DOCSLIB.ORG

Ust 1972 123 33 B

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Ust 1972 123 33 B UNCLASSIFIED Security Classification ORIGINATING ACTIVITY (Corpora:. au:hor) U.REPORT SECURITY CLASSIFICATION DEPARTMENT OF THE AIR FORCE UNCLASSIFIED Headquarters United States Air Force 26. GROUP Washington, D.C. 20330 ~ DESCRIPTIVE NOTES (l'YP8 Of**PLWt md Inelualv8 &lea) Final Report AU TnORISl (Flre? nmme. mlddle lnltlel, lam: name) REPORTDATE 7.. TOTAL NO. OF PAGES 7b. NO. OF REPI August 1972 123 33 B. CONTRACT OR GRANT NO. M. ORIGINATOR'S REPORT NUMBERISI b. PROJECT NO. Not Applicable Ob. OTHER REPORT NOIS1 (Any 0tk.r nrab8ra that Iruy b8 .adm.d Not Applicable thl. Nporl) 1. Not Applicable >. OISTRIRUTION STATEMENT Statement No. 1 - Distribution of this document is unlimited. I. SUPPLEMENTARY NOTES 12. SPONSORING MILITARY ACTIVITY Aeronautical Systems Division NOT APPLICABLE Air Force Systems Command This report contains the results of a joint DoD-NASA-DOT study of U.S. aeronautical progress since 1925. This study - R&D Contributions to Aviation Progress (RADCAP) - reviews the positive contributions of military aeronautical research and development programs to civil aviation, and assesses some possible future contributions of those military programs. This Summary Report consists of a summary of detailed results concerned with (1) a review of the progress that has been made in aviation since 1925 and the significant technological advances that have been made, (2) an examination of current and planned military aeronautical "research and technology" programs and an assessment of their relevancy to the aeronautical R&D needs of civil aviation, (3) the relationship of the development base generated by military programs to the needs of civil airliner design, development and production, (4) information on aeronautical R&D funding, and (5) the findings and observations of the RADCAP Study. * UNCLASSIFIED Security Classification JOINT DoD- NASA-DOT STUDY R & D CONTRIBUTIONS TO AVIATION PROGRESS [RADCAP] SUMMARY REPORT AUGUST 1972 TABLE OF CONTENTS SECT I ON -PAGE I luttrroduction ........................................ 1-1 I1 swmna/rlj ......................................... 0.0 0 11-1 I I I TechnologM Advanced .. .. .. .. I I I- 1 Ammican AvWon in 1925 ......................... 111-2 Antmican AvMon - 1925-1940 ..................... 111-3 AmetLican Avia.tion - 1947-1950 ..................... 111-12 Amhcan AvWon - 1951-1960 ..................... 111-20 Ammican AvUn- 1961-1972 ..................... 111-29 Technological Advance Review ...................... 111-37 IV Rcumch and Technology Relevancy ................... IV-1 Civil Aviation R6V Ned .......................... IV-1 hWLtu,ty Ruemch and Technology Phogmnb Relevant to Civa AvUon RBD kx.db ..... IV-3 A6hebbmen-t 04 Relevancy 04 hLXLtaty Amonautid Ruu~~chand Technology Ptogmmh to Civil Av-iaZlon R6V Ne& .. .. ..... ... IV-18 v Vevd.o)3men;tBabe ReXevancy .. .. .. .. .. .. .. .. .. V-1 ovmview ............................................... v-1 i TABLE OF CONTENTS (Cont 'd) SECT I ON -PAGE v I Amondd REV Funding ......................... VI-1 Aghonuu2i.d R€V Funding by Some ............. VI-2 Govanment Amonixukal' RSV Funding by Type 06 R8V .................................... VI-4 Comphm%ue Thends ............................. ~1-11 Aihcha&t Veveeopent s;tahts .................... VI-12 VI I ObbehvaJtiaa6 and Findings ........................ VI 1- 1 ii LIST OF TABLES .TABLE .PPGE 1 SignL&bxnt Technodogid Advanced . 1925-1940 ..... 111-11 2 SignLd.icant TechnotogLC& Advanced . 1941-1950 ..... 111-20 3 Cctrnrnetciat Engivre VdvaGves 04 ucecbty Engine Uev&~ents ....................................... 111-24 4 si&ni&hmt Technological Advanced . 1951-1960 ..... 111-29 5 Signid....ita nt Technological Advanced . 1961-1972 ..... 111-37 6 Rctte 06 Technol0gh.t Advances ..................... 111-38 7 SpondotLbhip 06 Technobgid Advances .............. 111-38 8 AveRage The Lag to Llbe ............................ 111-39 9 Relevancy Aha e64rncn.t ............................... IV- 19 10 Development Rd!evancy/CLvLt Ttranbporr;t Avidon ..... V-22 11 Pevcbpment Re€evancy/CLv.iX Ttranspo~~tAvaon ..... V-23 iii LIST OF FIGURES PAGE . F I GURE . 1 Speed The& Ob ALkcILabt ......................... 111-40 2 A Po~XuhAedASST Vevdopent Schedule............ V-18 3 M&mg Vevbpment CaWbcLtiarts .to Coma& AhLineRb ........................................ V-24 4 Sowrceb 06 Aaancu~tidREV Fund4 (Then Yeah VOU)......................................... v1-3 5 Souma 06 Aehonautiu~tR€l? Fund (1973 PO-) ......................................... v1-4 6 Govame~tAaonau;tccae ' R6V FuMding (Then Ye& VO~)......................................... v1-5 7 Govehnmen-t Au~oWdRSV Funding ( 1973 VOW)......................................... v1-6 8 Souhced 06 AehoWdREV fund (Pacent 06 CNP) .......................................... v1-7 9 Thanhpotct kihchadt Deveeapeutt COhd2 ............. v1-9 10 F.i&Ctte~A&~bt V~el~~ent COA~............... v1-9 11 Civil A-na Ai~~cha&tUnLt Phice ............... v1-10 12 Summy Cornp.a..?%e The& ....................... v1-11 13 A4,iLLtmg Fixed Wing kinWdt Phaghaln6 (100. 000 Poundd and Above) ................................ v1-13 14 M,UALVLL~Fixed Wing AhX&t Pk0gM6 (25. 0@0 . 100. 000 Poundh) .................................. v1-13 iv SECTION I INTRODUCTION 4 BACKGROUND The Joint DoD-NASA-DoT Study of Research and Eevelopment Contri- butions to Aviation Progress (RADCAP) traces its origins to a report issued by the Senate Committee on Aeronautical and Space Sciences in January 1968. This Committee recommended that "afi ifi-depAh a;tudy dhoued be made to analyze Ahe fiMonAkip beh.ueen beneda that acme to the NaLion. (horn aviation and the level 06 amonauaXcd REV ed&MX." The Committee also suggested that the study might include 'la detaiecd analyhh 06 Ahe divmgence ob rn.iLLtmiy and civiliun amo- dcdr,ecjuimneuz;ts in chda Ao a6a~ab&m fie dimivLisking bene- &tx .to civilian ne& @om rniLia%y REV." In response to these recommendations, as well as to a report prepared by the House Subcommittee on Advanced Research and Technology in March 1970, a Joint DoT-NASA Civil Aviation Research and Develop- ment Policy Study, or "CARD" Study, was initiated, with the report being published in March 1971. This study placed emphasis on an examination cf civil aviation benefits to the Nation, the relationship of research and development to these benefits, the criteria for Government support of civil aviation, and the identification of R&D needs appropriate to continued advance in the future. Since the CARD Study examined military contributions only in a general sense, Mr. William hl. Magruder, Special Consultant to the President, suggested in a 9 September 1971 Memorandum to Mr. David Packard, then Deputy Secretary of Defense, that a detailed study should be conducted to show the following: first, the flow of mili- tary technology that has made the U. S. civil air transport industry dominant in the free-world; and second, the changes in military re- quirements that might indicate that this flow of technology, or per- haps the timing of this flow, may no longer be of the same nature as in prior years. The POD agreed that such a study could highlight the bonus effects of military programs and be valuable to civil aviation planning. The result was the initiation of the RADCAP review. 1-1 S TL'C Y 0B J E C T I VE S Specific objectives of the RADCAP Study were defined as follows: 0 To iderdidq the majotr technutugicd adwancu &a.t have been made in aviaa5on bibice 1925 - including bachghound, ~punbo~,una, appLicaLLan, ;timing, and t~wnak. 0 Tu bhuit' Ahe trelevancy 06 cmeray phnned and dunded Dol? aeho~'cdRED phUg&U?L5 a3 Xhe RED ne& 06 chd akaulb- pukt awhtiorz - heAmch and XechnoLugy, devdopnent, uppLLcaZiun, and Z~UKL~~CZAphUCe6b. ORGANIZATION AND DIRECTION Overall guidance and direction for the study was provided by a Steeririg Group comprised of representatives from the DoD, NASA, and the DOT. The Study Team consisted of a Working Group and nine Work- ing Group Panels. Principal participants are listed inside the back cover of this Summary Report (Volume I of the study report). The Working Group Panels accomplished the primary effort associated with RADCAP's objectives, and the detailed results are incorporated in the Appendices to this report (Volume 11). The "Appendices" listing also is included inside the back cover of this Volume. During the conduct of the study, maximum use was made of exist- ing data and documentation, as reflected in the Bibliography, and the CARD Study was used as the source for the civil aviation RGD needs that are discussed in the RADCAP report. A substantial amount of historical data was obtained from "old-timers" in the R&D community, and only the major contribut.ions and technological advances in avia- tion, as assessed by the Study Team, have been highlighted in the study report. In addition, the focus of this study was on transport aviation, rather than on the fighter, interceptor, or bomber aircraft that are purely military in nature. Finally, the RADCAP report has been kept unclassified in order to facilitate the distribution and general use of the information contained herein. INCLUSIONS ANG EXCLUSIONS As the study progressed, it quickly became clear that the mili- tary services have made, and will continue to make, many significant contributions to the progress of aviation. DoD investments in the 1-2 design, development, production, and operation of aircraft for the defense mission, and in related research and technology, have led to advances over a broad range
Load more

Recommended publications
  • Tejas Inducted Into 45 Squadron of IAF BOEING
    www.aeromag.in July - August 2016 Vol : X Issue : 4 Aeromag10 years in Aerospace Asia Tejas inducted into 45 squadron of IAF BOEING A Publication in association with the Society of Indian Aerospace and Defence Technologies & Industries D. V. Prasad, IAS AMARI 280 x 205_Layout 1 20/07/2016 10:36 Page 1 The metals service provider linking India with the UK n ON-TIME, IN-FULL deliveries throughout the whole of Asia from one of the world’s largest metals suppliers n Key supplier to high-tech industries including aerospace, defence and motorsport n Reliable, cost effective supply of semi-finished metal products to near net shape... in plate, bar, sheet, tube and forged stock n From an extensive specialist inventory: aluminium, steels, titanium, copper and nickel alloys n Fully approved by all major OEM's and to ISO 9001:2008, AS9100 REV C accreditations Preferred strategic supply partner to India's aerospace manufacturing sector. Tel: +44 (0)23 8074 2750 Fax:+44 (0)23 8074 1947 [email protected] www.amari-aerospace.com An Aero Metals Alliance member EOS e-Manufacturing Solutions Editorial A Publication dedicated to Aerospace & Defence Industry nduction of Tejas, India’s indigenously developed Light Combat Aircraft, into the Editorial Advisory Board I‘Flying Daggers’ Squadron of Indian Air Force is Dr. C.G. Krishnadas Nair a matter of great pride for our nation. It marks the Air Chief Marshal S. Krishnaswamy (Rtd) fruition of a national dream and a milestone to be PVSM, AVSM, VM & Bar Air Marshal P. Rajkumar (Rtd) celebrated by the Indian Aeronautical community.
    [Show full text]
  • Aircraft Classifications, History and Airport Technology Problem 2
    CEE 4674: Airport Planning and Design Spring 2007 Assignment 1: Aircraft Classifications, History and Airport Technology Date Due: Jan/23/2008 Instructor: Trani Problem 2 Read pages 1 and 2 in Chapter 1 in the FAA Advisory Circular 150/5300-13 (Airport Design) before answering this question. Also, read the aircraft classification handout provided in class. Examine the FAA Advisory Circular 150/5300-13 (Airport Design). Specifically examine Appendix 13 of the FAA Advisory Circular which contains information about various aircraft. a) For the aircraft shown in Table 2.1, state the Airplane Design Group (ADG) class, the Terminal Areas Procedures Aircraft Speed Category, and the wake vortex class for each vehicle. b) For each aircraft, calculate the stalling speed (minimum speed for flight) from the known aircraft approach speeds published in the FAA AC. Stalling speed is just 30% below the approach speed. Table 2.1 Aircraft to be Studied. Aircraft ADG and Speed Classification British Aerospace BAe 146-300 C-III Beech Raytheon Bonanza B36TC A-I Airbus A-320-100 C-III Gulfstream G-IV D-II Boeing 777-300 D-V Boeing 747-400 D-V Boeing 737-500 C-III Beech Airliner 1900-C B-II British Aerospace BAe Jetstream 31 B-II Dassault Falcon FAL-900 B-II Cessna Citation I B-II Bombardier DHC-8 Dash 8-300 B-III Hawker HS 125 Series 700 C-I Bombardier CRJ/200 or Canadair CL-600 B-II Cessna 150 A-I McDonnell Douglas MDC-DC-9-82 C-III CEE 4674 A1 Trani Page 1 of 3 c) Match the names with the 2-D drawings (use the number of the aircraft and match by writing on the space to the right of each aircraft).
    [Show full text]
  • KFP067 22Gb.Pdf
    , , , " beginning as "The Boe ing Clipper". the opment of Model 294, the Air Corps "Pro­ word was not a Boeing model name like ject X" that was to become the XB-15, "Flying Fortress" (Model 299) or "Strat­ the Model 299 that was the ill-fated proto­ oliner" (Model 307). The word "Clipper", type of the B-17, and was cu rrently con­ made famous by the famous line of fast, tinuing XB-15 work and redesigning the square-rigged sailing ships developed by B-17 for production when the Pan Am re­ Donald McKay in the late 1840s, was ac­ quest was received on February 28, 1936. tually owned by Pan Ameri ca n. After ap­ With so much already in the works, it wa s The Boeing 314 Clipper was a marvelous machine plying it as part of the names on individ­ felt that the company couldn't divert the even by today's standards. She was big, comfort· ual airplanes, as "China Clipper", "Clip­ engineering manpower needed for still a­ able and very dependable. At 84,000 Ibs. gross per America", etc., the airline got a copy­ nother big project. weight, with 10 degrees of flap and no wind, she right on the word and subsequently be­ The deadline for response had passed used 3,200 ft. to take off, leaving the water in 47 came very possessive over its use. I t is re­ when Wellwood E. Beall, an engineer di­ seconds. At 70,000 Ibs. with 20 degrees of flap ported to have had injuncions issued verted to sa les and service work , returned and a30 knot headwind, she was off in just 240 h., against Packard for use of the work " Clip­ from a trip to Ch ina to deliver 10 Boeing leaving the water in only eight seconds.
    [Show full text]
  • Cpnews May 2015.Pmd
    CLIPPERCLIPPER PIONEERS,PIONEERS, INC.INC. FFORMERORMER PPANAN AAMM CCOCKPITOCKPIT CCREWREW PRESIDENT VICE-PRESIDENT & SECRETARY TREASURER / EDITOR HARVEY BENEFIELD STU ARCHER JERRY HOLMES 1261 ALGARDI AVE 7340 SW 132 ST 192 FOURSOME DRIVE CORAL GABLES, FL 33146-1107 MIAMI, FL 33156-6804 SEQUIM, WA 98382 (305) 665-6384 (305) 238-0911 (360) 681-0567 May 2015 - Clipper Pioneers Newsletter Vol 50-5 Page 1 The end of an Icon: A Boeing B-314 Flying Boat Pan American NC18601 - the Honolulu Clipper by Robert A. Bogash (www.rbogash.com/B314.html) In the world of man-made objects, be they antique cars, historic locomotives, steamships, religious symbols, or, in this case - beautiful airplanes, certain creations stand out. Whether due to perceived beauty, historical importance, or imagined romance, these products of man’s mind and hands have achieved a status above and beyond their peers. For me, the Lockheed Super Constellation is one such object. So is the Boeing 314 Flying Boat the Clipper, (when flown by Pan American Airways) - an Icon in the purest sense of the word. The B-314 was the largest, most luxurious, longest ranged commercial flying boat - built for, and operated by Pan Am. It literally spanned the world, crossing oceans and continents in a style still impressive today. From the late 1930’s through the Second World War, these sky giants set standard unequalled to this day. Arriving from San Francisco at her namesake city, the Honolulu Clipper disembarks her happy travelers at the Pearl City terminal. The 2400 mile trip generally took between 16 and 20 hours depending upon winds.
    [Show full text]
  • A Conceptual Design of a Short Takeoff and Landing Regional Jet Airliner
    A Conceptual Design of a Short Takeoff and Landing Regional Jet Airliner Andrew S. Hahn 1 NASA Langley Research Center, Hampton, VA, 23681 Most jet airliner conceptual designs adhere to conventional takeoff and landing performance. Given this predominance, takeoff and landing performance has not been critical, since it has not been an active constraint in the design. Given that the demand for air travel is projected to increase dramatically, there is interest in operational concepts, such as Metroplex operations that seek to unload the major hub airports by using underutilized surrounding regional airports, as well as using underutilized runways at the major hub airports. Both of these operations require shorter takeoff and landing performance than is currently available for airliners of approximately 100-passenger capacity. This study examines the issues of modeling performance in this now critical flight regime as well as the impact of progressively reducing takeoff and landing field length requirements on the aircraft’s characteristics. Nomenclature CTOL = conventional takeoff and landing FAA = Federal Aviation Administration FAR = Federal Aviation Regulation RJ = regional jet STOL = short takeoff and landing UCD = three-dimensional Weissinger lifting line aerodynamics program I. Introduction EMAND for air travel over the next fifty to D seventy-five years has been projected to be as high as three times that of today. Given that the major airport hubs are already congested, and that the ability to increase capacity at these airports by building more full- size runways is limited, unconventional solutions are being considered to accommodate the projected increased demand. Two possible solutions being considered are: Metroplex operations, and using existing underutilized runways at the major hub airports.
    [Show full text]
  • F. Robert Van Der Linden CV
    Curriculum Vitae F. Robert van der Linden Aeronautics Department National Air and Space Museum Smithsonian Institution Washington, D.C. 20013-7012 [email protected] 202-633-2647 (Office) Education Ph.D. (Modern American, Business and Military History) The George Washington University. 1997. M.A. (American and Russian History) The George Washington University. 1981. B.A. (History) University of Denver, 1977. Member Phi Beta Kappa Present Position Curator of Air Transportation and Special Purpose Aircraft, Aeronautics Division, National Air and Space Museum (NASM), Smithsonian Institution, Washington, D.C. Primary Responsibilities Research and Writing Currently at work on "The Struggle for the Long-Range Heavy Bomber: The United States Army air Corps, 1934-1939. This book examines the fight between the Army Air Corps, the Army, and the Navy over the introduction of a new generation of long-range heavy bombers during the interwar period. Questions of cost, of departmental responsibility, and of the relationship between business and industry, all play key roles in the search for this elusive aircraft and ultimately which military branch controls the air. Underlying all of these issues is the question of whether or not the United States needs a separate, independent air force. Also researching a book on the creation of Transcontinental & Western Air (TWA). This business history will trace the story of this important airline from its creation in 1930 from the ambitious but unprofitable Transcontinental Air Transport, formed by Clement Keys with technical assistance from Charles Lindbergh, and parts for the successful Western Air Express of Harris Hanshue through World War II and its reorganization as Trans World Airlines under Howard Hughes.
    [Show full text]
  • Pan Am's Historic Contributions to Aircraft Cabin Design
    German Aerospace Society, Hamburg Branch Hamburg Aerospace Lecture Series Dieter Scholz Pan Am's Historic Contributions to Aircraft Cabin Design Based on a Lecture Given by Matthias C. Hühne on 2017-05-18 at Hamburg University of Applied Sciences 2017-11-30 2 Abstract The report summarizes groundbreaking aircraft cabin developments at Pan American World Airways (Pan Am). The founder and chief executive Juan Terry Trippe (1899-1981) estab- lished Pan Am as the world's first truly global airline. With Trippe's determination, foresight, and strategic brilliance the company accomplished many pioneering firsts – many also in air- craft cabin design. In 1933 Pan Am approached the industrial designer Norman Bel Geddes (1893-1958). The idea was to create the interior design of the Martin M-130 flying boat by a specialized design firm. Noise absorption was optimized. Fresh air was brought to an agreea- ble temperature before it was pumped into the aircraft. Adjustable curtains at the windows made it possible to regulate the amount of light in the compartments. A compact galley was designed. The cabin layout optimized seating comfort and facilitated conversion to the night setting. The pre-war interior design of the Boeing 314 flying boat featured modern contours and colors. Meals were still prepared before flight and kept warm in the plane's galley. The innovative post-war land based Boeing 377 Stratocruiser had a pressurized cabin. The cabin was not divided anymore into compartments. Seats were reclining. The galley was well equipped. The jet age started at Pan Am with the DC-8 and the B707.
    [Show full text]
  • Con El Citation Latitude Cessna Llega a Los 7.000 Jets PÁGINA 19 02 Aeromarket AGOSTO 2016 AGOSTO 2016 Aeromarket 03 EDITORIAL
    AÑO XXV - Nº 210 Argentina, AGOSTO 2016 $ 30 www.aeromarket.com.ar @AeromarketAR INFORMACIÓN Y ANÁLISIS DE LA AVIACIÓN CIVIL Reportaje: Fernando Sivak Director Provincial de Aeronavegación Oficial y Planificación Aeroportuaria PÁGINA 6 Los 100 años de Boeing PÁGINA 12 Con el Citation Latitude Cessna llega a los 7.000 jets PÁGINA 19 02 Aeromarket AGOSTO 2016 AGOSTO 2016 Aeromarket 03 EDITORIAL “Confieso que no profeso a la libertad de prensa ese amor completo e instantáneo que se otorga a las cosas soberanamente buenas por su naturaleza. La quiero por consideración a los males que impide, más que a los bienes que realiza”. Alexis de Tocqueville La democracia en América Una “empresa” que se debería auditar Por Luis Alberto Franco ace unas semanas el director de “privatizadas” de los '90, que sigue un extraño o gabela a los trabajadores independientes que Vialidad Nacional señaló que la derrotero sin ningún contratiempo. No sólo realizan tareas en espacios alquilados por H obra pública tuvo un 50% de sobre- sobrevivió al gobierno de Carlos Menem –el empresas que pagan su canon, lo cual además precio; por diversos medios nos enteramos creador del monopolio artificial– sino a de ser una suerte de tributo, es una doble sobre corrupción en áreas del Estado y de Fernando de la Rúa, Eduardo Duhalde, imposición. encubrimientos que nos indignan como con- Néstor Kirchner y su esposa, la abogada de Pero los raros privilegios no quedan ahí, ya tribuyentes y avergüenzan como ciudadanos. éxito. Además, es la única que mantuvo sus que no se sabe qué parte de las obras realizadas Sólo pocos quisieron ver lo que pasó durante tarifas dolarizadas y una de las pocas que no en los aeropuertos bajo concesión han sido demasiado tiempo en la anterior gestión de cumplió con las condiciones de concesión a las inversiones reales de AA2000, lo cual siempre gobierno.
    [Show full text]
  • Erik Benson an Article in the September 15, 2003, US. News And
    “A PERSISTENT EXCEPTION TO TEXTBOOK ECONOMICS”: A HISTORICAL OVERVIEW OF INTERNATIONAL AIRLINES Erik Benson Ouachita Baptist University ABSTRACT The recent centennial of the Wright Brothers ‘flight stimulated study of the history of aviation in general and this historical overview of international airlines in particulaz International airlines are commercial enterprises, but their history suggests that the economics behind their development was often overridden ly political, diplomatic, strategic, imperial, cultural, and emotional pressures. International airlines have not always been economically rational enterprises. An article in the September 15, 2003, US. News and World Report chronicled the struggles within the US airline industry and the airlines’ efforts to resolve their problems. Author Richard J. Newman observes that “airlines are a persistent exception to textbook economics.” International airlines are commercial enterprises, but because the economics behind their development was often overridden by political, diplomatic, strategic, imperial, cultural, and emotional pressures, they have not always been economically rational enterprises. International airlines were born in the interwar period. World War I produced aeronautical advances and a glut of airplanes and pilots that combined to attract entrepreneurs to commercial aviation. The Allies anticipated a new world of aviation enterprise at war’s end and in 1917 formed a commission to establish a framework for international airlines. The Paris Convention agreed that nations would maintain sovereign control over their airspace and that international routes would be subject to diplomatic negotiation.2 International aviation was a child of economics and politics. International airlines sprang up. In Britain, the government insisted that the enterprise must, in the words of Winston Churchill, “fly by itself’ (p.
    [Show full text]
  • Aircraft: Boeing 727, 737, 747, 757; Douglas DC-8, DC-9
    No.: 2009-20080703001 Date: September 4, 2009 http://www.faa.gov/aircraft/safety/programs/sups/upn AFFECTED PRODUCTS: Aircraft: Boeing 727, 737, 747, 757; Douglas DC-8, DC-9 and MD-11 aircraft Part Number: Half Hinge Assembly, P/N 3953095U504 Notes: Additional parts may be affected (see parts list below). PURPOSE: The notification advises all aircraft owners, operators, manufacturers, maintenance organizations, parts suppliers and distributors regarding the unapproved parts produced by Watson’s Profiling Corporation, located in Ontario, CA 91761. BACKGROUND: Information received during a Federal Aviation Administration (FAA) Suspected Unapproved Parts (SUP) investigation revealed that between August 2005 and November 2007, Watson’s Profiling Corp., 1460 Balboa Avenue, Ontario, CA 91761, produced and sold parts (SEE ATTACHED PARTS LIST) without Direct Ship or Drop Ship authority from The Boeing Company. Furthermore, Watson’s Profiling Corp. is not an FAA Production Approval Holder. The parts produced by Watson’s Profiling Corporation have the following characteristics. • Their accompanying documentation indicates that the parts were manufactured by Watson’s, Profiling; however, they did not have FAA approval to manufacture and sell the parts as FAA-approved replacement parts. In addition, the investigation determined that some parts passed through various distributors. The majority, which were sold by Fossco Inc., 1211 Rainbow Avenue, Suite A, Pensacola, FL 32505. Documentation with the parts incorrectly indicated Watson’s Profiling, had
    [Show full text]
  • Clipper Pioneers Collection (ASM0394)
    University of Miami Special Collections Finding Aid - Clipper Pioneers collection (ASM0394) Generated by Access to Memory (AtoM) 2.4.0 Printed: May 22, 2018 Language of description: English University of Miami Special Collections 1300 Memorial Drive Coral Gables FL United States 33146 Telephone: (305) 284-3247 Fax: (305) 284-4027 Email: [email protected] https://library.miami.edu/specialcollections/ https://atom.library.miami.edu/index.php/asm0394 Clipper Pioneers collection Table of contents Summary information ...................................................................................................................................... 3 Scope and content ........................................................................................................................................... 3 Access points ................................................................................................................................................... 4 Series descriptions ........................................................................................................................................... 4 id76083, General Files, ................................................................................................................................. 4 id76084, Photographs, ................................................................................................................................ 15 id76085, News Letter of Retired Pan American Pilots Organization, ......................................................
    [Show full text]
  • 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.
    [Show full text]