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Flying the Line Flying the Line the First Half Century of the Air Line Pilots Association
Flying the Line Flying the Line The First Half Century of the Air Line Pilots Association By George E. Hopkins The Air Line Pilots Association Washington, DC International Standard Book Number: 0-9609708-1-9 Library of Congress Catalog Card Number: 82-073051 © 1982 by The Air Line Pilots Association, Int’l., Washington, DC 20036 All rights reserved Printed in the United States of America First Printing 1982 Second Printing 1986 Third Printing 1991 Fourth Printing 1996 Fifth Printing 2000 Sixth Printing 2007 Seventh Printing 2010 CONTENTS Chapter 1: What’s a Pilot Worth? ............................................................... 1 Chapter 2: Stepping on Toes ...................................................................... 9 Chapter 3: Pilot Pushing .......................................................................... 17 Chapter 4: The Airmail Pilots’ Strike of 1919 ........................................... 23 Chapter 5: The Livermore Affair .............................................................. 30 Chapter 6: The Trouble with E. L. Cord .................................................. 42 Chapter 7: The Perils of Washington ........................................................ 53 Chapter 8: Flying for a Rogue Airline ....................................................... 67 Chapter 9: The Rise and Fall of the TWA Pilots Association .................... 78 Chapter 10: Dave Behncke—An American Success Story ......................... 92 Chapter 11: Wartime............................................................................. -
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. -
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. -
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. -
Rudy Arnold Photo Collection
Rudy Arnold Photo Collection Kristine L. Kaske; revised 2008 by Melissa A. N. Keiser 2003 National Air and Space Museum Archives 14390 Air & Space Museum Parkway Chantilly, VA 20151 [email protected] https://airandspace.si.edu/archives Table of Contents Collection Overview ........................................................................................................ 1 Administrative Information .............................................................................................. 1 Scope and Contents........................................................................................................ 2 Arrangement..................................................................................................................... 3 Biographical / Historical.................................................................................................... 2 Names and Subjects ...................................................................................................... 3 Container Listing ............................................................................................................. 4 Series 1: Black and White Negatives....................................................................... 4 Series 2: Color Transparencies.............................................................................. 62 Series 3: Glass Plate Negatives............................................................................ 84 Series : Medium-Format Black-and-White and Color Film, circa 1950-1965.......... 93 -
A History of the University of Washington Department of Aeronautics and Astronautics 1917-2003
5/27/03 A History of the University of Washington Department of Aeronautics and Astronautics 1917-2003 * † ‡ § J. Lee, D.S. Eberhardt, R.E. Breidenthal, and A.P. Bruckner Department of Aeronautics & Astronautics University of Washington, Box 352400 Seattle, WA 98195-2400 The Department The University of Washington’s Department of Aeronautics and Astronautics was one of the first aeronautical engineering departments in the nation, and one of the seven originally established with the help of the Guggenheim Fund for the Advancement of Aeronautics. It offers the only aerospace degree program in the Pacific Northwest, a region whose aerospace industry has been a major contributor to the technological development, economic vitality and the security of the United States. Educators and researchers in the Department over the years have made numerous contributions in all major areas of aerospace engineering. Graduates at all degree levels, have been successful and valued in industry at the local, national, and international levels, as well as in government organizations and institutions of higher learning. Bill Boeing and the Early Years In 1903, the year of the Wright Brothers’ first powered flight, a man interested in establishing a timber business on the West Coast moved to Seattle after leaving Yale. Little did he know it at the time, but he was destined to change the face of aviation and the Pacific Northwest forever. His name was William E. Boeing. It is with this man that the story of aeronautics at the University of Washington begins. The first airplane flight in Seattle took place March 11, 1910, when Charles K. -
Boeing F Our-Engined Flying Boat
Boeing F our-engined Flying Boat » » Designt~d 10 makt~ h'mlso('t~alli(~ air h'ansporlalion praclical on a large seale, the new four-engined Boeing Model 31·t. "Clipper" will carry more passengers and cargo over a greater flight range tban any other airplane in service in the world. It a('commodates seventy-two passengers on daytime fligbts or forty in commodious sl('t~Jlillg compartments at night, in addition to its crew of eight. Space is availahle in cargo holds for five tons (4536 kgm.) of mail and air express. This fnll-cantilever bigh-wing all-metal monoplane bas two full decks: an ul'per deck containing the elahorate flight control section, and a main deck with lta8Senger compartments, lounge or dining salon, private stateroom, galley and drt'ssing rooms. It is designed throughout 10 give complete comfort and relaxation tu l,alisclIgers and crew 011 sustained flights. Power is supplied hy four 1500-horsepower Wright engines, any two of which are sufficient 10 maintain flight. Engine nacelles are accessible during flight by way of wing companionways. The giant ocean air cruiser has a top specd close to 200 miles per hour (322 kl_b.) antI a maximum cruising range approximating 5000miles (8045 km.) with reduced I)ayload, or a normal operating range of more than 3200 miles (5149 km.) with fifty passengers aboard. Roping has always lm,ilt tomorrow's airplanes today! (280e) U. S. A. BOEING-continued. A drawing or the Boeing 314 Trans-Oceanic Flying-boat. I'l'~RF()lC\L\"!'1<: (PI'nt,(. (~ \Vhiilloy "\\'.~~p" IS:lO_(~ .-nt-rim'H). -
Research Studies Series a History of the Civil Reserve
RESEARCH STUDIES SERIES A HISTORY OF THE CIVIL RESERVE AIR FLEET By Theodore Joseph Crackel Air Force History & Museums Program Washington, D.C., 1998 ii PREFACE This is the second in a series of research studies—historical works that were not published for various reasons. Yet, the material contained therein was deemed to be of enduring value to Air Force members and scholars. These works were minimally edited and printed in a limited edition to reach a small audience that may find them useful. We invite readers to provide feedback to the Air Force History and Museums Program. Dr. Theodore Joseph Crackel, completed this history in 1993, under contract to the Military Airlift Command History Office. Contract management was under the purview of the Center for Air Force History (now the Air Force History Support Office). MAC historian Dr. John Leland researched and wrote Chapter IX, "CRAF in Operation Desert Shield." Rooted in the late 1930s, the CRAF story revolved about two points: the military requirements and the economics of civil air transportation. Subsequently, the CRAF concept crept along for more than fifty years with little to show for the effort, except for a series of agreements and planning documents. The tortured route of defining and redefining of the concept forms the nucleus of the this history. Unremarkable as it appears, the process of coordination with other governmental agencies, the Congress, aviation organizations, and individual airlines was both necessary and unavoidable; there are lessons to be learned from this experience. Although this story appears terribly short on action, it is worth studying to understand how, when, and why the concept failed and finally succeeded. -
Rupanews April 2003.Pub
RUPANEWS Journal of the Retired United Pilots Association Volume 5 Number 4 (Journal 525) April, 2003 IN THIS ISSUE President’s Report Page 3 About The Cover Page 7 Notices Page 3-7 In Memoriam Page 27-30 Calendar Page 32 RUPANEWS Editor Jock Savage 2207 Thurm Ave. Belmont, CA 94002-1547 Tel (650) 592-2380, FAX (650) 592-2380 New Email for Jock Savage: [email protected] RUPA Website - www.rupa.org OFFICERS The late Captain George Howson, President Emeritus President Rich C. Bouska, 2734 Crater Rd., Livermore, CA 94550 925-443-4339, [email protected] Vice Pres Noel Kane, 14611 Aloha Ave, Saratoga, CA 95070 408-867-7738, [email protected] Sec/Treas. Cleve Spring, 1104 Burke Ln. Foster City, CA 94404 800-787-2429, [email protected] Asst. S/T Floyd Alfson, 517 Kentucky Ave., San Mateo, CA 94402 650-344-8359, [email protected] Membership Bill Richards, 1421 Canberley Ct., Trinity, FL 34655 727-375-9859, [email protected] COMMITTEE CHAIRMEN Convention Sites...................... Joe Ferrie [email protected] Fold'n 'n Stuffin' ............................ Cleve Spring [email protected] ALPA MEC Liaison......................Felix Isherwood [email protected] WHQ Liaison...........................................Milt Jensen [email protected] Widows Coordinator ....................Jackie Abel [email protected] RUPA Web Site............................ Bruce McLeod [email protected] AREA REPRESENTATIVES Chicago .................................... Bernie Sterner Los Angeles, Valley ............... Don McDermott Dana Point, California............... Ted Simmons McHenry,Illinois ...................... Claude Nickell Denver (Good Ole Boys).......... Ted Wilkinson New York ................................... Ray Bernosky Florida, N.E. ...........................Lowell Johnston Ohio (North Coasters) .......................Dick Orr S.E. (Gold Coast)......................Stan Blaske PHX (Roadrunners)......... -
1930S De Haviland Airliners and Some Rivals
1930s De Haviland Airliners and some rivals Garry Law US Contenders Ford Trimotor 1926 199 built Curtis Condor 1933 45 built Boeing 247 1933 75 built of the 1930s Vultee V1 1933 25 built Stinson Model A 1934 31 built DC-2 1934 198 built Lockheed Model 14 Lockheed DC-3 1935 Super Model 10 thousands Electra 1937 Electra 1934 built 354 built 149 built (Lodestar) Fokker F.VII 1924 ~200 built Armstrong Whitworth Argosy 1926 7 built Junkers J52 1930 Thousands built European Contenders of the early 1930s Handley Page 42/45 1930 8 built Armstrong Whitworth Atalanta 1932 8 built Flying boats were the long range contenders of the 1930s – not considered here: Boeing 314 Clipper, FF 1938, 12 built. DH.83 Fox Moth De Havilland DH.84 Dragon First Fight 1932 First Fight 1932 Passengers 3-4 Passengers 6-10 Range 684 km Range 740 km Cruise 171 km/hr Cruise 167 km/hr Max Altitude 12,700ft Max Altitude 12,500 ft Engine de Havilland Gipsy III, 120 hp Engines de Havilland Gipsy Major 1 4-cylinder air-cooled inverted inline, 130 hp Production 154 Production 202 NZ Users Air Travel (NZ) Ltd, National Airways Corporation, RNZAF NZ Users Air Travel (NZ) Ltd, East Coast Airways, Union Airways of N.Z., NAC, RNZAF De Havilland DH.89 Dragon Rapide / Dominie De Havilland DH.90 Dragonfly First Fight 1934 First Fight 1935 Passengers 8 Passengers 4 – as a luxury touring aircraft Range 920 km Range 1000 km Max 253 km/hr Max 232 km/hr Max Altitude 16,700 ft Max Altitude 18,100 ft Engine de Havilland Gipsy Six inline engine, 200 hp Engine de Havilland Gipsy Major II inverted inline piston engine, 142 hp Production 727 –mainly military Production 67 NZ Users Air Travel (NZ) Ltd, Mount Cook Airline, National Airways Corporation, Cook Strait Airways Ltd, RNZAF NZ Users Air Travel (NZ) Ltd First Fight 1934 Passengers 10-12 Range 1223 km Cruise 229 km/hr Maximum 267 km/hr Max 17,400 ft Altitude Engines de Havilland Gipsy Six inline engine, 200 hp Production 62 NZ Users Union Airways of N.Z. -
Maquettes D'avions
AVIATION XIV AVIONS-JOUETS - MAQUETTES D’AVIONS Collection Bernard MACAIRE n° 4 MERCREDI 3 FÉVRIER 2010 À 14 HEURES DROUOT RICHELIEU Salle 10 Expositions publiques : le mardi 2 février de 11 h à 18 h et le mercredi 3 février de 11 h à 12 h 1, rue de la Grande-Batelière - 75009 Paris - Tél. : 33.(0)1.47.70.81.36 - Fax : 33.(0)1.42.47.05.84 Site : www.boisgirard.com - E-mail : [email protected] Commissaires-Priseurs habilités Claude Boisgirard et Isabelle Boisgirard - SVV Boisgirard et Associés - N° agrément 2001-022 - RCS B 441 779 196 CONDITIONS DE VENTE ET ENCHÈRES Boisgirard & Associés est une société de ventes volontaires de meubles aux enchères 4 - Préemption de l’Etat français publiques régie par la loi du 10 juillet 2000. En cette qualité Boisgirard & Associés agit L’Etat français dispose d’un droit de préemption des œuvres vendues conformément aux comme mandataire du vendeur qui contracte avec l’acquéreur. textes en vigueur. Les rapports entre Boisgirard & Associés et l’acquéreur sont soumis aux présentes condi- L’exercice de ce droit intervient immédiatement après le coup de marteau, le représentant tions générales d’achat qui pourront être amendées par des avis écrits ou oraux qui seront de l’Etat manifestant alors la volonté de ce dernier de se substituer au dernier enchérisseur, mentionnés au procès verbal de vente. et devant confirmer la préemption dans les 15 jours. Boisgirard & Associés ne pourra être tenu pour responsable des conditions de la préemp- 1 - Le bien mis en vente tion pour l’Etat français. -
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.