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 Trzecia Rzesza 1933-1945 - historia państwa
Wrzesień 29 2022 19:04:23    Historia ~ Ludzie Hitlera ~ Narzędzia Wojny ~ Prusy Wschodnie ~ Mapa strony
 

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       Blohm und Voss Ha 139

Pomimo tego, że biuro konstrukcyjne firmy Hamburger Flugzeugbau było w połowie lat trzydziestych zajęte pracami projektowymi samolotów Ha 137 i Ha 138, to firma przyjęła również ofertę Deutsche Lufthansa na zaprojektowanie transoceanicznego samolotu pocztowego w układzie wodnosamolotu. Zamówienie opiewało na samolot zdolny do startu z katapulty, o dużej dzielności morskiej, z zapasem paliwa w wewnętrznych zbiornikach wystarczającym na co najmniej 5000 km przy prędkości 250 km/h. Firma Hamburger Flugzeugbau podjęła się wykonania tego zadania. Inż. Vogt opracował plany bardzo nowoczesnego wówczas samolotu oznaczonego symbolem Projekt 15. Był to czterosilnikowy dolnopłat z dwoma pływakami o smukłej, całkowicie metalowej konstrukcji, skrzydła w kształcie spłaszczonej litery W kryte były w części centropłata blachą duralową a w pozostałej części płótnem. Projekt 15 został zaakceptowany przez dyrekcję Deutsche Lufthansa i prace nad pierwszym prototypem, który otrzymał oznaczenie Ha 139 rozpoczęły się jesienią 1935 roku. Równocześnie inż. Vogt opracował bombowo-rozpoznawczą wersję tego samolotu przeznaczoną dla Luftwaffe (Projekt 20)- Propozycja ta nie spotkała się jednak z zainteresowaniem ze strony RLM. Pierwszy prototyp Ha 139 V1 (Werk-Nr181, D-AMIE) oblatany został jesienią 1936 roku. Lufthansa przejęcia go jako Ha 139A Nordmeer, w marcu 1937 roku. W czerwcu tego samego roku DLH otrzymała kolejny samolot Ha139V2(Werk-Nr182,D-AJEY),przejęty jako Ha 139A Nordwind. Operując ze statków Friesenland i Schwabenland samoloty te wykonały wiele lotów pomiędzy portem Horta na Wyspach Azorskich a Nowym Jorkiem. Loty wykonywane były między połową sierpnia a końcem listopada 1937 roku. Prędkość przelotowa na zachód wynosiła średnio 230 km/h a na wschód 250 km/h. Oba prototypy wersji A napędzane były silnikami wysokoprężnymi Diesla Junkers Jumo 205 C o mocy startowej 441 kW (600 KM), posiadały trójłopatowe śmigła o przesławnym skoku typu Junkers-Hamilton. Paliwo mieściło się w pięciu oddzielnych zbiornikach o łącznej pojemności 6000 dm3.

W wyniku eksploatacji okazało się, że należy wprowadzić pewne zmiany w konstrukcji samolotu. Aby zmniejszyć pewną niestabilność poziomą maszyny zmieniony został kształt usterzenia pionowego. Problemy z chłodzeniem silników rozwiązano poprzez zainstalowanie osobnych chłodnic dla każdego silnika. Wiosną 1938 roku gotowy był prototyp wersji B; Ha 139 V3 (Werk-Nr.217, D-ASTA) przejęty do DLH jako Ha 139B Nordstern. Wersja ta przy zachowaniu tych samych jednostek napędowych co w Ha 139A, różniła się powiększonymi wymiarami, większym ciężarem i obniżonymi gondolami silnikowymi. Pomiędzy 21 czerwca a 19 października 1938 roku Ha 139 V3 wykonał kilkanaście lotów pomiędzy Horta a Nowym Jorkiem, spędzając w sumie w powietrzu 597 godzin. Następnie, aż do wybuchu drugiej wojny światowej, wszystkie trzy maszyny operowały pomiędzy Afryką a Ameryką Południową nad południowym Atlantykiem. Po wybuchu wojny rozpoczęto w Wenzendorf prace nad przeróbką Ha 139 V3 na morski samolot rozpoznawczy dalekiego zasięgu. Nos samolotu otrzymał oszklenie i obrotnicę typu Ikaria z pojedynczym karabinem maszynowym MG 15 kalibru 7,9 mm. Drugi MG 15 zainstalowany został w otwieranym i wysuwanym stanowisku strzeleckim na grzbiecie kadłuba i obsługiwany był przez radiooperatora. Dwa inne stanowiska strzeleckie, wyposażone każde w jeden MG 15, znajdowały się po obu stronach kadłuba. Tak przebudowana maszyna oznaczona została Ha 139B/Umbau i odbyła pierwszy lot 19 stycznia 1940 roku startując z katapulty statku Friesenland. Załogę stanowili porucznik Graf Schack i Fiug-kapitan Schuster. Ha 139 B/Umbau dostarczony został po pomyślnie przeprowadzonych testach do 1./Kustenf) gruppe 406 wyposażonej w samoloty Dornier Do 18. Samolot ten wraz z pozostałymi dwoma Ha 139A, brał udział w kampanii norweskiej. Problemy z częściami zapasowymi spowodowały zakończenie służby w Luftwaffe przez Ha 139 w roku 1942. Jednakże egzemplarz Ha 139B/Umbau przebudowany został na wersje Ha 139 B/MS wyposażoną w źródło prądu i metalową ramę służącą jako elektromagnes. Samolot ten nie został jednak użyty bojowo.

Dodane przez LukLog dnia maj 03 2006 14:25:52
5 Komentarzy 6061 Czytań

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Autonomous Mobile Robots exhibit flexibility and agility automation since they are dependent on their onboard sensors and cameras to function. Autonomous Mobile Robots don't have to follow predefined paths. Instead, they can develop their own routes that run from Point A through Point B within the facility. This makes it possible to stay clear of obstructions. Autonomous Mobile Robots are also flexible enough to change to complete different tasks more quickly than other automation systems that require more effort and time to program. Check out this AGV info for more.

2. Increased safety
Autonomous Mobile Robots come packed with sensors and cameras. These cameras and sensors allow the Autonomous Mobile Robot to comprehend and read its environment. This allows it to move within a facility with minimal disturbance from other people, infrastructure and even the product. Equipment operated by humans like forklifts doesn't come with the same safety features, and relies on the input of humans. Autonomous Mobile Robots are much safer than humans. A human operator can get lost or exhausted which can lead to an accident. Utilizing Autonomous Mobile Robots for easily-repeatable tasks thus allows the operation to remove the potential for human error and greatly improve the overall safety of a facility.

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Autonomous Mobile Robots can be installed within a business within as little as four to six weeks , depending on how complicated the process is. (Especially crucial here is the warehouse picking software and execution software that the units will have to connect with.) Even at the higher end, this is still a very short period of time, particularly when you consider other options. A goods-to-person-system (G2P) could take more than a year to be implemented.

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Autonomous Mobile Robots are simple to set up within a facility. They allow you to adhere to a modular method of deployment. Start with just a few units, and increase the number as your company expands or your requirements change. Start small and build your fleet as you go. This saves you a lot of cash upfront. This modular deployment provides capital to use for other projects, and also allows you to analyze the effect Autonomous Mobile Robots have had on your business and decide on the next actions.

5. It is easy to transfer between facilities
Some businesses may hesitate to explore automation options, even though they realize that moving to a different facility in the near future is possible. This is logical. Why create a new system when it will be eliminated in the two years following the time when the construction of the new facility? Autonomous Mobile Robots can be used to bridge this gap in these situations. Autonomous Mobile Robots are simple to operate and can be easily transferred from one place to the next. This makes it possible to automate even in the short-term. These Autonomous Mobile Robots are a boon for companies looking to create the concept of a temporary holiday operations.
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