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90 Years of Flight Test in the Miami Valley
in the MiamiValley History Offke Aeronautical Systems Center Air Force Materiel Command ii FOREWORD Less than one hundred years ago, Lord Kelvin, the most prominent scientist of his generation, remarked that he had not “the smallest molecule of faith’ in any form of flight other than ballooning. Within a decade of his damningly pessimistic statement, the Wright brothers were routinely puttering through the skies above Huffman Prairie, pirouetting about in their frail pusher biplanes. They were there because, unlike Kelvin, they saw opportunity, not difficulty, challenge, not impossibility. And they had met that challenge, seized that opportunity, by taking the work of their minds, transforming it by their hands, making a series of gliders and, then, finally, an actual airplane that they flew. Flight testing was the key to their success. The history of flight testing encompassesthe essential history of aviation itself. For as long as humanity has aspired to fly, men and women of courage have moved resolutely from intriguing concept to practical reality by testing the result of their work in actual flight. In the eighteenth and nineteenth century, notable pioneers such asthe French Montgolfier brothers, the German Otto Lilienthal, and the American Octave Chanute blended careful study and theoretical speculation with the actual design, construction, and testing of flying vehicles. Flight testing reallycame ofage with the Wright bro!hers whocarefullycombined a thorough understanding of the problem and potentiality of flight with-for their time-sophisticated ground and flight-test methodolo- gies and equipment. After their success above the dunes at Kitty Hawk, North Carolina on December 17,1903, the brothers determined to refine their work and generate practical aircraft capable of routine operation. -
Spinoff 2015 Cover
Air Revitalization System Enables Excursions to the Stratosphere NASA Technology Now there’s a new story in the works that builds on the nation’s history with high-flying n order to test a parachute system for surviving high-altitude bailouts, from balloons and space travel, and it involves 1959 to 1960 the US Air Force commenced Project Excelsior. It required allowing others the opportunity to see the I Captain Joseph Kittinger to complete a series of jumps from a gondola teth- world from a view that only a select few, such as ered to a helium balloon that had carried him into the stratosphere. On August Kittinger, have ever been allowed to see. 16, 1960, Kittinger completed his most audacious leap from a height of 102,800 The first chapter began as one of NASA’s feet—until recently the highest altitude reached by man in an unpowered aircraft. iconic missions, the Space Shuttle Program, was After achieving a freefall velocity of 714 miles per hour, he landed safely back on coming to an end. The agency had set its sights New Mexico soil. on new horizons, such as sending humans to Kittinger’s risky skydive proved useful for not only pilots but also NASA astro- Mars and designing other spacecraft to explore nauts. Besides the parachute, Kittinger also wore a pressurized suit to withstand the deeper reaches of the solar system. Instead being above what’s known as the Armstrong limit. At approximately 62,000 feet, of using the shuttle to get to the International or roughly 12 miles above Earth’s surface, atmospheric pressure drops so low that Space Station (ISS), astronauts would hitch water boils at temperatures as low as the human body’s. -
Static Line, April 1998 National Smokejumper Association
Eastern Washington University EWU Digital Commons Smokejumper and Static Line Magazines University Archives & Special Collections 4-1-1998 Static Line, April 1998 National Smokejumper Association Follow this and additional works at: https://dc.ewu.edu/smokejumper_mag Recommended Citation National Smokejumper Association, "Static Line, April 1998" (1998). Smokejumper and Static Line Magazines. 19. https://dc.ewu.edu/smokejumper_mag/19 This Book is brought to you for free and open access by the University Archives & Special Collections at EWU Digital Commons. It has been accepted for inclusion in Smokejumper and Static Line Magazines by an authorized administrator of EWU Digital Commons. For more information, please contact [email protected]. NON PROFIT ORG. THE STATIC LINE U.S. POSTAGE PAID NATIONAL SMOKEJUMPER MISSOULA. MT ASSOCIATION PERMIT NO. 321 P.O. Box 4081 Missoula, Montana 59806-4081 Tel. ( 406) 549-9938 E-mail: [email protected] Web Address: http://www.smokejumpers.com •I ·,I;,::., 1 Forwarding Return Postage .... ~ j,'1 Guaranteed, Address Correction Requested Ji ~~~ Volume Quarterly April 1998 Edition 5 THE STATIC LINE The Static Line Staff Compiler-Editor: Jack Demmons Advisory Staff: Don Courtney, AltJukkala, Koger Savage Computer Operators: Phll Davis,Jack Demmons PKESIDENI'7S MESSAGE I'd like to report that on April 10 at the Aerial upcoming reunion in Redding in the year 2000. Fire Depot, here in Missoula, sixteen Directors You will notice that a ballot is enclosed with and fire officers, along with several interested the newsletter to elect two members to your members, met for the Annual Board Meeting. Board of Directors. Please vote and return your Jon McBride, our Treasurer, presented a budget ballot by June 5th in the self-addressed return for the coming year, which was approved, and envelope. -
Beech 18 There Have Been Other Beechcraft Twins, but Only One "Twin Beech."
NSREWTADSGYI• S )E ~:ii (y~ Beech 18 There have been other Beechcraft twins, but only one "Twin Beech." BY PETER M. BOWERS Honors for the most versatile, noncombat twin-engine airplane ever built certainly must go to the Beechcraft Model 18. It first ....,,:"!'/. - - flew on January 15, 1937, and the last one was delivered on November 26,1969. In the years between, it underwent various air• frame and powerplant modifications and served in a variety of civil and military roles. Its continuous production life of more than 32 years, during which 9,226 were built (or extensively rebuilt), set a record that has been exceeded only by the Taylor/ Piper "Cub" line of 1931 through 1982. The Model 18 was never given a catchy Beech saw a need for an executive aircraft between the big singles and the twin-engine popular name, like the later "Bonanza"; it air/hlers and designed the Mode/18. The 18A (top) was converted to an 18B and is simply was referred to by its civil users as "The Twin Beech" and, by the military, by still in existence. The 18D (bottom) was one of three Mode/18 variants produced under ATC-684. its various service designations. When other utive aviation a relatively large and roomy weeks after its first flight, the Beech 18 re• twin-engine Beech designs were introduced eight-seater with the twin-engine capability ceived Approved Type Certificate (ATC) A• in the 1950s, the civil references had to get and reliability of an airliner. Most corporate 630. Selling price was $37,500, which was a bit more specific. -
9.4 Flight Operations Data
REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503. 1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3. REPORT TYPE AND DATES COVERED August 1995 Final Report Jan 93 - Aug 95 4. TITLE AND SUBTITLE 5. FUNDING NUMBERS Integrated Noise Model (INM) Version 5.0 User's Guide DTFA01-93-C-00078 6. AUTHOR(S) Task Orders 2 and 5 ATAC Olmstead, Bryan, Jeng, Mirsky, Rajan* VNTSC Fleming, D'Aprile, Gerbi*, Rickley*, Turner* FA565/A5012 LeTech Le, Le, Chen * subcontractors FAA Plante, Gulding (Prog. Mgr.), Vahovich, Warren 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION ATAC Corporation DOT/VNTSC LeTech, Inc. REPORT NUMBER 757 N. Mary Ave. DTS-75, Kendall Sq. 5400 Shawnee Rd #202 Sunnyvale, CA 94086 Cambridge, MA 02142 Alexandria, VA 22312 9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSORING/MONITORING U.S. Department of Transportation AGENCY REPORT NUMBER Federal Aviation Administration Office of Environment and Energy, AEE-120 FAA-AEE-95-01 800 Independence Ave. -
Captain Flashback
CAPTAIN FLASHBACK A fanzine composed for the 400th distribution of the Wait for the Bus: Turbo-Charged Party-Animal Amateur Press Association, from the joint membership of Andy The Sanguine Story Hooper and Carrie Root, residing at 11032 30th Ave. of Light Aviation NE Seattle, WA 98125. E-mail Andy at and Popular Music [email protected], and you may reach Carrie at [email protected]. This is a Drag Bunt Press Carrie and I have been watching Ken Burns’ Production, completed on 10/20/2019. latest documentary series on PBS, Country Music. It has been as fascinating and moving as CAPTAIN FLASHBACK is devoted to old the very best of Burns’ previous work, and fanzines, monster movies, garage bands and other somehow more effectively paced than most of his fascinating phenomena of the 20th Century. All films. We have found each of the chapters so written material by Andy Hooper unless indicated. engrossing that their endings come before we expect them. And this despite the fact that each Contents of Issue #11: of the first three segments ends with the death of Page 1: Wait for the Bus: The Sanguine Story of a Country music pioneer – Jimmie Rodgers at Light Aviation and Popular Music the end of part one, Hank Williams at the Page 2: Comments on Turbo-Apa #399 conclusion of chapter two, and the tragic end of Page 6: A Key to Interlineations in Issue #10 Patsy Cline, Hawkshaw Hawkins and Cowboy Page 6: Lettercoltrains Copas at the end of chapter three. Page 18: I Remember Entropy Department: Selections by Andy Young, Harlan Ellison, The deaths of Rodgers and Williams were not Ed Wood and Dean McLaughlin much of a surprise – Rodgers had tuberculosis, Page 19: Fanmail from Some Flounder: Letters of and Williams suffered from a raft of physical Comment on CAPTAIN FLASHBACK issues and addictions – but the small plane crash Page 20: Top Fanzine Auction Prices in 2019 that killed Cline, Copas and Hawkshaw was a terrible shock. -
Durwood “Skip” Ringo to Receive the 2015 Cliff Henderson Trophy
FOR IMMEDIATE RELEASE Contact: Stephanie Berry 703-416-4888 Ext 104 [email protected] Durwood “Skip” Ringo to Receive the 2015 Cliff Henderson Trophy Washington, DC, June 15, 2015 – The National Aeronautic Association (NAA) is proud to announce that Durwood “Skip” Ringo has been selected as the recipient of the 2015 Cliff Henderson Trophy. The Henderson Trophy, which is in the collection of the Smithsonian’s National Air and Space Museum, was established in 1960 to honor the creator and Managing Director of the world- renowned National Air Races from 1928-1939. His work stimulated a generation’s interest in aviation and challenged the state of the art in aviation development. The trophy is awarded to “…a living individual, group of individuals, or an organization whose vision, leadership or skill made a significant and lasting contribution to the promotion and advancement of aviation and aerospace in the United States.” Previous recipients include Colonel Joseph Kittinger, USAF (Ret.), Joe Lombardo, Marion Blakey, The United States Air Force Academy, Anne Morrow Lindbergh, Lieutenant General James H. Doolittle, Senator Barry M. Goldwater, Clarence L. “Kelly” Johnson, and Scott Crossfield. Ringo received his Bachelor’s degree in Civil Engineering from the Citadel in 1967 and also holds a Master of Engineering degree in Industrial Engineering from the University of Florida and a Master of Arts degree in National Security and Strategic Studies from the College of Naval Warfare. Ringo has also completed the Kennedy School of Government’s Program for Senior Executives in National and International Security at Harvard University. Commissioned in the U.S. -
The Longest Leap
The Longest Leap Heroism is not limited orate technology and a team of ex- was suffering extreme pain in his to combat, but the valor perts in several fields, came close to right hand that was caused by par- being his last. In November 1959. he tial failure of pressure in that glove of only a few, like Joe bailed out of a balloon at 76.000 feet. during the ascent. Kittinger, is tested in the highest anyone had been in an After he had fallen for four min- both peace and war. open gondola. His small stabilizing utes and thirty-seven seconds. Kit- chute, which was to prevent a flat lingers main chute opened. and BY JOHN L. FRISBEE spin that could be fatal at rotation some eight minutes later he landed CONTRIBUTING EDITOR speeds of 150 to 200 rpm. malfunc- at the White Sands MissileRange in tioned and wrapped around his New Mexico with no permanent in- I N 1934, the Air Force abandoned, neck. He dropped unconscious to juries but with three world records: seemingly for all time, its lighter- 12,000 feet, where his main chute the highest open-gondola balloon than-air program that included both saved the day. Three weeks later, he ascent, the longest free-fall, and the balloons and airships. 'No decades jumped without incident from longest parachute descent. He was later, the tremendous advances that 74,000 feet. In September 1%0. also the first man logo supersonic in had been made in aviation technolo- President Eisenhower presented the a free-fall. -
{Download PDF} Come up and Get Me: an Autobiography of Colonel Joe Kittinger Ebook
COME UP AND GET ME: AN AUTOBIOGRAPHY OF COLONEL JOE KITTINGER PDF, EPUB, EBOOK Joe W. Kittinger,Craig Ryan,Neil Armstrong | 272 pages | 16 Apr 2011 | University of New Mexico Press | 9780826348043 | English | Albuquerque, NM, United States Joseph Kittinger - Wikipedia If you're in a car driving down the road and you close your eyes, you have no idea what your speed is. It's the same thing if you're free falling from space. There are no signposts. You know you are going very fast, but you don't feel it. You don't have a mph wind blowing on you. I could only hear myself breathing in the helmet. Kittinger set historical numbers for highest balloon ascent, highest parachute jump, longest-duration drogue-fall four minutes , and fastest speed by a human being through the atmosphere. His records for highest parachute jump and fastest velocity stood for 52 years, until they were broken in by Felix Baumgartner. Kittinger appeared as himself on the January 7, episode of the game show To Tell the Truth. He received two votes. He and the astronomer William C. In , after returning to the operational air force, Kittinger was approached by civilian amateur parachutist Nick Piantanida for assistance on Piantanida's Strato Jump project, an effort to break the previous freefall records of both Kittinger and Soviet Air Force officer Yevgeni Andreyev. Kittinger refused to participate in the effort, believing Piantanida's approach to the project was too reckless. Kittinger later served three combat tours of duty during the Vietnam War , flying a total of combat missions. -
PRODUCTS 2019 Effective from January 1, 2019
PRODUCTS 2019 Effective from January 1, 2019 1 Private Wing® – THE ART OF FLYING For centuries, flying exerted a magical attraction on people, through its unique combination of artistry, creativity and the boldness of its dare- devil pioneers. Each of the exclusive products from Private Wing® tells its own little piece of avionic history in its own special way. The focus of the unique designs by Private Wing® is a one-off flying exhibit. From the wing parts of the legendary Douglas “Dakota” DC-3, to the tails of the American F-86 pursuit planes, to the wings of the famous Vickers Viscount, the products created in Bessenbach, Bavaria (Germany) are extraordinary designer furniture with real collector´s value. Driven by a lifelong passion for flying, Private Wing® employees are constantly on the hunt for rarities worldwide that can be transformed through lovingly detailed work into a unique piece of furniture. The ex- cellent contacts of the founder and management ensure the acquisi- tion of unique and difficult-to-obtain pieces. Private Wing® customers can choose from a range of ready-made design items or, after prior consultation in the show-room at the Bessenbach site, may select their personal favourite and order it tailor-made to their individual wishes. Whether it is a conference table, made from the wings of the most fa- mous pursuit planes of the 50´s and 60´s (e.g. the North American F-86), reception desks or bars from the engine covers of the Boeing 747, or a desk made from the wings of the Lockheed Hercules C-130: there is no limit to what Private Wing® can create, in accordance with your unique design requirements. -
HELP from ABOVE Air Force Close Air
HELP FROM ABOVE Air Force Close Air Support of the Army 1946–1973 John Schlight AIR FORCE HISTORY AND MUSEUMS PROGRAM Washington, D. C. 2003 i Library of Congress Cataloging-in-Publication Data Schlight, John. Help from above : Air Force close air support of the Army 1946-1973 / John Schlight. p. cm. Includes bibliographical references and index. 1. Close air support--History--20th century. 2. United States. Air Force--History--20th century. 3. United States. Army--Aviation--History--20th century. I. Title. UG703.S35 2003 358.4'142--dc22 2003020365 ii Foreword The issue of close air support by the United States Air Force in sup- port of, primarily, the United States Army has been fractious for years. Air commanders have clashed continually with ground leaders over the proper use of aircraft in the support of ground operations. This is perhaps not surprising given the very different outlooks of the two services on what constitutes prop- er air support. Often this has turned into a competition between the two serv- ices for resources to execute and control close air support operations. Although such differences extend well back to the initial use of the airplane as a military weapon, in this book the author looks at the period 1946- 1973, a period in which technological advances in the form of jet aircraft, weapons, communications, and other electronic equipment played significant roles. Doctrine, too, evolved and this very important subject is discussed in detail. Close air support remains a critical mission today and the lessons of yesterday should not be ignored. This book makes a notable contribution in seeing that it is not ignored. -
Against the Windis About Flight Testing in the Miami Valley
in the MiamiValley History Offke Aeronautical Systems Center Air Force Materiel Command ii FOREWORD Less than one hundred years ago, Lord Kelvin, the most prominent scientist of his generation, remarked that he had not “the smallest molecule of faith’ in any form of flight other than ballooning. Within a decade of his damningly pessimistic statement, the Wright brothers were routinely puttering through the skies above Huffman Prairie, pirouetting about in their frail pusher biplanes. They were there because, unlike Kelvin, they saw opportunity, not difficulty, challenge, not impossibility. And they had met that challenge, seized that opportunity, by taking the work of their minds, transforming it by their hands, making a series of gliders and, then, finally, an actual airplane that they flew. Flight testing was the key to their success. The history of flight testing encompassesthe essential history of aviation itself. For as long as humanity has aspired to fly, men and women of courage have moved resolutely from intriguing concept to practical reality by testing the result of their work in actual flight. In the eighteenth and nineteenth century, notable pioneers such asthe French Montgolfier brothers, the German Otto Lilienthal, and the American Octave Chanute blended careful study and theoretical speculation with the actual design, construction, and testing of flying vehicles. Flight testing reallycame ofage with the Wright bro!hers whocarefullycombined a thorough understanding of the problem and potentiality of flight with-for their time-sophisticated ground and flight-test methodolo- gies and equipment. After their success above the dunes at Kitty Hawk, North Carolina on December 17,1903, the brothers determined to refine their work and generate practical aircraft capable of routine operation.