Orders of Magnitude. a History of the NACA and NASA, 1915-1990. the NASA History Series
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THE BIRTH of the ATLANTIC AIRLINER Part Iva The
THE BIRTH OF THE ATLANTIC AIRLINER (1920-1940) by Rit Staalman Part IVa The Ultimate Propeller Airliner SUMMING UP: 1. Required for an Atlantic Airliner: Low Own Weight (airframe + engines), High Load Capacity, Low Drag. 2. Suitable building material: Dur-Aluminum (favourable weight/strength + durability); suitable construction method: Semi-monocoque, i.e. skin takes part of load. 3. Design:: make wings as small as possible = high wing loads (see earlier). 4. Small wings decrease weight, also lower drag. They require airplane to fly at high speed. (For the Atlantic this is good, because the plane often has to battle high head winds.) High air speed implies that good aerodynamic form is needed. It also implies that high power is needed, especially at take- off with full load. 5. Powerful,/light-weight engines become available in the 1930’s (see appendix). 6.The various flight regimes (take-off, climbing, cruising with different weights) require propellers with adjustable blade angles. These also appear on the market in the same period. So at the beginning of World War II all elements are available for the construction of practical Atlantic airliners. 1930: AMERICA GOES MONO AND METAL 1 1. Boeing Founded by millionaire William Edward Boeing (1881-1956) in 1916 in Seattle, the first aircraft produced by Boeing Aircraft Co.were two biplanes on floats. In 1929 Boeing became part of United Aircraft and Transport until 1934, when the U.S. government ruled that the combination of aircraft factories and airlines was against the anti-trust laws. Claire Egtvedt was chief engineer from the start. -
Extensions of Remarks
June 6, 1972 EXTENSIONS OF REMARKS 19863 EXTENSIONS OF REMARKS CONTROLS NEEDED OVER CHARI ca.rd manufacturers, envelope suppliers, Most of the money, according to the agency's printers and gadget makers. statement under the District's Charitable TABLE MAIL SOLICITATIONS One cause raised over $1.2 million last Solicitation Act, promptly went to Korea. year, but had less than $75,000 left after it The next year, when the agency tried to paid the costs of its mail campaign. grow, it turned to ma11lng lists and sent out HON. LIONEL VAN DEERLIN Then there are the charlatans who gobble a wide appeal. It collected $975,000, but ex OF CALIFORNIA up all the money raised and pacify the in penses totaled $368,000. IN THE HOUSE OF REPRESENTATIVES tended recipient charity with a few thousand "I was disappointed when the auditors told me how much it cost," said the non Tuesday, June 6, 1972 dollars. Since the men who try to debase the cur professional fund-raiser. "We tried to keep Mr. VANDEERLIN. Mr. Speaker, most rency of philanthropy have been attracted to costs down. I didn't think it would be so Americans are unaware that as much fund-raising by mail, Chief Postal Inspector high." William J. Cotter says the Postal Inspection He works out of a basement office, pays his as 80 or 90 percent of the funds contrib help-much of it part-time-little more than in Service has intensified its investigation of uted response to mail solicitations possible fraudulent use of the mails to raise the minimum wage and himself lives in a are skimmed off by a variety of middle money for causes. -
Thirty Years of Lockheed Vegas
1 THIRTY YEARS OF LOCKHEED VEGAS by Chalmers A. Johnson AAHS Journal, Vol. 2, No. 1 - Spring 1957 Thirty years ago this year the first of a long line of superb aircraft bearing the Lockheed name made its debut in Los Angeles. This was the high-wing, strutless, monocoque-fuselage Vega. Developed from this aircraft was the mail-carrying Air Express, the streamlined Sirius and Altair and the hard-working passenger carrier, the Orion, The Vega was, however, the most famous of the wooden Lockheeds, It spread the name of what is today one of the giants of the American aircraft industry throughout the world. Mated with the famous Pratt and Whitney Wasp engine, the Lockheed Vega probably made more pioneering and historically important flights than any other single model of aircraft. This was due to its clear superiority of design and the craftsmanship incorporated into its construction. Today, there are about a half-dozen Vegas still in existence. They bear testimony to the ruggedness of this aircraft. The following report is concerned with a detailed history of the Lockheed Vega, It tells better than any description the fantastic history of one of America's most famous types of aircraft. It will be found that a large number of these aircraft found their way into our neighboring country, Mexico. In 1929, the American owned and founded Corporacion Aeronautica de Transportes (CAT) had the world's fastest airline. It was equipped with some of the first Wasp-Vegas, That they performed so well during the years of hangar-less life in the sun and dust of Torreon is a remarkable fact. -
October 2013
OPPM Monthly Project Reports October 27, 1976 The Arts and Industries Building receives an Historic Preservation Award from the Washington Metropolitan Chapter of the American Institute of Architects. The ceremony was held in the National Gallery of Art Cafe. A plaque, which was affixed to the building exterior, and four certificates of achievement of excellence in historic preservation, are awarded. October 2013 Office of Facilities Engineering and Operations October 2013 Arts and Industries Building Revitalization Phase 1 - Shell Mission/Scope: On May 5, 2008, the Board of Regents decided not to pursue a public private partnership and to seek other resources in order to fund the revitalization of the Arts & Industries Building. The project will comprise three phases: the Shell, the Interior, and the Program. While the program is being developed, work on the Shell has moved forward –the replacement of the roof exceeding 10,000 M2 and more than 800 windows and structural improvements to address snow, wind, seismic and blast loads is under construction. The cost of the Shell improvements is approximately $50M. The 2009 American Recovery & Reinvestment Act funded $5.1M of additional masonry repairs and interior demolition and hazmat removal. The balance of the work is funded with Facilities Capital; earmarked federal Legacy funds; and Trust funds in support of the design, construction, and program. New Windows Range SW Court and East Hall Setting the Cupola Finial AIB Roof, Windows Replacement, Structural Upgrades ‐ Shell Cost Summary Project -
08-06-2021 Airline Ticket Matrix (Doc 141)
Airline Ticket Matrix 1 Supports 1 Supports Supports Supports 1 Supports 1 Supports 2 Accepts IAR IAR IAR ET IAR EMD Airline Name IAR EMD IAR EMD Automated ET ET Cancel Cancel Code Void? Refund? MCOs? Numeric Void? Refund? Refund? Refund? AccesRail 450 9B Y Y N N N N Advanced Air 360 AN N N N N N N Aegean Airlines 390 A3 Y Y Y N N N N Aer Lingus 053 EI Y Y N N N N Aeroflot Russian Airlines 555 SU Y Y Y N N N N Aerolineas Argentinas 044 AR Y Y N N N N N Aeromar 942 VW Y Y N N N N Aeromexico 139 AM Y Y N N N N Africa World Airlines 394 AW N N N N N N Air Algerie 124 AH Y Y N N N N Air Arabia Maroc 452 3O N N N N N N Air Astana 465 KC Y Y Y N N N N Air Austral 760 UU Y Y N N N N Air Baltic 657 BT Y Y Y N N N Air Belgium 142 KF Y Y N N N N Air Botswana Ltd 636 BP Y Y Y N N N Air Burkina 226 2J N N N N N N Air Canada 014 AC Y Y Y Y Y N N Air China Ltd. 999 CA Y Y N N N N Air Choice One 122 3E N N N N N N Air Côte d'Ivoire 483 HF N N N N N N Air Dolomiti 101 EN N N N N N N Air Europa 996 UX Y Y Y N N N Alaska Seaplanes 042 X4 N N N N N N Air France 057 AF Y Y Y N N N Air Greenland 631 GL Y Y Y N N N Air India 098 AI Y Y Y N N N N Air Macau 675 NX Y Y N N N N Air Madagascar 258 MD N N N N N N Air Malta 643 KM Y Y Y N N N Air Mauritius 239 MK Y Y Y N N N Air Moldova 572 9U Y Y Y N N N Air New Zealand 086 NZ Y Y N N N N Air Niugini 656 PX Y Y Y N N N Air North 287 4N Y Y N N N N Air Rarotonga 755 GZ N N N N N N Air Senegal 490 HC N N N N N N Air Serbia 115 JU Y Y Y N N N Air Seychelles 061 HM N N N N N N Air Tahiti 135 VT Y Y N N N N N Air Tahiti Nui 244 TN Y Y Y N N N Air Tanzania 197 TC N N N N N N Air Transat 649 TS Y Y N N N N N Air Vanuatu 218 NF N N N N N N Aircalin 063 SB Y Y N N N N Airlink 749 4Z Y Y Y N N N Alaska Airlines 027 AS Y Y Y N N N Alitalia 055 AZ Y Y Y N N N All Nippon Airways 205 NH Y Y Y N N N N Amaszonas S.A. -
Evolving the Oblique Wing
NASA AERONAUTICS BOOK SERIES A I 3 A 1 A 0 2 H D IS R T A O W RY T A Bruce I. Larrimer MANUSCRIP . Bruce I. Larrimer Library of Congress Cataloging-in-Publication Data Larrimer, Bruce I. Thinking obliquely : Robert T. Jones, the Oblique Wing, NASA's AD-1 Demonstrator, and its legacy / Bruce I. Larrimer. pages cm Includes bibliographical references. 1. Oblique wing airplanes--Research--United States--History--20th century. 2. Research aircraft--United States--History--20th century. 3. United States. National Aeronautics and Space Administration-- History--20th century. 4. Jones, Robert T. (Robert Thomas), 1910- 1999. I. Title. TL673.O23L37 2013 629.134'32--dc23 2013004084 Copyright © 2013 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks. Introduction v Chapter 1: American Genius: R.T. Jones’s Path to the Oblique Wing .......... ....1 Chapter 2: Evolving the Oblique Wing ............................................................ 41 Chapter 3: Design and Fabrication of the AD-1 Research Aircraft ................75 Chapter 4: Flight Testing and Evaluation of the AD-1 ................................... 101 Chapter 5: Beyond the AD-1: The F-8 Oblique Wing Research Aircraft ....... 143 Chapter 6: Subsequent Oblique-Wing Plans and Proposals ....................... 183 Appendices Appendix 1: Physical Characteristics of the Ames-Dryden AD-1 OWRA 215 Appendix 2: Detailed Description of the Ames-Dryden AD-1 OWRA 217 Appendix 3: Flight Log Summary for the Ames-Dryden AD-1 OWRA 221 Acknowledgments 230 Selected Bibliography 231 About the Author 247 Index 249 iii This time-lapse photograph shows three of the various sweep positions that the AD-1's unique oblique wing could assume. -
Supersonic Biplane Design Via Adjoint Method A
SUPERSONIC BIPLANE DESIGN VIA ADJOINT METHOD A DISSERTATION SUBMITTED TO THE DEPARTMENT OF AERONAUTICS AND ASTRONAUTICS AND THE COMMITTEE ON GRADUATE STUDIES OF STANFORD UNIVERSITY IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF DOCTOR OF PHILOSOPHY Rui Hu May 2009 c Copyright by Rui Hu 2009 All Rights Reserved ii I certify that I have read this dissertation and that, in my opinion, it is fully adequate in scope and quality as a dissertation for the degree of Doctor of Philosophy. (Antony Jameson) Principal Adviser I certify that I have read this dissertation and that, in my opinion, it is fully adequate in scope and quality as a dissertation for the degree of Doctor of Philosophy. (Robert W. MacCormack) I certify that I have read this dissertation and that, in my opinion, it is fully adequate in scope and quality as a dissertation for the degree of Doctor of Philosophy. (Gianluca Iaccarino) Approved for the University Committee on Graduate Studies. iii Abstract In developing the next generation supersonic transport airplane, two major challenges must be resolved. The fuel efficiency must be significantly improved, and the sonic boom propagating to the ground must be dramatically reduced. Both of these objec- tives can be achieved by reducing the shockwaves formed in supersonic flight. The Busemann biplane is famous for using favorable shockwave interaction to achieve nearly shock-free supersonic flight at its design Mach number. Its performance at off-design Mach numbers, however, can be very poor. This dissertation studies the performance of supersonic biplane airfoils at design and off-design conditions. -
May 18, 2021 the Honorable Maria Cantwell Senate Committee On
May 18, 2021 The Honorable Maria Cantwell The Honorable Roger Wicker Senate Committee on Commerce, Science Senate Committee on Commerce, Science and Transportation and Transportation 511 Hart Senate Office Building 555 Dirksen Senate Office Building Washington, DC 20510 Washington, DC 20510 The Honorable Kyrsten Sinema The Honorable Ted Cruz Subcommittee on Aviation Safety, Operations, Subcommittee on Aviation Safety, Operations, and Innovation and Innovation 317 Hart Senate Office Building 127A Russell Office Building Washington, DC 20510 Washington, DC 20510 The Honorable Peter DeFazio The Honorable Sam Graves House Transportation and Infrastructure House Transportation and Infrastructure Committee Committee 2134 Rayburn Office Building 1135 Longworth HOB Washington, DC 20510 Washington, DC 20510 The Honorable Eddie Bernice Johnson The Honorable Frank Lucas House Committee Science, Space and House Committee Science, Space and Technology Technology 2306 Rayburn Office Building 2405 Rayburn Office Building Washington, DC 20510 Washington, DC 20510 The aviation industry has a strong record of addressing its environmental impact and is committed to bold and significant steps to further reduce greenhouse gas emissions. To effectively address the climate change challenge, we must drive technology, infrastructure and operational advances faster and farther. This ambitious undertaking will require industry, consumers and governments to work in partnership to take decisive action to enable innovation and incentivize scale-up, cost-competitiveness and deployment in these critical areas. Today, the aviation industry, unions, business and leisure passenger groups are forwarding for your review a document outlining a series of wide-ranging and comprehensive legislative proposals to achieve dramatic carbon emissions reductions. We urge you to include these provisions in upcoming infrastructure legislation to provide one of the most difficult industries to decarbonize a once-in-a-generation opportunity to leap ahead on our environmental goals. -
Appendix a Apollo 15: “The Problem We Brought Back from the Moon”
Appendix A Apollo 15: “The Problem We Brought Back From the Moon” Postal Covers Carried on Apollo 151 Among the best known collectables from the Apollo Era are the covers flown onboard the Apollo 15 mission in 1971, mainly because of what the mission’s Lunar Module Pilot, Jim Irwin, called “the problem we brought back from the Moon.” [1] The crew of Apollo 15 carried out one of the most complete scientific explorations of the Moon and accomplished several firsts, including the first lunar roving vehicle that was operated on the Moon to extend the range of exploration. Some 81 kilograms (180 pounds) of lunar surface samples were returned for anal- ysis, and a battery of very productive lunar surface and orbital experiments were conducted, including the first EVA in deep space. [2] Yet the Apollo 15 crew are best remembered for carrying envelopes to the Moon, and the mission is remem- bered for the “great postal caper.” [3] As noted in Chapter 7, Apollo 15 was not the first mission to carry covers. Dozens were carried on each flight from Apollo 11 onwards (see Table 1 for the complete list) and, as Apollo 15 Commander Dave Scott recalled in his book, the whole business had probably been building since Mercury, through Gemini and into Apollo. [4] People had a fascination with objects that had been carried into space, and that became more and more popular – and valuable – as the programs progressed. Right from the start of the Mercury program, each astronaut had been allowed to carry a certain number of personal items onboard, with NASA’s permission, in 1 A first version of this material was issued as Apollo 15 Cover Scandal in Orbit No. -
The Birth of Powered Flight in Minnesota / Gerald N. Sandvick
-rH^ AEROPLANE AUTOMOBILE MOTORCYCLE RACES il '^. An Event in the History of the Northwest-Finish Flight by Aeroplanes GLEN H. CURTISS and Seat> for 25,000 People at these Price* 'ml Tu'Wly •nvi>n Bou-a nr Otaod HtiiiKl T(o BARNEY OLDFIELD DON'T MISS IT F IniiiKp at (Irnnd HUnd Bpxti .... UD wbo have tnvclcd fMter than any othrr lium«ii hrintrn A MaKnili'-fi" Pronrtun-.t llinb Spctd F.viutft. Not a I'ull Monn.-iit G :l•"^ <n Mill) ttn rolu diiyi. Jiiiir ^i. 'iX it. Sb $SO.M in k rKRc from Start to Khiifth. Tlie latttt-st Aeropbinf. tlic K.isH-i.t Aiito Car, \ii'imin><-l'». iiineial ulmliminu. lio>, pukMl in ptrblns the Fu.^iest }|orst.' PitTeiJ AKanisi V.ach Otlur In H Gr«siil Triple Kacfl >ii-"lnii pm ant (ocnipim nr iLiii>ri'iiplM) BOC AEROPLANE vs. AUTOMOBaE K(>*prT>-il Urn'a en 8<ila, Hli>ii<Miyo11>, Mctre^llao UvMc Co., 41 OIdfl«i(i. with bu llghlr.inj Ben; r»r. ^nd Kimrbirr. BIKili ttu^'-i nnut). •)• r>U, Wir^ke « DfWTT. PltUl Ud Bohert. wUb bU DuTtcq ckr, bgalnit world t rn^'irds on » iir VxT .-•n.-xil iilnnuti.-n mrtrnr. WnlUr B Wllmot. OMWtkl outar tfftck WALTER R. WILMOT. General Mqr. M.u.k.. %:. iii.i llmi-r, Miiiiif.'MI* T 0 Phooe, ABHM IT*. THE BIRTH OF POWERED FLIGHT IN MINNESOTA Gerald N. Sandvick AVIATION in Minnesota began in the first decade of the Aviation can be broadly divided into two areas: aero 20th century. -
John F. Kennedy Space Center
1 . :- /G .. .. '-1 ,.. 1- & 5 .\"T!-! LJ~,.", - -,-,c JOHN F. KENNEDY ', , .,,. ,- r-/ ;7 7,-,- ;\-, - [J'.?:? ,t:!, ;+$, , , , 1-1-,> .irI,,,,r I ! - ? /;i?(. ,7! ; ., -, -?-I ,:-. ... 8 -, , .. '',:I> !r,5, SPACE CENTER , , .>. r-, - -- Tp:c:,r, ,!- ' :u kc - - &te -- - 12rr!2L,D //I, ,Jp - - -- - - _ Lb:, N(, A St~mmaryof MAJOR NASA LAUNCHINGS Eastern Test Range Western Test Range (ETR) (WTR) October 1, 1958 - Septeniber 30, 1968 Historical and Library Services Branch John F. Kennedy Space Center "ational Aeronautics and Space Administration l<ennecly Space Center, Florida October 1968 GP 381 September 30, 1968 (Rev. January 27, 1969) SATCIEN S.I!STC)RY DCCCIivlENT University uf A!;b:,rno Rr=-?rrh Zn~tituta Histcry of Sciecce & Technc;oGy Group ERR4TA SHEET GP 381, "A Strmmary of Major MSA Zaunchings, Eastern Test Range and Western Test Range,'" dated September 30, 1968, was considered to be accurate ag of the date of publication. Hmever, additianal research has brought to light new informetion on the official mission designations for Project Apollo. Therefore, in the interest of accuracy it was believed necessary ta issue revfsed pages, rather than wait until the next complete revision of the publiatlion to correct the errors. Holders of copies of thia brochure ate requested to remove and destroy the existing pages 81, 82, 83, and 84, and insert the attached revised pages 81, 82, 83, 84, 8U, and 84B in theh place. William A. Lackyer, 3r. PROJECT MOLL0 (FLIGHTS AND TESTS) (continued) Launch NASA Name -Date Vehicle -Code Sitelpad Remarks/Results ORBITAL (lnaMANNED) 5 Jul 66 Uprated SA-203 ETR Unmanned flight to test launch vehicle Saturn 1 3 7B second (S-IVB) stage and instrment (IU) , which reflected Saturn V con- figuration. -
Experimental Determination of Improved Aerodynamic Characteristics Utilizing Biplane Wing Configurations
Scholars' Mine Masters Theses Student Theses and Dissertations 1974 Experimental determination of improved aerodynamic characteristics utilizing biplane wing configurations Elmer Carl Olson Follow this and additional works at: https://scholarsmine.mst.edu/masters_theses Part of the Aerospace Engineering Commons Department: Recommended Citation Olson, Elmer Carl, "Experimental determination of improved aerodynamic characteristics utilizing biplane wing configurations" (1974). Masters Theses. 3426. https://scholarsmine.mst.edu/masters_theses/3426 This thesis is brought to you by Scholars' Mine, a service of the Missouri S&T Library and Learning Resources. This work is protected by U. S. Copyright Law. Unauthorized use including reproduction for redistribution requires the permission of the copyright holder. For more information, please contact [email protected]. EXPERIMENTAL DETERMI NATI ON OF IMPROVED AEROBYNAMIC CHARACTERI STICS UTI LI ZING BI PLANE ~<VING CONFIGURATIONS BY ELMER CARL OLSON , 1 949- A 'I'HESIS Presented t o the Facult y o f the Graduat e School o f t he UNIVERS I TY 0 F MISSOURI - ROLLA In Part ial Fu lfillment o f the Requi r ements f o r the Degree MASTER OF SCIENCE I N AE ROSPACE ENGINEERING 1974 T 2981 14 0 pages Ap prove d b y c.l 24081.7 ii ABSTRACT Improving the aerodynamic characteristics of an airplane wi th respect to a higher lift coefficient, a lower drag coefficient and a higher lift over drag ratio as a function of angle of attack will make it more efficient, thus conserving energy or improving performance. Investigations were carried out to determine if the aerodynamic characteristics of biplane wing systems could be made more efficient, for low subsonic speeds, than a monoplane of comparable area and aspect ratio .