（转）推荐]旧式直升机介绍及模拟插件推荐——Flettner Fl 282 Kolibri.
转自飞鹰，作者：flypig继上帖介绍了Sikorsky R-4之后，这次介绍另一款出名的二战直升机——Flettner Fl 282 “蜂雀”直升机，请先看简短介绍。
http://www.rotor-prop.cn/pics/fl282/0-1.gif
现在，FL282已经被人们忘记了，可能是因为二战的阴影吧，人们都不愿意去想去她。她有着许多的第一，第一架进行批量生产的实用型军用直升机，第一架可以从船只上出发执行任务，第一架可以在自转中恢复动力等等，她甚至比西科斯基的R-4直升机还要实用，只不过R-4已经在1943年停产了。
Anton Flettner在当时总是走在直升机设计科技的前端，FL282第一次在直升机上使用了配平片（当时的配平片与近代直升机的不同），还有当时的Flettner通风系统，而类似的通风系统依然沿用到现今的汽车中，所有的这些都归功于她的工程师Dr.Kurt Hohenemser。
Flettner Fl282“蜂雀”被定义为侦察及反潜直升机，有1人机组和2人机组版本，2人机组版本的工作分派为一人驾驶一人观察。第一架FL282原型机由Anton Flettner GmbH Flugzeugbau于1941年8月生产，并在同年10月30日进行了首飞，版本为V2。而新的改进版本V5也在1942年推出，并给于绰号“蜂雀(Kolibri)”。
技术参数：
结构：前机身为钢管焊接及金属外皮组成，后机身为织步包裹结构。机轮为固定常规三角带转向鼻轮。
发动机：1 x Bramo Sh 14a 或 BMW Type 314E 7汽缸，空气冷却系统，160匹马力，压缩比1:6。
旋翼：两副两片浆叶的横列交*式结构。
海平面最大前飞速度：150公里/小时。
最大俯冲速度：175公里/小时。
快速巡航速度：120公里/小时。
经济巡航速度：60公里/小时。
空重：760公斤。
最大载荷：1000公斤。
最大飞行高度：3300米。
无线电设备：FuG 19 naval radio，无其它通讯设备。
由于个人比较懒惰，就只写了这么几段介绍，我再帖出两篇英文历史介绍，有兴趣的朋友请继续阅读。
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（以下文章载自Flettner Fl 282 By Mark Adams中的插件手册）
The History
The fl282 has largely been forgotten, perhaps due to its association with the horrors of World
War 2. Yet it was the first helicopter ordered into mass production, to enter military
operational service, to be flown operationally from ships and to make a powered recovery from
autorotation and has other firsts to its credit - in short it was the first practical military
helicopter, most of these firsts are usually attributed to Sikorsky R4 which was not produced
until 1943 (Fl282 V6 had been carrying out deck landings since August 1942 on the minelayer
Drache at speeds of up to 14 knts).
Anton Flettner carried out pioneering work on helicopter design. His original wealth and success
were based on developing what is now known as the "trim tab" for aircraft control and the
"Flettner ventilator" (a rotating ventilator still produced and mounted in vehicle rooftops
today) with the assistance of the brilliant engineer Dr Kurt Hohenemser.
The Flettner Fl 282 "Kolibri" was designed as a reconnaissance and anti-submarine helicopter. 1
and 2 seat versions were produced with a second crewman acting as an observer in a rear facing
seat aft of the engine and gearbox. The observer occupied the space previously taken up by the
fuel tank and so the 2 seater was equipped with 2 cylindrical tanks either side of the cockpit.
The first fl282 prototypes were produced by "Anton Flettner GmbH Flugzeugbau" in August 1941 and
the first free flight was made on October 30th 1941 by aircraft V2. By the time aircraft V5 was
produced in 1942 the aircraft had taken on a standardised form with fabric covered rear empennage
and tail elements, an open cockpit sometimes fitted with plexiglas glazing and simplified body
panels with reduced compound curves (as represented by this beta). Around this time the type
became officially known as the "Kolibri" (hummingbird).
Testing continued at Travemunde including deck landing trials. The minelayer Drache was
despatched to the Mediterranean with airframes V10 and V6 to conduct tactical trials for anti-
submarine operations involving the submarine U-617. Further trials took place in the Baltic using
the anti-submarine vessel KUJ 13. Special tests also took place including offensive munitions,
towing and a 20 minute mock battle in which the helicopter successfully evaded an attack from at
least one Fw190 fighter (piloted by Ltn Eisenlohr of Ekdo 25, the helicopter was piloted by Hans
Fuisting who displayed "a mastery of nap of the earth flying" according to Gerhard Seiegels
report).
All trials met with great success and the Fl282 proved more capable than expected in severe
weather conditions. The Kreigsmarine (navy) placed orders for 50 production Kolibris for warship
deployment and a further 40 for anti-submarine duties. The army also placed orders for 1000 units
to supply artillery regiments with spotters and some sources state that a contract for 1000
engines was issued but this has been disputed.
Production was hindered by continuous allied bombing raids and Flettner's insistence that only
his factory was capable of producing the complex gearboxes for his creation. Finally, the Red
Army's advance on Sili . It is thought that only 30 prototypes and 15 pre-production aircraft
were ever completed, 10 of the prototypes being testbeds which were unable to be deployed as
viable aircraft.
By 1943 the aircraft was in service with the Kreigsmarine operating in the Baltic, Aegean and
Mediterranean, protecting convoys and hunting submarines. The pilot would keep pace with the slow
moving submarines and mark their position by dropping smoke buoys. They also had an offensive
capability in the shape of two 5Kg Fl.W.B.5 anti-submarine bombs in a magazine between the
pilot/engine bulkhead. I believe these were used to force the submarine to submerge rather than
destroy it, which severely reduced its speed and preventing it from outrunning the anti-submarine
ships called to destroy them.
Very little information is available on the operational use of the Fl282. The luft-
transportstaffel is believed to have operated at least 3 Kolibris and during the fall of the
Reich it made numerous flight to and from besieged areas with key materials and personnel -
unconfirmed reports exist of a number of last minute rescues. At least 50 pilots were known to
have been trained before the end of hostilities.
As the war drew to a close most 282's were destroyed to prevent them falling into the hands of
the allies. At least 3 were captured and one, V23 was flown and evaluated by the Americans, now
at the United Airforce Museum in Dayton, Ohio. A partial aircraft exists in the UK at the
Cranfield Institute of Technology and the other was taken to Russia. Anton Flettner continued to
work in the U.S. as part of Operation Paperclip and continued to work in helicopter development.
He died in December 1961. The intermeshing rotor design continues to be used in aircraft such as
the Kaman K-max heavy lift helicopters.
The aircraft represented in this beta is a B-0 model, specifically V17, registered as CJ SK. The
fist log book entry of this airframe is June 1st 1943. In December of that year it suffered a
failure of the tether harness during engine run-up. It took part in deck-landing trials using an
improved tether system beginning in February 1944. During tests on a 16 sq metre platform at the
Lufthanser Bridge in the Potnitzer Wiek, it was written off in a crash landing while piloted by
Dpl.Ing Geike. in April 1944.
A paint scheme is also included for V6, GF YF which was the primary aircraft involved in deck-
landing trials on the Greif and service trials on the Minelayer Drache and probably the aircraft
in the FW190 combat test. It was later equipped with anti-submarine bombs and flare buoys (not
modelled) for service trials onboard the anti-submarine vessel KUJ13. It saw a number of paint
schemes during its career as part of its role was to determine the best form of camouflage and
tactics for a helicopter when attacking a submarine, this was breaking new ground at the time.
The aircraft was lost along with its pilot, Hauptman C. Von Winterfeldt, after putting down in
the sea north-east of Christiansoya island; Winterfeldt was posthumously promoted to Major.
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（以下文章及照片来自互联网，无法追溯终极来源）
Flettner Fl-282 'Kolibri' WWII Helicopter
http://www.rotor-prop.cn/pics/fl282/2-1.jpg
The pioneer work of Anton Flettner is often overshadowed by the more publicised activities of his contemporaries Focke and Sikorsky; yet Flettner's first fully practical helicopter, the Fl 265, was far superior to the Fw 61 and made a successful free flight several months before the VS-300 began tethered flights. Look and compare the Flettner 282 to Igor Sikorsky's R-4One of the major forces of the evolution of autogyros into modern helicopters was Germany's Anton Flettner, whose first rotary wing aircraft flew in 1932. Through various stages, Flettner developed a machine which, in 1939, caught the interest of the German Navy, who planned to use it for antisubmarine patrol. Accordingly, 30 prototypes of the new two-seat Fl 282 Kolibri were ordered immediately, plus 15 assessment craft.
Flettner's first rotorcraft, flown in 1932, had a 2-blade rotor 100ft in diameter, with a 30hp Anzani engine mounted part of the way along each blade driving a propeller - a form of propulsion similar to that used by the Italian Vittorio Isacco on his so-called 'helicogyros' developed in the U.S.S.R. in the 1930s. The Flettner machine, unsuprisingly nicknamed 'Gigant', made a successful tethered take-off, but later overturned during a gale and was written off.
http://www.rotor-prop.cn/pics/fl282/2-2.jpg
His next significant design was the Fl 184 single-seat autogyro; powered by a 150hp Sh.14 radial engine, it flew in 1935 and was due to be evaluated by the German Navy when it, too, was unfortunately destroyed.
http://www.rotor-prop.cn/pics/fl282/2-3.jpg
next design was the Fl 185, whose prototype flew in 1936 and had a 3-blade main rotor. The centrally-mounted Sh.14A engine drove, in addition to the rotor, two small anti-torque propellers on outriggers each side of the cabin and a large cooling fan in the nose.
http://www.rotor-prop.cn/pics/fl282/2-4.jpg
Eventually Flettner developed the idea of counter-rotating, intermeshing twin rotors. Many of his advisers thought that the airflow disturbed by the intermeshing blades would make this system less efficient than one using a single rotor; but Flettner believed that any problems thus encountered would be more than offset by the reduced drag resulting from having no external rotor-carrying structure.
He proved his point by installing such a system in the Fl 265, whose prototype flew in May 1939.
At this time encouragement for the development of small helicopters came mostly from the German Navy, on whose behalf six Fl 265's had been ordered in 1938 with a view to developing a machine suitable for shipboard reconnaissance and anti-submarine patrol. Service trials of the Fl 265 were more than satisfactory, and plans were made for series production; but by this time work was well advanced on a later model, the Fl 282, which could carry 2 men and was more versatile. This was to be the last and best version-but by now the Allied bombers were closing in on Regensburg and the factory desperately producing them..
http://www.rotor-prop.cn/pics/fl282/2-5.jpg
The RLM therefore agreed to wait for the Fl 282, to hasten whose development it ordered thirty prototypes and fifteen pre-production aircraft in spring 1940.The maiden flight was made in 1941.
The first three prototypes were completed as single-seaters and had fully enclosed cabins made up of a series of optically flat Plexiglas panels, faired-in rotor pylons and well-contoured fuselages. The Fl 282V3 was fitted with end plate auxiliary fins and a long under-fin beneath the rear fuselage. Later machines had more utilitarian bodies and some had semi-enclosed cockpits; others had a completely open pilot's seat.
http://www.rotor-prop.cn/pics/fl282/2-6.jpg
http://www.rotor-prop.cn/pics/fl282/2-7.jpg
Flettner demonstrated that the little craft could land on a ship, even in heavy seas. The German Navy (Kriegsmarine) was impressed with the Kolibri and wanted to evaluate its use for submarine spotting. Naval leaders ordered several dozen of the craft with the clear intention of mass-producing them.
The first Fl 282 flew towards the end of 1941. The Fl-282 was more highly developed and flew more hours than any other German helicopter, and very extensive tests and measurements were made of all flight aspects. Most of this test work was done by Flettner's chief pilot, Hans E. Fuisting, who also undertook blind flying and trained many of the 50 pilots who learned to fly the Fl-282.
The Fl 282 served in the Baltic, North Aegean, and Mediterranean Seas. Plans to build thousands of Kolibris were abandoned after the Flettner factories were bombed by the Allies. Only three of these helicopters survived the war; the rest were destroyed to prevent capture. Two of the survivors went to the United States and Britain, the third to the Soviet Union
http://www.rotor-prop.cn/pics/fl282/2-8.jpg
Extremely maneuverable and very stable, even in gusty conditions, the machine could be flown hands-off in forward flight above 37 mph for indefinite periods. By 1942, the Kolibri was operational on warships with suitable platforms, escorting convoys in the Baltic, Mediterranean and Aegean Seas, and was thus effectively the first military helicopter in the world. The helicopter was found to be especially valuable at dawn and dusk when pilots of fixed wing aircraft did not have good visual contact in the poor light. During the day observation was especially favorable in the Mediterranean where the clear water allowed the helicopter crews to 'see' submarines as deep as 130 feet.
The Fl 282 was designed so the rotor blades and landing gear could be removed and the helicopter stored in a compact area such as the pressure tank of a U-boat. There is no evidence that it was ever used this way. The helicopter pilot could match the speed and course of the submarine and radio the position to the convoy. He could also mark the sub's position with a smoke bomb. But the helicopter was too small to carry weapons, although some tests were conducted with small anti-submarine bombs. There is no accurate information on the helicopter's actual use during the war.
However, critics argued that fighter planes would easily attack the slow-flying craft. In 1941, the Navy conducted an evaluation using two fighter planes to stage a mock attack on a Fl 282. The fighters could not hold the agile helicopter in their gunsights for very long.
http://www.rotor-prop.cn/pics/fl282/2-9.jpg
http://www.rotor-prop.cn/pics/fl282/2-10.jpg
http://www.rotor-prop.cn/pics/fl282/2-11.jpg
http://www.rotor-prop.cn/pics/fl282/2-12.jpg
The Fl-282B had a maximum speed of 93 mph at sea level. The Fl-282B was used for such military tasks as directing artillery fire and guiding tanks over rough terrain. Beginning in 1944, the army began to implement a program to provide a helicopter to each independent artillery brigade.
However, as the Allies advanced into Normandy in 1944, the Fl 282s were destroyed to prevent capture, but three were taken home as war booty by Russia and the United States.
http://www.rotor-prop.cn/pics/fl282/2-13.jpg
http://www.rotor-prop.cn/pics/fl282/2-14.jpg
[ 本帖最后由 dingo 于 2008-1-25 14:23 编辑 ] 如果有兴趣了解更多，请与我联系。 接下来，咱们看一下FS里的模拟插件了。（以下图片均为本人在FS中截取，可自由转载，但请注明出处。）
Flettner Fl 282 Kolibri ，作者：Mark Adams 。
同样，这也是一款免费插件。喜欢直升机的FS的玩家基本都知道DODOSIM，其实这个插件也算是DODOSIM在06年的作品，只不过这并非DODOSIM的正式作品，喜欢直升机的FS玩家都知道，DODOSIM主要由2人领军，而这插就是其中一位Mark Adams独立制作的免费插件，事实上，这是一个测试版，但已经很不错，没有必要等正式版了。
http://www.rotor-prop.cn/pics/fl282/kl_1.jpg
说说我的感受，模型、涂装做工均为前列，系统模拟性中等，由于本身FL282的系统结构比较简单，所以不需要太复杂的系统模拟，其实她还有能力再好一点，正式版将会更完美，但据我了解，近期DODOSIM的开发列表中并没有计划对其进行完美化，算了，其实已经很好了。操纵性和气动，都是他们的强项，唯一明显的问题就是机轮支架的悬挂，我不知道这是否无法修正，但据我使用插件的经验来看，其实还可以更好一些。
http://www.rotor-prop.cn/pics/fl282/kl_2.jpg
就像我在前帖所说，如此经典的直升机还能呈现在我们面前，已经很了不起了，没有必要追求更多，更何况这款插件的素质已经不低了，总体水平要比前帖中的R-4B要高，希望大家会找到她的乐趣所在。
http://www.rotor-prop.cn/pics/fl282/kl_3.jpg
由于未经得作者同意，故不能将插件上传到自己的网站提供下载，所以我特将其原下载地址粘贴给大家，请在 下载之前想一想，是否真的想了解更多。
http://www.rotor-prop.cn/pics/fl282/kl_4.jpg
Hovercontrol.com原下载地址：
http://64.34.169.161/ifolio_files/file_gallery/File--Downloads/Helicopters/dodofl282beta2.zip
有兴趣的朋友，请继续留意我以后帖出其它旧式直升机的介绍与插件推荐。 欢迎跟帖讨论。 哇塞~~~哇塞~~~ 以下给大家补充一篇中文资料.
--
安东.弗莱特纳是德国航空科学家,他极富创新精神,善于将理论知识用于技术发明之中.他从20时机0年代开始研制直升机,最初进行了许多试验.1930年,他制造了第一架直升机,它看起来很复杂,而且样子很怪异,根本不具有飞行的能力.1933年,这架直升机做系留飞行时,被摔坏.于是,他把注意力放在了旋翼机上.
他制造了FL.184型旋翼机,采用双叶旋翼,直径29.87米,其显著特点是具有完全周期变距控制,从而可以对旋翼浆叶的倾角进行调整,驾驶员只需推动周期变距杆就能对直升机的飞行方向进行控制.这项设计是成功的,于是弗莱特纳为它加装了驱动主旋翼的动力,同时又改进采用了集中总距控制方式,使飞行员可以同时通过控制杆操纵旋翼角进行同步偏转.与此同时,弗莱特纳又取消了旋翼机前面的螺旋桨,代之以侧面安装的两个小螺旋桨.
1937年福克Fa 61完成了轰动性的飞行后,弗莱特纳决定研制Fl.265直升机,与其他型号相比,这是一种很小的直升机.它采用两副旋向相反的共轴旋翼.1938年,他得到了来自德国海军的小批量生产合同.1939年5月进行的首次试飞,证明其稳定性与操纵性的良好,且比福克直升机更胜一筹.
1940年,弗莱特纳又改进研制出了Fl.282型直升机,并将其命名为\"蜂鸟\".它在试飞时速度达到145千米每小时,飞行高度3962米,载重量为383千克.机身长大约6.5米,高2.1米,旋翼直径约12米,同样采用了共轴形式.它采用的发动机是101.5千瓦(138马力)的西门子-哈尔斯克Sh14A型.这架直升机表现出良好的飞行性能与操纵性能.发动机奥妙状在机身中部,前面驱动一个小螺旋桨,目的是为发动机冷却.发动机前面装有传动机构,可通过减速器分别带动反向旋转的两副旋翼.
按计划该直升机可带两人,一名飞行员和一名观察员.飞行员做在发动机前敞开的座位上,观察员坐在发动机后面的座位上,面朝后,他可以看到海面上的舰船和陆地上的部队.\"蜂鸟\"大概是第一个为军用目的而设计的直升机.
Fl.282-V2的第一次飞行是在1941年10月30日.飞行员是路德维希.霍夫曼,他是安东.弗莱特纳公司的飞行员.当旋翼轴进行改进后,1942年3月,试验继续进行.试验表明,直升机的操纵性能得到了一定的改善.1942年4月27日,霍夫曼驾驶它进行了创高度飞行,Fl.282-V3第一次达到了3500米的高度,持续了47分钟;第二次达到3800米,持续了36分钟.
德国海军对比印象深刻,1940年订购了数十架这中直升机,并准备让其大批生产.但盟军的轰炸使该厂生产能力受到重创,最后只有24架投入使用.德国陆军也对这种直升机进行了评估.1942年5月25日,\"蜂鸟\"直升机投入了使用,主要在巴尔干、爱琴海北部和地中海地区执行救护、潜艇观察和物资供应等任务.战争结束后只有3架幸存了下来,其他的都被销毁,以防落入盟军之手.幸存的几架分别被运到了美国、英国和苏联.
战争年代,弗莱特纳曾对\"蜂鸟\"直升机进行过大量改进和应用试验,包括在舰船上起降的试验、安装武器试、加装固定翼面、潜艇观察试验等.它达到的性能指标为:最大前飞速度80千米每小时;最大后飞速度30千米每小时;最大侧飞速度20千米每小时;飞行时间2小时50分;飞行距离168千米.战争的影响使该直升机的发展并不彻底.
-- 疯狂的纳粹 疯狂的老猪 还好是交叉布局旋翼结构不会进LTE，如果发生LTE的话发展就更不彻底了。。。
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