf 109戰鬥機、Macchi C.202、Morane-Saulnier M.S.406等飛機。 [4] 瑞士空軍作為一支獨立的軍隊是在1936年10月。 [3]

第二次世界大戰時期 編輯

冷戰時期 編輯

瑞士空軍於第二次世界大戰之後更名為瑞士空軍和防空司令部(the Swiss Air Force and Anti-Aircraft Command,原名Schweizerische Flugwaffe Kommando der Flieger und Fliegerabwehrtruppen)。1966年瑞士空軍從陸軍獨立成為一支單獨的軍隊,並改名瑞士空軍(Schweizer Luftwaffe)。 [5] [6]

隨着新的世界戰爭可能爆發的時局(可能涉及到核武器),瑞士的軍費開支逐漸增加,主要是用於購買噴氣飛機:1950年購買75架德哈維蘭 DH.100 吸血鬼(de Havilland DH.100 Vampire)。德哈維蘭 DH 112 毒液(de Havilland DH 112 Venom)和霍克獵人(Hawker Hunter)的數量迅速超過100。毒液一直使用至1983年,而吸血鬼和獵人分別使用到1990年和1994年。

但瑞士國內還是有因為沒有足夠的實力來完成此任務,因而有着「僅僅保衛自己的領土」的傳統學說。 [8] 同時,空軍也開始在山上建設臨時空軍基地,有建造高速公路地帶(Highway strip,指專門修建的可以提供給飛機停放的高速公路)和飛機洞穴(Aircraft cavern,把山挖空形成洞穴供飛機停放)等行動。

1954年空軍所屬的雷達技術學校成立,安裝了第一個雷達預警系統,指揮和控制系統引入了佛羅里達州的設計概念,從1965年使用至2003年才更換為FLORAKO系統。同時空軍展開地面防空項目,裝備了中口徑火炮,使用63 Superfledermaus(Superbat)防衛系統以及BL-64 Bloodhound 防空導彈系統(1964年-1999年)。

    (Payerne) - 帕耶訥空軍基地 (ICAO:LSMP) (Sion) - 錫永空軍基地 (ICAO:LSMS) (Emmen) - 埃門空軍基地 (ICAO:LSME)
  • Meiringen (LSMM)
  • Alpnach (LSMA)
  • Buochs (LSMU)
  • Dübendorf (LSMD)
  • Lodrino (LSML)
  • Locarno (LSMO)
  • Bern (LSZB), VIP only

Air policing 編輯

Air policing is one of the main peacetime activities of the Swiss Air Force. The Air Force distinguishes two classes of mission, live mission (observation, Identifiication) and hot mission (intervention).


Morane-Saulnier M.S.229 - History

瑞士空軍(德語: Schweizer Luftwaffe 、法語: Forces aériennes suisses 、義大利語: Forze aeree svizzere 、羅曼什語: Aviatica militara svizra 、英語: Swiss Air Force )是瑞士軍隊一部分。本部門原先隸屬於陸軍,但基於1930年代歐洲政局及軍事擴張,1936年10月起獨立成軍。 [2]

瑞士空军早期负责气球运输(balloon transport),它的创立者是热气球制造者 爱德华·斯贝尔尼 ( 英语 : Eduard Spelterini ) (Eduard Spelterini),然后这个组织于1914年获得了官方支持。第一次世界大战爆发后,骑兵军官西奥多·瑞尔(Theodor Real)改变了这个组织,使它成为一支空军。

1930年代国际局势不断恶化,瑞士空军的规模也扩大了许多。在这段时间里,瑞士空军分别从德国、意大利和法国(Moranes在瑞士有制造许可证)购进了Bf 109战斗机、Macchi C.202、Morane-Saulnier M.S.406等飞机。 [4] 瑞士空军作为一支独立的军队是在1936年10月。 [3]

第二次世界大战时期

瑞士空军于第二次世界大战之后更名为瑞士空军和防空司令部(the Swiss Air Force and Anti-Aircraft Command,原名Schweizerische Flugwaffe Kommando der Flieger und Fliegerabwehrtruppen)。1966年瑞士空军从陆军独立成为一支单独的军队,并改名瑞士空军(Schweizer Luftwaffe)。 [5] [6]

随着新的世界战争可能爆发的时局(可能涉及到核武器),瑞士的军费开支逐渐增加,主要是用于购买喷气飞机:1950年购买75架德哈维兰 DH.100 吸血鬼(de Havilland DH.100 Vampire)。德哈维兰 DH 112 毒液(de Havilland DH 112 Venom)和霍克猎人(Hawker Hunter)的数量迅速超过100。毒液一直使用至1983年,而吸血鬼和猎人分别使用到1990年和1994年。

但瑞士国内还是有因为没有足够的实力来完成此任务,因而有着“仅仅保卫自己的领土”的传统学说。 [8] 同时,空军也开始在山上建设临时空军基地,有建造高速公路地带(Highway strip,指专门修建的可以提供给飞机停放的高速公路)和飞机洞穴(Aircraft cavern,把山挖空形成洞穴供飞机停放)等行动。

1954年空军所属的雷达技术学校成立,安装了第一个雷达预警系统,指挥和控制系统引入了佛罗里达州的设计概念,从1965年使用至2003年才更换为FLORAKO系统。同时空军展开地面防空项目,装备了中口径火炮,使用63 Superfledermaus(Superbat)防卫系统以及BL-64 Bloodhound 防空导弹系统(1964年-1999年)。

    (Payerne) - 帕耶訥空軍基地 (ICAO:LSMP) (Sion) - 錫永空軍基地 (ICAO:LSMS) (Emmen) - 埃門空軍基地 (ICAO:LSME)
  • Meiringen (LSMM)
  • Alpnach (LSMA)
  • Buochs (LSMU)
  • Dübendorf (LSMD)
  • Lodrino (LSML)
  • Locarno (LSMO)
  • Bern (LSZB), VIP only

Air policing

Air policing is one of the main peacetime activities of the Swiss Air Force. The Air Force distinguishes two classes of mission, live mission (observation, Identifiication) and hot mission (intervention).

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The War in the Air - Bombers: Germany, Zeppelins

Balloons had been used in wars prior to the First World War, notably by the Americans in the civil war and the French during the siege of Paris in 1870. This technology had been advanced by the development of dirigibles - cigar shaped airships with frames, containing many gas balloons. Powered with multiple engines, these craft could be flown in specific directions rather than just follow the direction of the wind.

Germany had two dirigible manufacturers, the Schutte-Lanz Company, and the larger and better known Zeppelin Company. The latter was headed by Ferdinand von Zeppelin, the world's foremost designer of airships. To this day his name remains synonymous with dirigibles in general.

Airships of his design had already proven themselves capable of flying as far as England and back. This fact was not lost on the Allies, who from the very outset targeted the airship sheds. It was also not lost on the British public, where rumours and reported sightings of Zeppelins were frequent, though unfounded, throughout 1914.

At the outbreak of the war the German army had six operational dirigibles, and the navy had one. The army was quick to experiment with them - bombing Liege and Antwerp - despite the fact that at this stage no specially designed aerial bombs existed. But the army's initial experience was not encouraging - they lost three airships in the first months of the war to anti aircraft fire.

Despite this the navy was very enthusiastic. They saw the Zeppelin as a solution to their reconnaissance problems. If the army traditionally used the cavalry for reconnaissance, the navy traditionally used the light cruiser. Germany had very few such ships, and an airship was viewed as being cheaper and less vulnerable.

Under the command of Korvettenkapitan Peter Strasser the navy quickly acquired more airships. Throughout 1914 these were used for reconnaissance patrols over the North Sea, but the German Admiralty was pressing for permission to use them for attacks against England. The Kaiser, somewhat reluctantly, granted such permission and on the 19th of January the Germans carried out the first Zeppelin raid against Britain, killing two and injuring sixteen.

This was the first of many raids, which continued at a rate of about two per month, in parallel with the continuing reconnaissance patrols. The German Admiralty was very enthusiastic about the results, and asked for permission to bomb London. This was only granted by the Kaiser after a series of raids by French bombers on German cities. On the 31st of May 1915 the first raid was carried out against London, killing seven and injuring thirty five.

The most successful Zeppelin raid on London in the entire war was on the 8th of September 1915. This raid caused more than half a million pounds of damage, almost all of it from the one Zeppelin, the L13, which managed to bomb central London. This single raid caused more than half the material damage caused by all the raids against Britain in 1915.

On the night of 6-7 June 1915 Rex Warneford, a lieutenant in the RNAS, flying a Morane-Saulnier, was on a bombing mission against the Zeppelin sheds at Evere. When he spotted a Zeppelin returning from a bombing raid against London he decided to attack it. He tried shooting his carbine at it, his only armament, but he was driven off by the Zeppelin's defensive machine guns.

The airship began climbing, leaving the little plane behind, but Warneford, unbeknown to the Zeppelin crew, continued the pursuit, climbing slowly over two hours to an altitude of 13,000 feet. At this stage the airship began to descend in the direction of Brussels, and seizing his opportunity Warneford, now above the Zeppelin, dived towards it and from about two hundred feet above he dropped his six bombs on its roof.

The resultant explosion destroyed the Zeppelin, and almost destroyed Warneford's fragile monoplane.

He was forced to put the plane down, behind enemy lines, but he managed to make sufficient emergency repairs to take off again and return to his base. LZ 37 was the first Zeppelin brought down by an airplane.

Warneford was awarded the Victoria Cross by the British, and the Knight's Cross of the Legion d'Honneur by the French, but his triumph was short-lived. He was killed ten days later in a flying accident.

This was an isolated incident. Throughout the remainder of 1915 the Zeppelins raided London frequently, and with impunity. They flew too high for most planes, and when they were intercepted by aircraft the ammunition in use at the time had little effect. Despite this impunity the material effect of the raids, with the exception of L13's success, was relatively slight.

Navigation was very primitive, and as the war progressed the British use of blackouts made it even harder. Bomb aiming was far from accurate. It is estimated that only 10% of the bombs dropped from Zeppelins actually hit their target. The psychological impact of these raids, however, was enough to cause the British to tie up 12 squadrons on home defence.

The Germans also bombed Paris. The first raid was on 21st of March, when two Zeppelins caused 23 deaths and injured 30. Although the Zeppelins continued to raid Paris, London was actually a preferred and easier target. The nearest Zeppelin base to Paris was at Metz, which meant flying close to 320 km (200 miles) over French territory each way, giving the defending airforce and anti-aircraft guns much more time to organize.

Raids against London had to cover nearly twice the distance, but most of the approach was over friendly territory and the sea. Paris was also protected by barrage balloons, a measure only taken by the British later in the war.

1916 did not start well for the Zeppelins. Four of them were lost carrying out bombing raids during the Battle of Verdun, and this marked the last use of airships for tactical bombing. But Strasser remained confident. The Zeppelin factory was producing a new generation of airships - larger, more powerful, and with more engines.

But it was also a year of change on the British side as well. Disappointment with the RNAS' failure to stop the Zeppelins resulted in the responsibility of home defence being given to the RFC. Happily for them this coincided with the arrival of improved ammunition.

Towards mid 1916 the British planes were armed with a mixture of explosive and incendiary bullets. This mixture would prove to be deadly to the airships: the explosive bullets could pierce the Zeppelin's tough outer skin and cause leaks on the inner gas bags. The incendiary bullets could set those leaks on fire, and once on fire a Zeppelin was doomed.

William Leefe-Robinson, flying a BE2c, was the first to shoot down a dirigible over Britain, on the 2nd of September, 1916. The massive fire of the burning airship was visible for over a hundred miles. This was during a raid of twelve naval airships which were, somewhat unusually, accompanied by four army airships. Leefe-Robinson became an instant hero. He survived the war, only to die a month later in the influenza epidemic.

Strasser's confidence remained unshaken. Leefe-Robinson had shot down the SL11. It was an army airships, not one of Strasser's, and moreover an old Schutte-Lanz dirigible with a wooden frame.

But Strasser's confidence was misplaced. Three weeks later he was to lose two airships, out of a total of twelve taking part in a raid. There were no comforting explanations. They were naval airships. They were the most up to date Zeppelins available.

The L33 had been hit by anti aircraft fire. She did not catch fire, but she was forced to land in England. The crew all survived, and set her alight before capture. The L32 was shot down by a plane, and as in the case of Leefe-Robinson's SL11, it caught fire. Nor were these the last losses in 1916.

Despite flying almost four times as many sorties as in 1915, and dropping almost five times as many bombs, Strasser's fleet caused only about two thirds as much damage as they had in 1915.

The German military was becoming disillusioned with the Zeppelins, and began using the new Gotha and Giant bombers to attack Britain, but Strasser remained convinced. The answer was to fly higher, above the defending aircraft. Thus was conceived the third generation of Zeppelins, the "Height Climbers", airships capable of reaching an altitude of 20,000 feet.

In order to reach these heights defensive armaments were reduced, as was the strength of the frame. Flying at such altitudes produced a whole new set of problems. The extreme cold and thin oxygen affected both the engines, and the crew's capability to function.

Bomb aiming and navigation became even harder. But with the renewed immunity the height seemed to offer, it seemed worth the price. Indeed, when on the night of October 19th 1917 a fleet of eleven Height-Climbers crossed the English coast they were too high to be heard, and their raid was a total surprise.

But on the return journey, over the European mainland, almost half the airships were shot down by British and French fighter aircraft as they descended towards landing. The L55 had attempted to avoid this risk by keeping at 20,000 feet till it had cleared the western front, but this caused other problems. The morning sun heating the hydrogen forced the L55 to a record-breaking 24,000 feet. With most of the crew disabled by oxygen deprivation it was a struggle to bring her under almost partial control. The L55 crash landed in central Germany.

The total amount of material damage caused by the airships in 1917 was less than 90,000 pounds.

1918 started badly for the beleaguered airship fleet, when a series of unexplained explosions at the airship base in Ahlhorn blew up four Height-Climbers, one Schutte-Lanz airship, and four sheds. German manufacturing by this time had been greatly reduced, and they could not replenish such losses.

On the 5th of August Strasser himself led the last big raid against Britain, leading a fleet of five Height-Climbers. Strasser was flying in L70 - his most advanced airship, capable, he hoped, of flying bombing missions against New York. But by this time the British had aircraft that could operate at about 20,000 feet as well, and L70 succumbed to a two man DH4 piloted by Egbert Cadbury. (He was a member of the famous chocolate manufacturing family.)

The fatal shots were fired by his gunner, Robert Leckie, whose hands were almost frozen because he had not had time to put on gloves when he and Cadbury had scrambled to chase the Zeppelins. The rest of the airships dropped their bombs on what they thought were "targets of opportunity", but in fact they dropped them in the sea.

The Zeppelin attacks had a profound psychological impact on the Allies. The Germans were ordered, under the treaty of Versailles, to hand over all their airships, but their crews preferred to destroy as many of them as they could.

The need to tie up numerous squadron in home defence can be marked as the Zeppelin's greatest achievement, for as a weapon of war they proved themselves unsatisfactory. Of the 115 Zeppelins employed by the Germans, 53 were destroyed and a further 24 were too damaged to be operational. Strasser's crews suffered a 40% loss rate. The cost of constructing those 115 Zeppelins was approximately five times the cost of the damage they inflicted.


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