DOCSLIB.ORG

4 Annual Report ~

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
4 Annual Report ~ ~- ---~{ -. --- --~ AEROSPACE INDU.STRIES ASSOCIATION OF AMERICA, INC. 19?4 Annual Report ~ .,.. AlA OFFICERS T. G. POWNALL, Chairman of the Board T. A. WILSON, Vice Chairman of the Board KARL G. HARR, JR., President SAMUEL L. WRIGHT, Vice President/Secretary l GEORGE F. COPSEY, Treasurer EXECUTIVE COMMITTEE T. G. POWNALL, Martin Marietta Aerospace T. A. WILSON, The Boeing Company PAUL THAYER, 17ze LTV Corporation KARL G. HARR, JR., Aerospace Industries Association MARK MORTON, General Electric Company ROBERT ANDERSON, Rockwell International Corporation CARL L. SADLER, Sundstrand Corporation R. D. DELAUER (DR.), TRW Inc. BOARD OF GOVERNORS JAMES R. DEMPSEY, Vice President and Group Executive, Avco Corporation WILLIAM C. PURPLE, President, Aerospace-Electronics Group, The Bendix Corporation T. A. WILSON, Chairman and Chief Executive Officer, The Boeing Company HARRY H. WETZEL, President, The Ga"ett Corporation DAVID S. LEWIS, Chairman and Chief Executive Officer, General Dynamics Corporation MARK MORTON, Vice President and Group Executive, Aerospace Group, General Electric Company C. B. McKEOWN, Executive Vice President, Engineered Systems Co., The B. F. Goodrich Company A. E. PUCKETT (DR.), Executive Vice President and Assistant General Manager, Hughes Aircraft Company K. ROBERT HAHN,Executive Vice President, Lear Siegler, Inc. DANIEL J. HAUGHTON, Chairman of the Board, Lockheed Aircraft Corporation PAUL THAYER, Chairman and Chief Executive Officer, The LTV Corporation T. G. POWNALL, President, Martin Marietta Aerospace CONTENTS S. N. McDONNELL, President and Chief Executive Officer, McDonnell Douglas Corporation GERALD J. LYNCH, Chairman and Chief Executive Officer, Menasco Manufacturing Company 2 Message to the Membership EDWARD L. MONTGOMERY, Executive Vice President, Aerospace and Communications Operations, Phi/co-Ford Corporation 4 Aerospace Operations Service D. BRAINERD HOLMES (DR.), Executive Vice President, Raytheon Company 8 Aerospace Procurement Service ROBERT ANDERSON, President and Chief Executive Officer, Rockwell International Corporation 13 Aerospace Research Center B. F. RAYNES, Chairman and Chief Executive, Rohr Industries, Inc. 14 Aerospace Technical Council ROBERT E. McDONALD, President, Sperry Rand Corporation CARLL. SADLER, President, Sundstrand Corporation 20 International Service JAMES L. MURRAY,President, Teledyne CAE 22 Office of Pub Iic Affairs BARRY J. SHILLITO,President, Teledyne Ryan Aeronautical WILLIAM G. GISEL,President, Bell Aerospace Company, Textron, Inc. 24 Traffic Service R. D. DELAUER (DR.), Executive Vice President, TRW Inc. 26 Transport Aircraft Council HARRY J. GRAY, Chairman, President and Chief Executive Officer, United Aircraft Corporation T. J. MURRIN, President, Public Systems Company, Westinghouse Electric Corporation 27 Organizational Chart KARL G. HARR, JR., President, Aerospace Industries Association In the year 1973, the aerospace industry reversed the trend of Message to the declining sales which began in 1968 and posted an 8.7 percent increase in sales to a total of $24.9 billion. Now, in reporting Membership on 1974, a comparable increase was attained despite such interrelated factors as the energy shortage, increases in both labor and material costs, and worsening domestic and foreign economic conditions. In fact, during 1974 sales rose more than 9 percent to $27 billion; and, other factors being relatively stable, we can see the possibility of an additional increase of 6.8 percent in 1975 to MR. HARR $29 billion. AEROSPACE INDUSTRY SALES 1968 TO DATE (Billions of Dollars) $30 ..--------------------, 25 20 -----~- 15 10 5 0 1968 '69 '70 '71 '72 '73 NOTE : E Estimated This good news must be put in perspective by reporting that these sales figures of the last three years are stated in current dollars, and therefore encompass exceptionally high rates of inflation. Translated into 1968 dollars, the declining trend in sales has not stopped but only slowed appreciably. Again, in terms of constant 1968 dollars, sales declines will continue unless the nation is successful in its efforts to stem inflation and arrest the current recessionary movement of our national economy. In other words, it might be said that the aerospace industry is "about level and holding." Other aspects of the industry's performance in 197 4 bear noting: • Sales to the Department of Defense, which decreased in 1973, recouped in 1974, and sales to NASA increased for the first time since 1968. As forecast, commercial aerospace sales posted the largest percentage increase, up 22 percent to an all·time high of $7.5 billion. Sales of non-aerospace products by aerospace firms was a close second in percentage of increase, approaching $4 billion for the first time. 2 The latter two categories were the only ones to post percentage mittee of the Board of Governors. Examples of subjects covered increases in terms of constant 1968 dollars. include: • New plant and equipment expenditures increased by some • Trade reform. 45 percent, continuing a trend begun in 1972. • Energy patent policies. • Estimated net profits on sales after taxes climbed to 3.4 • Extension of Export-Import Bank operations. percent from 2.9 percent in 1973, but aerospace's 3.4 • International trade. percent still is little more than half the estimated 6 per­ • The Renegotiation Act. cent profit for all manufacturing corporations. • The Service Contract Act. • The aerospace industry payroll rose slightly over the • The Workmen's Compensation Act. 1973 level to an estimated 968,000 in 1974. In addition, the Association's position on a variety of other • Rei iable yearend estimates indicated that aerospace indus­ subjects was presented to ap)'lropriate committees and subcom­ try exports continued their steady upward movement, mittees of Congress. climbing by about one-third to nearly $6.9 billion in AI A continued to be active in the International Coordinating 1974. However, despite this outstanding contribution, Council of Aerospace Industries Associations (ICCAIA), an the U.S. suffered an overall trade deficit of $3.1 billion. organization that gives the manufacturers of civil aircraft a • The backlog of orders for major aerospace companies in­ voice in the proceedings of the International Civil Aviation creased slightly during 1974 to $32 billion, the $400 Organization (ICAO). million upswing almost totally in U.S. Government con­ The one-year extension of my original term as Chairman of tracts. ICCAIA expired at the end of 1974 and Dr. E. Gonzalez Garcia, President of the Association Europeenne des Constructeurs de U.S. EXPORTS OF AEROSPACE PRODUCTS Materiel Aerospatial (AECMA) and ATECMA of Spain, was AND AEROSPACE CONTRIBUTION elected Chairman and David Mundy of Air Industries Asso­ TO U.S. BALANCE OF TRADE ciation of Canada was confirmed as Vice Chairman. (Billions of Dollars) Although the charter for ICCAIA calls for its Secretariat to $8r-----------------------------~ move with the chairmanship, the suggestion that AlA retain it was accepted. I believe that this move was proper and logical ~' 7 ,~ , because it will provide continuity to the relationship with ICAO. I,' Regular semi-annual AlA membership meetings were held I~ in May and November. At the latter meeting, T. A. Wilson, 6 II II Chairman and Chief Executive Officer, The Boeing Company, 1/ was elected to succeed T. G. Pownall, President, Martin Marietta I I 5 I Aerospace, as Chairman of the Board of Governors on Jan. 1, I 1975. S. N. McDonnell, President and Chief Executive Officer, McDonnell Douglas Corporation, was elected Vice Chairman of 4 the Board. A complete list of key personnel for 1974 precedes this message. During the months between regular meetings, conferences with the members of the Executive Committee of the Board of Governors provided valuable guidance for the Association. And 2 AEROSPACE BALANCE OF TRADE as in the past, strong support by member company experts (Exports Minus Imports) made possible a continued high level of productive. effor:.t, Highlights and details are covered in the following sections of this 1974 Annual Report. NOTES: Totals are in current dollars Respectfully submitted, E Estimated During the year, I testified before Congress or submitted statements 0!1 subjects of direct interest to the aerospace in­ /)r-- I dustry. These activities were undertaken with the guidance KARL G. HARR, JR. and support of the AlA membership and the Executive Com- President 3 Aerospace The Service was involved in a wide variety of projects during Operations 1974. Service Quality Resources Study An annual update of AlA's continuing survey of quality costs was conducted. It serves as a quality management tool The Aerospace Operations Service is concerned with and a reference for various company management functions the management fields of manufacturing, quality as­ concerned with quality costs and staffing. Training and guid­ surance, subcontract and materiel management, and ance was provided member companies to assure that the sur­ post-delivery product support. Its six committees are vey questions would be uniformly interpreted. Resultant data augmented by subcommittees, ad hoc groups of spe­ provided valid comparisons with prior years and identified cialists, and project task panels of industry experts. changes and trends in the costs of quality assurance. They handle tasks related to new and revised govern­ Review and Comment ment policies, regulations, statutes and procedures, on Government Specifications and initiate projects-by industry or government re­
Load more

Recommended publications
  • PDF Download
    August 2008 | Volume VII, Issue IV www.boeing.com/frontiers The Weapons Program team at Boeing is reinventing itself to better meet emerging warfighter needs. August 2008 Volume VII, Issue IV BOEING FRONTIERS ON THE COVER: Mike Dour performs final-assembly tasks on a Small Diameter Bomb in St. Charles, Mo. RICHARD RAU PHOTO COVER STORY RICHARD RAU PHOTO BULLSEYE | 12 Otis Stith uses ergonomic handling equipment to move a Joint Direct Attack Munition tailkit from the St. Charles, Mo., assembly line to the packaging area. He’s a member of the newly formed Weapons Programs organization, which is reinventing itself to better meet warfighter needs and deliver even greater capabilities to U.S. and allied forces. FEATURE STORY | 50 Rich history, strong future Turkey reveres its storied past as it moves confidently into a technologically capable, global future. With 65 percent of its population age 34 and under, the country is working to develop a tech-savvy work force. That’s important to Boeing, which is undertaking a cross-enterprise approach to doing business in this market—the home to customers in both the commercial and defense segments. BOEING FRONTIERS AUGUST 2008 3 Contents BOEING FRONTIERS A clean handoff | 22 In July, the first P-8A Poseidon achieved “factory complete” status as workers at the Boeing Commercial Airplanes factory in Renton, Wash., rolled it off the moving assembly line. Now, Integrated Defense Systems teammates will com- plete systems integration and functional checks. A load of assistance | 27 Boeing Commercial Airplanes’ structures engineer- ing team was spread thin supporting several development programs.
    [Show full text]
  • NTSB Report AAL1572 Bradley Airport, 1995
    PB96-910405 > NTSB/AAR-96/05 DCA96MA008 NATIONAL TRANSPORTATION SAFETY BOARD WASHINGTON, D.C. 20594 AIRCRAFT ACCIDENT REPORT COLLISION WITH TREES ON FINAL APPROACH AMERICAN AIRLINES FLIGHT 1572 McDONNELL DOUGLAS MD-83, N566AA EAST GRANBY, CONNECTICUT NOVEMBER 12, 1995 . 6638B m *%L’bww*&*+ ‘. ‘. - .,, -. --3 The National Transportation Safety Board is an independent Federal agency dedicated to promoting aviation, railroad, highway, marine, pipeline, and hazardous materials safety. Established in 1967, the agency is mandated by Congress through the Independent Safety Board Act of 1974 to investigate transportation accidents, determine the probable causes of the accidents, issue safety recommendations, study transportation safety issues, and evaluate the safety effectiveness of government agencies involved in transportation. The Safety Board makes public its actions and decisions through accident reports, safety studies, special investigation reports, safety recommendations, and statistical reviews. Information about available publications may be obtained by contacting: National Transportation Safety Board Public Inquiries Section, RE-51 490 L'Enfant Plaza, S.W. Washington, D.C. 20594 (202)314-6551 (800)877-6799 Safety Board publications may be purchased, by individual copy or by subscription, from: National Technical Information Service 5285 Port Royal Road Springfield, Virginia 22161 (703)487-4600 NTSB/AAR-96/05 PB96-910405 NATIONAL TRANSPORTATION SAFETY BOARD WASHINGTON, D.C. 20594 AIRCRAFT ACCIDENT REPORT COLLISION WITH TREES ON FINAL APPROACH AMERICAN AIRLINES FLIGHT 1572 McDONNELL DOUGLAS MD-83, N566AA EAST GRANBY, CONNECTICUT NOVEMBER 12, 1995 Adopted: November 13, 1996 Notation 6638B Abstract: This report explains the accident involving American Airlines flight 1572, an MD-83 airplane, which was substantially damaged when it impacted trees in East Granby, Connecticut, while on approach to runway 15 at Bradley International Airport, Windsor Locks, Connecticut, on November 12, 1995.
    [Show full text]
  • In the Court of Chancery of the State of Delaware
    IN THE COURT OF CHANCERY OF THE STATE OF DELAWARE THOMAS P. DiNAPOLI, COMPTROLLER OF THE STATE OF NEW YORK, AS ADMINISTRATIVE PUBLIC VERSION HEAD OF THE NEW YORK STATE FILED ON: June 30, 2020 AND LOCAL RETIREMENT SYSTEM, AND AS TRUSTEE FOR THE NEW YORK STATE COMMON RETIREMENT FUND, and FIRE AND POLICE PENSION ASSOCIATION OF COLORADO, Plaintiffs, v. C.A. No. 2020-0465-AGB KENNETH M. DUBERSTEIN, MIKE S. ZAFIROVSKI, ARTHUR D. COLLINS JR., EDWARD M. LIDDY, ADMIRAL EDMUND P. GIAMBASTIANI JR., DAVID L. CALHOUN, SUSAN C. SCHWAB, RONALD A. WILLIAMS, LAWRENCE W. KELLNER, LYNN J. GOOD, ROBERT A. BRADWAY, RANDALL L. STEPHENSON, CAROLINE B. KENNEDY, W. JAMES MCNERNEY JR., DENNIS A. MUILENBURG, KEVIN G. MCALLISTER, RAYMOND L. CONNER, GREG SMITH, J. MICHAEL LUTTIG, GREG HYSLOP, and DIANA L. SANDS, Defendants. and THE BOEING COMPANY, Nominal Defendant. VERIFIED STOCKHOLDER DERIVATIVE COMPLAINT {FG-W0467081.} Plaintiffs Thomas P. DiNapoli, Comptroller of the State of New York, as Administrative Head of the New York State and Local Retirement System, and as Trustee of the New York State Common Retirement Fund, and Fire and Police Pension Association of Colorado, stockholders of The Boeing Company (“Boeing,” the “Company,” or “Nominal Defendant”), bring this action on Boeing’s behalf against the current and former officers and directors identified below (collectively, “Defendants”) arising from their failure to monitor the safety of Boeing’s 737 MAX airplanes. The allegations in this Complaint are based on the knowledge of Plaintiffs as to themselves, and on information and belief, including the review of publicly available information and documents obtained under 8 Del.
    [Show full text]
  • FROM the GROUNDUP September 2004 CAPABILITIES BROCHURE
    Vought Aircraft Industries, Inc. www.voughtaircraft.com INTEGRATED AEROSTRUCTURES FROM THE GROUNDUP September 2004 CAPABILITIES BROCHURE Airbus A330/A340 In 1988, we became the Boeing 747 We’ve built panels for the main first major U.S. structural assemblies supplier to fuselage, doors and the empennage section for more Airbus with the award of wing components for than 1,350 Boeing 747 aircraft since the program the A330/A340 long-range aircraft. Deliveries began in 1968. began in 1990, exceeding the 500 shipset mark in 2002. 2 PROVEN Lockheed Martin C-130J Hercules Northrop Grumman B-2 Spirit Our company has delivered more than 2,200 We were one of three team members on the empennage sections to Lockheed Martin B-2 program, with responsibility for more since becoming a supplier on the C-130 structure than any other team member. program in the 1950s. Through our heritage companies, we have been a premier supplier to the aerospace industry for nearly nine decades. Vought is a proven leader in providing aerostructures of superior quality to our customers. We’ve helped shape many major aircraft programs over the years – from small business jets to jumbo airplanes, and tactical fighters to cargo aircraft. From the ground up, Vought creates quality structures that help our customers take flight. 3 Boeing C-17 Globemaster III Robotic Tack Cell Machine We have consistently driven down the price of the Our new robotic tack cell transforms a six-step C-17 components we build through continuous process into a single operation. The six-axis producibility improvements.
    [Show full text]
  • Explaining the Differing U.S. and Eu Positions on the Boeing/Mcdonnell-Douglas Merger: Avoiding Another Near-Miss Ericj
    EXPLAINING THE DIFFERING U.S. AND EU POSITIONS ON THE BOEING/MCDONNELL-DOUGLAS MERGER: AVOIDING ANOTHER NEAR-MISS ERICJ. STOCK* 1. BACKGROUND Given the way that the controversy over the Boeing/McDonnell-Douglas merger was portrayed in the media, one might conclude that the dispute was solely about U.S. and EU authorities attempting to protect their national interests and their own "national champion" aircraft manufacturer. As has been previously pointed out,' however, the Boeing/McDonnell- Douglas merger raised a number of controversial economic and legal questions, and the differing conclusions reached on opposite sides of the Atlantic can also be explained by fundamental differences in the legal philosophies and economic assumptions of the U.S. and European merger-review authorities. This article attempts to identify and elaborate on some of these differences as manifested in the opposing conclusions in the Boeing/McDonnell-Douglas case. Without attempting to resolve which enforcement body's approach is preferable, the article identifies various limitations and questionable economic assumptions underlying each body's analysis and concludes that both sides of the Atlantic could benefit from a more balanced and comprehensive approach. The article begins, in Section 1, by providing the background for the dispute over the Boeing/McDonnell-Douglas merger, including: (1) identifying the U.S. and EU bodies responsible for * J.D., Harvard Law School, magna cum laude, 1998. The author, a member of the New York State Bar, is currently serving as a law clerk to Judge Allen G. Schwartz in the United States District Court for the Southern District of New York.
    [Show full text]
  • 18842020.Pdf
    SP’s AN SP GUIDE PUBLICATION 100.00 (INDIA-BASED BUYER ONLY) BUYER 100.00 (INDIA-BASED ` aviationSHARP CONTENT FOR A SHARP AUDIENCE www.sps-aviation.com VOL 23 ISSUE 4 • 2020 OEMs’ MERGER COVID-19 RAYTHEON & UTC COME THE INDIAN AIR FORCE TOGETHER TO CREATE RESPONSE RAYTHEON TECHNOLOGIES BUSINESS AVIATION & WAY FOWARD MRO FUTURE OF INDIA’S AIRLINE INDUSTRY BUSINESS: CURRENT SCENARIO AIRCRAFT SANITISING IN INDIA TECHNIQUES TAXATION: LAST WORD FINALLY – BOOST AIRLINE INDUSTRY FOR INDUSTRY IN DISTRESS ONE-ON-ONE NOT JUST VIP JET’S UNIQUE LEVEL OF RECONFIGURATION BUT PAGE 11 MUCHLUFTHANSA TECHNIK, CELEBRATING MORE ITS 25TH YEAR IN 2020, RNI NUMBER: DELENG/2008/24199 OFFERS RELIABLE SERVICE AND FULFILMENT FLYING INTO TOMORROW As we complete yet another milestone in our journey, we take a moment to thank all our customers, partners, and employees who supported us in becoming what we are today: the world’s most acknowledged MRO provider. PUBLISHER AND EDITOR-IN-CHIEF Jayant Baranwal SENIOR EDITOR Air Marshal B.K. Pandey (Retd) TABLE OF CONTENTS DEPUTY MANAGING EDITOR Neetu Dhulia SENIOR TECHNICAL GROUP EDITOR Lt General Naresh Chand (Retd) GROUP EXECUTIVE EDITOR AN SP GUIDE PUBLICATION Vishal Thapar SP’s STAFF CORRESPONDENT Ayushee Chaudhary 100.00 (INDIA-BASED BUYER ONLY) BUYER 100.00 (INDIA-BASED ` aviationSHARP CONTENT FOR A SHARP AUDIENCE CONTRIBUTORS www.sps-aviation.com VOL 23 ISSUE 4 • 2020 India: Air Chief Marshal F.H. Major (Retd), OEMs’ MERGER COVID-19 VOL 23 ISSUE 4 • 2020 RAYTHEON & UTC COME THE INDIAN AIR FORCE Satyendra Pandey,
    [Show full text]
  • The Boeing/Mcdonnell Douglas Merger Review: a Serious Stretch of European Competition Powers Sondra Roberto
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Brooklyn Law School: BrooklynWorks Brooklyn Journal of International Law Volume 24 | Issue 2 Article 7 1-1-1998 The Boeing/McDonnell Douglas Merger Review: A Serious Stretch of European Competition Powers Sondra Roberto Follow this and additional works at: https://brooklynworks.brooklaw.edu/bjil Recommended Citation Sondra Roberto, The Boeing/McDonnell Douglas Merger Review: A Serious Stretch of European Competition Powers, 24 Brook. J. Int'l L. 593 (1998). Available at: https://brooklynworks.brooklaw.edu/bjil/vol24/iss2/7 This Article is brought to you for free and open access by the Law Journals at BrooklynWorks. It has been accepted for inclusion in Brooklyn Journal of International Law by an authorized editor of BrooklynWorks. NOTE THE BOEING/MCDONNELL DOUGLAS MERGER REVIEW: A SERIOUS STRETCH OF EUROPEAN COMPETITION POWERS I. INTRODUCTION In 1990, just before the long-awaited Merger Regulation1 promulgated by the then-titled European Economic Community was to take effect, a leading scholar on European competition law, Barry Hawk, predicted that the European Commission's (EC) "broad remedial powers under the Regulation may raise jurisdictional and comity issues if the EC attempts to invoke them in transactions involving non-Community firms."2 Today, this prediction has become a stark reality, most recently evi- denced by the heated controversy surrounding the EC's review of the merger between Boeing and McDonnell Douglas, two U.S. aircraft manufacturing giants. The EC, as part of a remedial condition of its approval of the merger under the Merger Regulation, insisted that Boeing relinquish "exclusive supply" contracts that the manufacturer had sealed with three U.S.
    [Show full text]
  • April, 2010 Visit Us at Sikorskyarchives.Com (203) 386-4356 I (203) 386-4218 Contact Us at [email protected]
    United Aircraft Corporate, Pratt & Whitney Canada, and Sikorsky Aircraft Collaborated in the Past to Conquer Land, Sea and Air Assault Support Patrol Boat (ASPB) Turbo Train ABC uring the lean production years of the mid 1960s to the mid 1970s, Sikorsky Dand corporate entities developed the Turbo Train, the Assault Support Patrol Boat, the S-58T and the Advancing Blade Concept (ABC) Helicopters. All of these systems were powered by specifi c versions of the Canadian Pratt & Whitney PT-6 shaft turbine engines. S-58T April, 2010 Visit us at Sikorskyarchives.com (203) 386-4356 I (203) 386-4218 Contact us at [email protected] Newsletter © 2006. The Igor I. Sikorsky Historical Archives Inc. All rights reserved. April, 2010 2 April, 2010 3 The TurboTrain was conceived by United weight Canadian Pratt & Whitney ST-6 shaft turbine Aircraft Corporate Systems, and was developed by engines located in the Power Dome Car per Figure the Surface Transportation Systems of Sikorsky Air- (1) provide the power to the drive system. Single craft. In January 1966, United Aircraft was awarded a axle truck installations result in low track friction. contract by the U.S. Department of Transportation for Improved passenger ride comfort was achieved by two three-car TurboTrains to operate between Boston supporting the cars from above through a pendulum and New York. Shortly thereafter, Canadian National structure shown in Figure (2). This arrangement Railways signed a contract for fi ve seven-car trains causes the car body to bank inward on curves like an to operate between Montreal and Toronto. The trains airplane.
    [Show full text]
  • N UAC Turbotrain
    N Scale CN Turbo Hand-painted 3D-printed sample It’s a train – It’s a plane – It’s THE TURBO! The United Aircraft TurboTrain is an important part of our railroad that the Turbo could travel much faster than regular trains on heritage. The Turbo was a high-speed passenger train that operat- conventional track. It was a high-speed train without the need to ed in Canada and the United States from the 1960s to the 1980s. invest in high-speed train infrastructure. To this day, it is the fastest production train in North American history. It achieved the American speed record of 170.8 MPH in The American TurboTrain operated first for Penn Central and 1967 and the Canadian speed record of 140.6 MPH in 1976, then toured the United States in 1971 to introduce the nation to both of which still stand today. Amtrak. The Amtrak Turbo operated mainly between New York and Boston until 1976. In Canada, the Turbo operated first for CN The TurboTrain was designed and marketed by United Aircraft and later for VIA Rail Canada. Operating between Montreal and Corporate Systems Center (later Sikorsky Aircraft) as a gas Toronto (and, for a time, Ottawa), the Turbo became one of the turbine-powered, high-speed intercity train. Each train was pow- most reliable trains in the country. Sadly, the Turbo era came to an ered by four or five Pratt & Whitney ST-6 gas turbine engines, end in 1982. Each and every Turbo was scrapped. with an additional gas turbine providing auxiliary power.
    [Show full text]
  • Why We're Here
    Why We’re Here Treasure hunt Boeing archives are a growing repository of a fascinating history By Diane Stratman As an archivist for Boeing in Southern California, Pat McGinnis helps find and safeguard the company’s historical treasures. In this Frontiers series that profiles employees talking about their job, McGinnis shares what it’s like to have a front-row seat to the fascinating legacy of Boeing and its heritage companies. PHOTO: BOEING have one of the most intriguing jobs at Boeing. I collect and the 1930s—Olivia de Havilland—in a C-53 aircraft, a military ver- catalog historical records. Specifically, I maintain the Boeing sion of the DC-3. And in a crate in Downey, Calif., I found a hatch I Historical Archives, a repository for selected company records from an Apollo test spacecraft. that have particular historical significance. My career as an archivist began in the mid-1990s. I worked in Records of interest include printed and electronic files of the Marketing department at McDonnell Douglas. As time allowed, engineering documents, correspondence, technical papers, I developed an avid interest in the archive files. I was fascinated— maps, photographs and negatives, films and video advertising. sometimes until 10 or 11 at night—by the endless documents and One of the most interesting items I’ve located is the boyhood photos that told a great story about a great company. My curiosity journal of Donald W. Douglas Sr. The journal revealed that gradually evolved into a part-time component of my job. Douglas, at age 16, convinced his mother to let him attend a Following the merger with Boeing in 1997, part time turned into Wright brothers’ demo flight in 1908.
    [Show full text]
  • Historical Perspective Boeing Frontiers / September 2010 11
    e was eccentric and controversial, and wealthy almost beyond measure, a “ I want to be maverick businessman and Hollywood movie producer who in his later years The need for Hbecame a recluse. remembered for But Howard Hughes Jr. also was passionate about aviation, an aerospace pioneer and record-setting pilot who left a legacy of companies and accomplishments that only one thing— shaped the future of Boeing, and of airplanes that advanced aircraft design and flight and are a part of aviation history. my contribution This month marks the 75th anniversary of a record-breaking performance by one of those airplanes, the H-1 Racer. On Sept. 13, 1935, Hughes piloted the H-1 at 352 mph to aviation.” (566 kph) over a measured speed course near Santa Ana, Calif., shattering the existing – Howard Hughes international record of 314 mph (505 kph). It was the H-1 that gave birth to Hughes Aircraft Co., which was established that speed same year. Boeing’s satellite business in El Segundo, Calif., and its helicopter business in Mesa, Ariz., have their roots in the aviation company Hughes founded. But the connection between Boeing and Howard Hughes goes back even further. Hughes was born in Houston in 1905, the son of a wealthy oil industrialist. By 1931, the young Hughes was already a well-known motion picture producer and an emerging pilot with a passion for speed and an eye for accuracy and detail. He admired Charles Lindbergh and had started to make a name for himself as an aviator with a Boeing airplane, the 100A.
    [Show full text]
  • Pratt % Whitney Air Craft Division of United Aircraft
    wmm Reviewers Class. Cat* [SPECIAL REREVIEWl ti' t.j .1 j DETERMINATION | 1 — 1 Qc.'b Jl— NO.. ^ ....... PWAC-275 ADVANCED NUCLEAR TURBOJET POWERPLANT CHARACTERISTICS SUMMARY FOR SUPERSONIC AIRCRAFT March 13, 1959 MjuttioW0 ' CONTRACT AT (ll-l)-229 PRATT % WHITNEY AIR CRAFT DIVISION OF UNITED AIRCRAFT CORPORATION MIDDLETOWN • CONNECTICUT CANEL DISCLAIMER This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof. D ISC LA IM ER Portions of this document may be illegible in electronic image products. Images are produced from the best available original document. DISTRIBUTION LIST Copy No. AF Plant Representative, Boeing, Seattle ---------------- ------------------------------- 1 - 3 AF Plant Representative, Boeing, Wichita ------------------------------------------------
    [Show full text]