The Albatros W.5 was an improved version of the Albatros W.3 torpedo bomber, but only five were built and the type wasn't accepted by the German navy. Work on the W.3 began in 1916, and the single prototype was delivered in July 1916. It had a similar slab-sided fuselage to the Albatros G.II and G.III bombers but with an angular tail unit (most Albatros aircraft had a rounded fin) and of course floats.
The W.3 was followed by the improved W.5. This aircraft had slightly swept wings. The fin was even more angular than on the W.3. The fuselage was modified so that the torpedo could be carried partly within it. The engines were carried in nacelles carried between the wings.
Five W.5s were delivered to the German navy, but their performance was disappointing (the service version of the normal bomber, the G.III, was powered by two 220hp engines, and was 10mph faster and had a much better rate of climb). The five W.5s were withdrawn early in 1918.
Engine: Two Benz Bz.III inline piston engines
Power: 150hp each
Span: 74ft 5.5in
Length: 42ft 11.75in
Height: 13ft 11.24in
Empty weight: 4,989lb
Maximum take-off weight: 8,080lb
Max speed: 83mph
Rate of climb: 20 minutes to 3,280ft
Endurance: 4 hours
Armament: Two flexibly mounted 7.92mm Parabellum machine guns, one torpedo
Children and their parents are sure to be richly entertained by chapters packed with information, detailed illustrations, spools of thread, ribbons, silk, barrels of gunpowder and cannon shot.
How did things really use to be? Who first had the idea of picking up a needle and making a skirt? In the course of history, how have women made themselves beautiful, and how have men waged war? Who used a club, and who was a crack shot with a bow? How complicated was it to dress a knight, and how much did a crinoline weigh? The books in our History series will answer young readers’ questions about past and present on all kinds of matters, including how people dressed and how they dug trenches in war-time.
Beriev Be-42 Albatros (Mermaid) (A-40)
Authored By: Staff Writer | Last Edited: 09/09/2019 | Content ©www.MilitaryFactory.com | The following text is exclusive to this site.
The Soviets progressed jet-powered amphibious aircraft more so than any world power during the Cold War years. Beriev, with a long-running history in flying boat designs, developed the Beriev A-40 "Albatros" (NATO codename: "Mermaid") which appeared in the mid-1980s. The aircraft was primarily developed as an Anti-Submarine Warfare (ASW) platform and its amphibious capabilities allowed for it to take-off and land from a viable water source or a traditional runway as needed. Beriev had already sold its Be-12 "Seagull" to the Soviet Navy back in the 1960s and the A-40 was intended as its successor. It would also have replaced the land-based Ilyushin IL-38 ASW patrol platform which began service in 1967. However, with the fall of the Soviet Union in the early 1990s, the program was shelved after only one prototype lay completed and a second nearing completion.
Design work on the type began in 1983 to which the aircraft received its first flight on December 8th, 1986. The first flight came about in accidental fashion when a high-speed taxi run found the crew with no runway distance to stop, forcing them airborne. The flight was accepted for what it was and important data collection occurred. The aircraft came as a surprise to Western observers when it was identified as an all-new type in 1988 via satellite photography. The first public unveiling was during the 1989 Soviet Aviation Day event at Tushino, Moscow.
The outward design of the A-40 included a tubular fuselage section containing the cockpit at its extreme forward end. The fuselage incorporated a smooth, boat-like hull for the projected water landing while a wheeled undercarriage was used for land-based sorties. High, shoulder-mounted wing appendages allowed for increased lift and low-level stability while supported on water through wingtip pontoons. The pair of jet engines were also high-mounted while fitted aft of the main wing section and ahead of the tail unit. Each engine was seated atop structural extensions emanating from the wing trailing edges. The tail unit was a traditional "T" arrangement with high-mounted tailplanes. The wheeled undercarriage included a pair of four-wheeled main legs and a two-wheeled nose leg. A typical operating crew numbered eight to include a pair of pilots and systems specialists. An in-flight refueling probe was installed for extended endurance.
Power for the aircraft was granted through 2 x Aviadvigatel (Soloviev) D-30KPV turbofan engines delivering 24,500lbs thrust each. The aircraft also relied on 2 x Klimov/RKBM (Kolesov) RD36-35 series turbojet "boosters" for its shorter take-off quality and these produced an additional 5,180lbs of thrust. Maximum speed was listed at 500 miles per hour with an overall range out to 2,200 miles, a service ceiling of 31,825 feet and a rate-of-climb of 5,900 feet per second. The A-40 was cleared to take-off in Sea State 6 (very rough waves reaching 6.5 feet) conditions.
As an active-seeking "submarine hunter", the A-40 was cleared for a variety of naval weapons including the Kh-35 (AS-20"Kayak") anti-ship missile, the Orlan ("Sea Eagle") torpedo and the Korshun ("Kite") guided missile. Support was also made for the dropping of depth charges and naval mines as well as sonobouys. Ordnance is managed through external underwing hardpoints or an internal bomb bay.
Beyond the base A-40 designation (covering the two prototypes), the was to be evolved across several notable variants. The A-40M was intended for modernized versions with updated systems while A-40P was to be a dedicated fire-fighting platform. The A-40PM was a proposed dedicated passenger airliner-type model to which the Be-40PT was to serve in a modular passenger/cargo hauling fashion. A-42 would have marked a projected Search And Rescue (SAR) version and A-44 was to be a standalone maritime patrol platform. The A-42E was another proposed form, this intended as an export variant of the maritime patrol and SAR models.
Despite its unfinished testing phase in the late 1980s, and coupled with the resurgence of Russian military spending, it has been stated that the Beriev A-40 is in consideration once again to replace the wholly-aged Be-12 and IL-38 lines for the modern Russian Navy. The Navy expects to field at least four of the type in its ASW and SAR configurations. The original Soviet Navy requirement was for twenty aircraft before the Soviet collapse.
The Beriev Be-200 is a related A-40 development which utilizes the same basic configuration and stands as a more modern, refined offering. The Be-200 achieved its first flight in 1998 and entered service in 2003 to which nine of the series have been completed up to December 2013. Several variants of this aircraft exist though only Azerbaijan and Russia are its formal operators. While Beriev is the aircraft designer, Irkut is the primary manufacturer of the newer aircraft.
September 2008 - Russian Navy authorities announced that the A-42 will be taken into service in number to fulfill the Anti-Submarine Warfare (ASW) and Search & Rescue (SAR) roles. Up to four of the aircraft will be procured with an expected service year of 2013. These will be used to succeed an aging stock of Be-12 and IL-38 types.
Albatros W.5 - History
Honourable Peter Hives
One of Britain’s best loved sportsboat marques came into existence only as part of a chance wartime posting.
From 1943 until 1945, the Honourable Peter Hives, the son of Rolls-Royce Chairman Lord Hives and a qualified engineer in his own right, was on the books of HMS Saker, a chain of Fleet Air Arms training stations in North America.
In June 1944 Archie Peace, an Acting Temporary Lieutenant with a BSc in stress engineering, arrived at the same station. Although Peace was there only four months, there was time enough for them to strike up a friendship. They were later to form a boatbuilding partnership comparable in organization with that of Messrs Rolls and Royce, with Hives looking after the production side while Peace exercised his design skills. Their sportsboats are now much sort-after and much-cherished aristocrats in their field.
Following demobilisation at the end of World War Two, the two men decided to establish a boatbuilding concern near the small Norfolk town of St Olaves, near Great Yarmouth. They roughed it at first, living in an old shed and eating fish and chips for supper, working on experimental light-metal hydroplanes, Corsair a 12 foot prop rider powered by an E 93 a that would do 40 MPH . And Symphony a 15 foot hydro also designed by Peace and powered by A pre war Lea Frances formula 1 engine. She was built for the chairman of Norwich city football club.
In late 1949, when they came to set up a proper company, news came from the USA of an amphibian aircraft which had just gone into production by Grumman, designed the SA-16A but know as the ‘Albatross’. With fond memories of their time in America, Hives and Peace decided Albatross Marine would be a good name for their fledgling company, and for the two-seater aluminium craft which Peace had just designed using aircraft principles.
The key to construction of the Albatross sportsboat was the way in which Peace decided to have the riveting process done in reverse. Normally you hammer the tail end and hold the dolly on the countersunk end he found out from bitter experience that this system would not seal, so he did it the other way round.
In 1950 still not sure of which way the company should go they tried their hand at a river cruiser Beaver Bell. With three cabins and powered by an E93 a she was to remain a one off but still survives today.
By late 1950, Albatross Marine had built a two-seater prototype with a length of 12ft 9in (3.9m), a beam of 4ft 7in (1.4m) and 1ft 6in (0.5m) draught, weighing just 160lb (72kg). It was powered by a Ford Anglia E93A side-valve engine putting out 26-27hp. Peace did his own conversion, designing a complex thrust to take the drive from the front cover end of the engine.
Hives and Peace consulted some marketing experts, only to be told that that they were wasting their time and that the Albatross was a ‘no-goer’. But, being a very stubborn man, Archie pressed on, taking on work for other clients to keep going.
In 1952 ‘Toby’ Sutton, a wealthy member of the Oulton Broad Motorboat Club, had the Albatross workforce coach build in aluminium the 17ft (5.2m) Ventnor three-point prop-rider. Fitted with a six-cylinder Wayne Chevrolet engine developing 210hp at 4800rpm, and 70 mph, Rooster was unbeatable in races on Oulton Broad for the next two season
Using the finance brought in by such ventures Albatross Marine went into production with its first batch of MkI two-seaters, fitted with the famous Ford E93 a engine, and priced at £500.
In 1952 the company took on a third partner. Bruce Campbell had married the chairman's daughter Hoover , and had a 100ft (30m) steel yacht called Christina, and was something of a playboy. He cruised the Mediterranean to promote the Albatross. His trick was to more in one off the bays in the south of France and then drive around the big yachts until he was call over to show off the boat , were upon he would sell the boat to them.
But he was successful in spreading the word. Most Albatrosses were soon going to the big yacht owners in the Med. Everybody who was anybody wanted one. Customers included Brigitte Bardot, Aristotle Onassis, Prince Rainier of Monaco, Grace Kelly, George Formby,Prince Phillip, actor Jon Pertwee and the Prince of Greece.
Prince Rainier and Grace Kelly with albatross boats in the back ground
In 1955 the Aluminium Development Association presented one to the Duke of Edinburgh. Painted to match the colour of the Royal Yacht HMY Britannia, on which it was carried, its engine was so highly polished that it positively gleamed.
As well as selling A lot of boats to Europe albatross were successful at finding new markets else were in the world. Boats were sent to as far away as New Zealand Sarawak and the USA.
The only Continental to be imported in the day to Lake Okatina, New Zealand
The Albatross became popular as the waterskier’s workhorse, as David Nations, the trainer of two world champions, related in his ‘Guinness Guide to Waterskiing’
“In 1952 I had a phone call from Bruce Campbell, inviting me down to Great Yarmouth to see this boat. I took Marc Flachard of France, the reigning European Champion then at Ruislip, to ski as my guest. Flachard looked at this boat and exclaimed, ‘Shoosh! I will pull it from the water, David! So Bruce Campbell said , ‘I’ll tell you what, it will pull two of you up together.’ So we took a double tow and sat there, and damn me, it bloody well pulled the both of us up. So I bought one for Ruislip Lido.
“It was a brand new machine, which still had its teething troubles. They were to base all their modifications on our work. For example, during the water-testing, we would get evaporation, the boat would go for 100 yards and then stop. We found out that the Carburettor was so near the heat manifolds that the petrol would vaporise. We were telling them all the problems by phone and they were modifying it back at their yard, such as lowering the seating and coming up with a new design of rudder for improved manoeuvring. "Later on, I bought another Albatross, because they were ideal boats for teaching. "
Albatross had not restricted themselves to small boats. In 1953, Peace had designed aluminium 42ft (12.8m) craft called Gay Jane, which was sent to America. Then he did four 25ft (7.7m) sportscruisers, based on a scaled-down motor torpedo boat (MTB), surmounted by a weird flybridge with a deflector on the top.
The first of these was powered by twin 100Es, each with its own drive, typically engineered by Peace to the thousandth of an inch. The second had twin Perkins 99s, whilst the last two had 1500 fords.
By the end of 1954, the company had another bigger shed built to deal with increased demand . Business later grew to the point where at its peak, Albatross Marine employed 60 people, turning out 150 boats per year. British Rail even built a special siding for the firm at Little St Olaves station, from where box-cars loaded with five two-seaters each could start their journey to the South of France or Italy.
Demand grew for a four-seater, so in 1957 Peace scaled down the sportscruiser to create the 15ft 3in single-engined Continental. Sales took off.
Peace’s favourite saying was that there was no substitute for capacity, and in 1955 Albatross started to install the More powerful 1097cc overhead valve four-cylinder Coventry Climax engine into their hulls.
“We took the first four-seater with the Climax into Loch Earn in Perthshire,” Wright remembers. “The Lochearnhead Hotel was owned by Ewan Cameron, a former Scottish Highland Games heavyweight champion, standing 6ft 4in and weighing 22 stone. Until then, it had taken two Albatrosses to get him up on water-skis. Now it took one continental.
“We quickly went over to the 1220 engine when it became available. It was a revelation. It was all Aluminium, very light, and in standard form gave about 70bhp. We had ‘stage two’ with the twin carburettors, which pushed it up to about 90bhp, then if you went the whole hog, with high-lift cam, gas-flowed heads, fettled ports and so on, you squeezed just over 100bhp from it. We raced the A series two-seater with great success. It used to do about 54mph.
More power started to bring racing successes for the Albatross boats.
In 1955, the royal Motor Yacht Club hosted the Lady Brecknock Trophy race at Poole. Five of the 11 competitors drove Albatrosses. First, second and third places were gained by Peace, Campbell and Hives. Later that year a Frenchman named Mallet, driving an Albatross Super Sports, won the premier award in the Grand Prix de France d’Endurance, better known as ‘Les Six Hures de Paris’
Wright and Foreman Jack Wilkinson entered an Albatross in the same event several years later. “We were leading for about three hours but then the bolt retaining the rudder quadrant sheered off” says Wright. “We ended up about sixth”.
Paris six hour
That was no mean achievement, because the event was a notorious boat breaker. Some 80 had started, but only 20 finished. “I can distinctly remember the wreckage. Most of the boats then were wooden, and they were self-destructing like matchboxes. There were drivers and cranes everywhere. We were racing through tow-ropes and between barges”.
As they became available, 1100, 1300 and eventually 1500 Ford Cortina motors, were used to power the ever-popular two-seaters, from the late 1950s onwards.
There were also limited editions, such as the Corsair and slipper (with a Roots engine) of which less than a half a dozen were built, and the twin cockpit slipper-stern model Twenty one (a lengthened Continental with a twin-carb Sunbeam Rapier engine) dating from the late 1950s and early 1960s.
The A series was conceived in 1959, 13ft (1m) long with a beam of 4ft 10in (1.5m) and 1ft 6in (0.5m) draught. Albatross tried different methods of design than before. Instead of developing the hull from cylinders, we did it from cones. It worked well because we got a better shape. We had the first prototype on the water by January 1960, and were racing it locally that year.
“Archie always believed in local racing, purely for improving the breed. He reckoned you could get about five years ‘of normal use into a season’s racing, and show up the weak parts. “
Tragically, in 1957 Archie Peace had contracted multiple sclerosis, at the age of 40. And following this Bruce Campbell and Peter Hives after a disagreement between the three left the firm.
MS is relentless, and his health deteriorated rapidly. He couldn’t see very well. He couldn’t walk. Injections bucked him up every now and again and, being stubborn, he still had ambitions for Albatross. He was always experimenting.
His unsuccessful last-ditch attempt was a MkV, in GRP. There was an 18-footer on the drawing board, to be powered by a 4.2lt Jaguar engine, which would have caused quite a stir. But eventually Peace had to give up, and the firm closed down in about 1966. His death in 1969 was not widely reported in the press.
In 2009 John Fildes bought an A series, not really knowing what he had let himself in for.
After much research, and traveling the length and breadth of the country to find out all he could about Albatross, John was finally able to launch his boat in 2010.
Duncan Peace and John enjoy a moment of rest between races
Having enjoyed the experience, he bought another A series climax in November 2011, and set about restoring her. In the New Year, by chance, he met Archie’s sons who then went on to be the new owners of the boat.
After much discussion it was decided to re start Albatross Marine to try and help keep these great boats alive.
Duncan racing hard at Oulton Broad 2013
Today there are annual Albatross rallies and races for all, with the hope to keep building their profile and growing the circuit. If you like the look of it, come and join us and enjoy the fun!
The Vintage Aviator Ltd
W e endeavour to maintain absolute authenticity with the original design. We make both airworthy and static aircraft for museum display and private collections. Our engineers look after, and operate, the WW1 aircraft owned by the 1914 -18 Aviation Heritage Trust.
TVAL staff have a great deal to be proud of, a multitude of industry changing airworthy aircraft and a state of the art manufacturing facility, emphasising our commitment to engineering excellence and technical innovation. We are using the most modern technology to reproduce the most accurate aircraft reproductions from a bygone era.
TVAL has an extensive engineering facility
O ur facilities in Wellington and at the Hood Aerodrome, Masterton are capable of every aspect of aircraft and engine construction imaginable. Our most valuable resource is our skilled craftsmen - specialized woodworkers, welders and machinists, and people experienced in the complexities of fabric covered aircraft. This is the first time since WW1 that these aircraft are being produced in a factory setting, although we utilise the most modern CNC and CAD technology to increase accuracy and reduce labour costs. Working relationships with other restoration facilities and museums in Europe, Australia, Canada and in the USA assists TVAL in sourcing information as well as technical data and original parts for duplication and reproduction.
Parts Tracking and handling of parts
Our certification basis requires us to maintain detailed records of all components. To do this we inventory every item that comes into our facility. We have company forms for cataloguing, identifying and measuring each component.
Our customers are generally private collectors and museums. We are currently building aircraft and overhauling engines for customers in Australia, New Zealand, Europe and the USA.
Knox makes first albatross in Valspar history
PALM HARBOR, Fla. – If choosing a player to make history on a par 5 this week at the Valspar Championship, Russell Knox would have been pretty low on the list of likely prospects.
Knox is hardly known as one of the Tour’s longest hitters, with his 292-yard average off the tee ranking him 108th in driving distance this season. But he threw the stats out the window during the opening round at Innisbrook, holing a 3-wood from 275 yards away on No. 11 for the first-ever albatross in tournament history.
“It’s a very quick way to go from 2 over to 1 under, I promise you that,” Knox said. “I mean obviously it’s a massive bonus for it to go in. I was very happy with the beautiful shot, and for it to go in the hole, huge bonus. I would have been delighted with a birdie, let alone an albatross.”
The shot flipped Knox’s round on its head. After struggling on his outward half, including a sloppy double bogey at No. 9, he shot an inward 29 that was bogey-free and included three birdies in the five holes after his albatross. At 4 under, the Scot finds himself one shot off the early lead shared by Joel Dahmen and Sepp Straka.
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It’s a good start to an important week for Knox as he looks to secure his third career Masters appearance. He is currently No. 62 in the Official World Golf Ranking, having barely snuck into the field for next week’s 64-man WGC-Dell Technologies Match Play, and has the next two weeks to play his way inside the top 50 to earn an invite to Augusta National.
“I was happy just to make it into the Match Play,” said Knox, who finished T-35 last week at TPC Sawgrass. “So now to have a chance (at the Masters), it’s great. All I wanted was to have a chance.”
Here we demonstrated that several aspects of the foraging behavior of black-browed and grey-headed albatrosses breeding at South Georgia were related to age. While this study was purely cross-sectional, and inferences about the consequences of foraging behavior for fitness could not be tested at the individual level, it nevertheless identified some clear patterns at the population-level. As more studies seek to better link tracking data to physiology and life-history decisions and events of individuals, there will be increasing opportunity to ask complex questions regarding relationships between age-specific variation in behavioral traits and multiple aspects of fitness ((breeding success, timing of breeding, chick growth rates etc.), ). These questions are of fundamental ecological and evolutionary interest  and are likely to have important consequences for the population dynamics of these threatened albatrosses as well as other species of long-lived seabirds [17, 27, 75]. Young or old individuals may be disproportionally impacted by poor environmental conditions because of lower foraging efficiency or differences in distribution, and such changes are likely to become more prevalent under predicted scenarios of global warming . Marine protection measures could benefit some age and sex classes more than others, and potentially target young and mid-aged individuals that will make the most contribution to population growth rate over the long term .
Albatros W.5 - History
Albatross Fine Cabinetry has been crafting fine cabinetry since 1999. As owner and principle craftsman, Blair Kasneci has built his reputation based on meticulous attention to detail, vast knowledge of woodworking and design and a limitless imagination. Blair began his training in Scandinavia restoring antiquated buildings to their original beauty and form. He later worked with experienced European craftsmen who taught him the skill of cabinetry making. As a result of these experiences, Blair has been able to bring his expertise to the manufacturing of quality pieces of furniture and cabinetry that are both elaborate in terms of structure and simple in design.
At Albatross we strive to create handcrafted, custom finished cabinetry that exceeds our customers' expectations. We have designed and built one of a kind kitchens and cabinets for a variety of custom homes as well as exquisite furniture such as tables and chairs. Through the use of the finest materials and employing only experienced craftsmen, Albatross ensures that our products will be long lasting, functional and beautiful.
Albatros Datenservice GmbH won the SAGA tender, in 2009, to provide the governing body of amateur golf in South Africa with a handicap solution.
In 2010, Albatros entered into an agreement with the SAGA to implement the handicap system. Soon after, SAGA formed a joint venture company with Super-Brands (Pty) Ltd to form Handicaps Network Africa (Pty) Ltd (HNA).
Volker Schorp, Managing Director of Albatros Datenservice GmbH, worked tirelessly in winning the tender. Once the agreement, mentioned above, was entered into, he and project manager Steven Bukenberger then went about setting up an operation in South Africa. And so began the company Albatros Golf Solutions, wholly owned by its German parent company, which now works very closely with HNA.
“It was a huge task in the beginning,” explains Schorp. “Not only did we have to create the central system we also had to import all scoring records from another service provider. This presented us with long working days and some interesting challenges. I am pleased to report that we met all deadlines and got the handicap system up and working on schedule.”
Today the company employs eight people and is based in Cape Town, South Africa.
Albatros Datenservice GmbH is a creator of and specialist in golf software products.
The company is based in Karlsruhe in the south of Germany. It employs over 30 people on a full time basis.
The golf club business is the primary focus area of the company. “More than twenty years ago I started with the company and have built it up into a multinational business,” said Volker Schorp, the managing director. “Golf Clubs have become big business requiring a lot of automation of systems and processes to run profitably.”
To this end the Albatros software has expanded it’s product range for clubs. It now sells and supports it club products in twelve countries, primarily focused around Europe. In addition it has expanded its offering to include products for Golf Federations. “The central handicap solution we provide the SAGA we are using in a various forms with four other Federations,” explained Schorp.
With over 1,000 golf clubs using the software, Albatros has become a major player in the sport’s business.
Welcome to Montauk, NY
Nestled perfectly in between the beach and downtown Montauk, Daunt’s Albatross provides family-friendly hotel lodging less than 100 feet from the ocean, and 100 feet from Main St. Surrounded by the town’s best attractions: restaurants, bars, beaches, nature trails, and shops, everything you will need is a short walk away from our family-run motel. With free parking, Wi-Fi, an outdoor salt-water pool, and free bike rentals we have you covered both on and off the premises.
What we have:
- Free On-Site Parking
- Multiple Guest Room Options for Every Need
- HDTV w/ HBO
- Special Summer Time Amenities
- Vintage VHS Collection w/ Players in Rooms
- Open-Faced Pizza Oven and Gas Grills
- Outdoor Salt-Water Pool
- Free Bike Rentals
- Leo and Jimmy Daunt live on premises, ensuring that every detail of the trip is well looked after.
- Local Receptionists who can guide you to all of the best restaurants, hikes, and shops in town.
Group Packages and Rates
- We often host large groups for weddings, family reunions, and everything in between! Our group discount rate starts at 10% when you book at least 5 rooms. Call us and we will customize your own stay to make it as stress-free as possible.
Keeping Montauk “Montauk” since 1977.
We wish to welcome you to the Albatross in all seasons. Add something extra, or bring the price down a little.
One of the most common questions our front desk deals with is “What is there to do in Montauk when it’s. Read more
We love all things yoga and wellness at Daunt’s Albatross! So much so that we are hosting not one but three. Read more
Here at Daunt’s Albatross we are all about rest and relaxation for all our guests and especially for our. Read more