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A Nation of Aviation Pioneers
ICAO TIE-INS By Albert Pelsser Romania - A nation of aviation pioneers At the beginning of the 20th century, Romania was among the few nations in the world which brought essential contributions to aviation and flying because there were people who dedicated their life and work to fulfilling the human desire to fly and developing aviation. Among the most well-known inventors who contributed to the flight development by means of apparatuses heavier than the air, Traian Vuia, Aurel Vlaicu and Henri Coanda played a distinct role. In parallel to the above developments, schools of piloting were established and airships from other countries were purchased, with provision for specially designed workshops for the maintenance and repairing of aircraft. The first school of piloting was initiated by the Romanian lawyer Mihail Cerchez, after his return from Paris in the summer of 1909. It started its activity in the spring of 1910, on the field near Chitila, where the first aerodrome of the Romanian aviation was settled. Once the infrastructure for the construction and repair of the airships had been completed, Mihail Cerchez purchased four aircraft from France: two biplane Farman aircraft that were intended to carrying out the training flights of the future pilots, one Demoiselle aircraft and a Wright aircraft for the ground instruction. Second Lieutenants Ştefan Protopopescu and Gheorghe Negrescu were among the first six military pilots trained. Cerchez also obtained that the Farman aircraft be assembled in his workshops. Chitila’s infrastructure in 1911. Farman IV biplane. Having obtained their Pilot Licences in July 2011, Protopopescu and Negrescu, along with other pilots, participated in military maneuvers on Farmans in the fall of 1911 and carried out a series of raids to popularize aviation among youth and to maintain a high degree of readiness among pilots. -
Concorde Is a Museum Piece, but the Allure of Speed Could Spell Success
CIVIL SUPERSONIC Concorde is a museum piece, but the allure Aerion continues to be the most enduring player, of speed could spell success for one or more and the company’s AS2 design now has three of these projects. engines (originally two), the involvement of Air- bus and an agreement (loose and non-exclusive, by Nigel Moll but signed) with GE Aviation to explore the supply Fourteen years have passed since British Airways of those engines. Spike Aerospace expects to fly a and Air France retired their 13 Concordes, and for subsonic scale model of the design for the S-512 the first time in the history of human flight, air trav- Mach 1.5 business jet this summer, to explore low- elers have had to settle for flying more slowly than speed handling, followed by a manned two-thirds- they used to. But now, more so than at any time scale supersonic demonstrator “one-and-a-half to since Concorde’s thunderous Olympus afterburn- two years from now.” Boom Technology is working ing turbojets fell silent, there are multiple indi- on a 55-seat Mach 2.2 airliner that it plans also to cations of a supersonic revival, and the activity offer as a private SSBJ. NASA and Lockheed Martin appears to be more advanced in the field of busi- are encouraged by their research into reducing the ness jets than in the airliner sector. severity of sonic booms on the surface of the planet. www.ainonline.com © 2017 AIN Publications. All Rights Reserved. For Reprints go to Shaping the boom create what is called an N-wave sonic boom: if The sonic boom produced by a supersonic air- you plot the pressure distribution that you mea- craft has long shaped regulations that prohibit sure on the ground, it looks like the letter N. -
Cross & Cockade International SERIALS with PHOTOGRAPHS
Cross & Cockade International THE FIRST WORLD WAR AVIATION HISTORICAL SOCIETY Registered Charity No 1117741 www.crossandcockade.com INDEX for SERIALS with PHOTOGRAPHS This is a provisional index of all the photographs of aircraft with serial numbers in the 46 years of the Cross & Cockade Journal. There are only photographs with identifiable serials, no other items are indexed. Following the Aircraft serial number is the make & model in parentheses, then page number format is: first the volume number, followed by the issue number (1 to 4) between periods with the page number(s) at the end. The cover pages use the last three characters with a 'c' (cover) 'f' - 'r'(front-rear), '1'(outside) '2' (inside). There are over 4180 entries in three categories, British individual aircraft, other countries individual aircraft, followed by airships & balloons. Regretfully, copies of the photographs are not available. Derek Riley, Jan. 22, 2017 AIRCRAFT SERIAL, BRITISH INDIVIDUAL...............................pg 01 AIRCRAFT SERIALS, OTHER COUNTRY...................................pg 13 AIRSHIPS & BALLOONS.............................................................pg 18 AIRCRAFT SERIAL, British individual 81 (Short Folder Seaplane) 07.1.024, 184 (Short Admiralty Type 184) 04.1.cr2, Serial Aircraft type Page num 07.1.027, 15.4.162 06.4.152, 06.4.cf1, 15.4.166, 16.2.064 2 (Short Biplane) 15.4.148 88 (Borel Seaplane) 15.4.167, 16.2.056 187 (Wight Twin Seaplane) 16.2.065 9 (Etrich Taube Monoplane) 15.4.149, 95 (M.Farman Seaplane) 03.4.139, 16.2.057 201 (RAF BE1) 08.4.150, 36.4.256, 42.3.149 46.4.266 97 (H.Farman Biplane) 16.2.057 202 (Bréguet L.2 biplane) 08.4.149 10 (Short Improved S41 Type) 23.4.171, 98 (H.Farman Biplane) 15.4.157 203 (RAF BE3) 08.4.152, 09.4.172, 20.3.134, 34.1.065 103 (Sopwith Tractor Biplane) 15.4.157, 20.3.135, 23.4.169, 28.4.182, 38.4.239, 14 (Bristol Coanda monoplane) 45.3.176 15.4.165 38.4.242, 41.3.162 16 (Avro 503) 15.4.150 104 (Sopwith Tractor Biplane) 03.4.143 204 (RAF BE4) 20.3.134, 23.4.176, 36.1.058 17 (Hydro Recon. -
Technical Details of the Elliott 152 and 153
Appendix 1 Technical Details of the Elliott 152 and 153 Introduction The Elliott 152 computer was part of the Admiralty’s MRS5 (medium range system 5) naval gunnery project, described in Chap. 2. The Elliott 153 computer, also known as the D/F (direction-finding) computer, was built for GCHQ and the Admiralty as described in Chap. 3. The information in this appendix is intended to supplement the overall descriptions of the machines as given in Chaps. 2 and 3. A1.1 The Elliott 152 Work on the MRS5 contract at Borehamwood began in October 1946 and was essen- tially finished in 1950. Novel target-tracking radar was at the heart of the project, the radar being synchronized to the computer’s clock. In his enthusiasm for perfecting the radar technology, John Coales seems to have spent little time on what we would now call an overall systems design. When Harry Carpenter joined the staff of the Computing Division at Borehamwood on 1 January 1949, he recalls that nobody had yet defined the way in which the control program, running on the 152 computer, would interface with guns and radar. Furthermore, nobody yet appeared to be working on the computational algorithms necessary for three-dimensional trajectory predic- tion. As for the guns that the MRS5 system was intended to control, not even the basic ballistics parameters seemed to be known with any accuracy at Borehamwood [1, 2]. A1.1.1 Communication and Data-Rate The physical separation, between radar in the Borehamwood car park and digital computer in the laboratory, necessitated an interconnecting cable of about 150 m in length. -
List of Exhibits at IWM Duxford
List of exhibits at IWM Duxford Aircraft Airco/de Havilland DH9 (AS; IWM) de Havilland DH 82A Tiger Moth (Ex; Spectrum Leisure Airspeed Ambassador 2 (EX; DAS) Ltd/Classic Wings) Airspeed AS40 Oxford Mk 1 (AS; IWM) de Havilland DH 82A Tiger Moth (AS; IWM) Avro 683 Lancaster Mk X (AS; IWM) de Havilland DH 100 Vampire TII (BoB; IWM) Avro 698 Vulcan B2 (AS; IWM) Douglas Dakota C-47A (AAM; IWM) Avro Anson Mk 1 (AS; IWM) English Electric Canberra B2 (AS; IWM) Avro Canada CF-100 Mk 4B (AS; IWM) English Electric Lightning Mk I (AS; IWM) Avro Shackleton Mk 3 (EX; IWM) Fairchild A-10A Thunderbolt II ‘Warthog’ (AAM; USAF) Avro York C1 (AS; DAS) Fairchild Bolingbroke IVT (Bristol Blenheim) (A&S; Propshop BAC 167 Strikemaster Mk 80A (CiA; IWM) Ltd/ARC) BAC TSR-2 (AS; IWM) Fairey Firefly Mk I (FA; ARC) BAe Harrier GR3 (AS; IWM) Fairey Gannet ECM6 (AS4) (A&S; IWM) Beech D17S Staggerwing (FA; Patina Ltd/TFC) Fairey Swordfish Mk III (AS; IWM) Bell UH-1H (AAM; IWM) FMA IA-58A Pucará (Pucara) (CiA; IWM) Boeing B-17G Fortress (CiA; IWM) Focke Achgelis Fa-330 (A&S; IWM) Boeing B-17G Fortress Sally B (FA) (Ex; B-17 Preservation General Dynamics F-111E (AAM; USAF Museum) Ltd)* General Dynamics F-111F (cockpit capsule) (AAM; IWM) Boeing B-29A Superfortress (AAM; United States Navy) Gloster Javelin FAW9 (BoB; IWM) Boeing B-52D Stratofortress (AAM; IWM) Gloster Meteor F8 (BoB; IWM) BoeingStearman PT-17 Kaydet (AAM; IWM) Grumman F6F-5 Hellcat (FA; Patina Ltd/TFC) Branson/Lindstrand Balloon Capsule (Virgin Atlantic Flyer Grumman F8F-2P Bearcat (FA; Patina Ltd/TFC) -
Critical Mach Number, Transonic Area Rule
Critical Mach number - Compressibility Effects on Lift The design parameter that influences compressibility effects on lift is the Critical Mach number (Mcr). This is the free stream Mach number when sonic conditions (M = 1) is reached at some point on the airfoil surface The figure illustrates the same airfoil, at the same angle of attack at different free stream Mach numbers leading to the definition of the critical Mach number The critical Mach number can be obtained through the curve for the minimum pressure coefficient as a function of Mach number. It can be determined through the intersection of the two equations The lift coefficient correction for compressibility is The figure above illustrates that If you plan to fly at high free stream Mach number, you airfoil should be thin to (a) increase your critical Mach number as this will keep your drag rise small This will also result in lower minimum pressure: Therefore your lift coefficient will decrease Note that the minimum pressure coefficient on thick airfoil is high; this means that the velocity is also correspondingly high. Therefore the critical Mach number is reached for lower value of the free stream Mach number. Swept wing A B-52 Stratofortress showing wing with a large sweepback angle. A swept wing is a wing planform favored for high subsonic jet speeds first investigated in Germany from 1935 onwards until the end of the Second World War. Since the introduction of the MiG-15 and North American F-86 which demonstrated a decisive superiority over the slower first generation of straight-wing jet fighters during the Korean War, swept wings have become almost universal on all but the slowest jets (such as the A- 10). -
RAF Centenary 100 Famous Aircraft Vol 3: Fighters and Bombers of the Cold War
RAF Centenary 100 Famous Aircraft Vol 3: Fighters and Bombers of the Cold War INCLUDING Lightning Canberra Harrier Vulcan www.keypublishing.com RARE IMAGES AND PERIOD CUTAWAYS ISSUE 38 £7.95 AA38_p1.indd 1 29/05/2018 18:15 Your favourite magazine is also available digitally. DOWNLOAD THE APP NOW FOR FREE. FREE APP In app issue £6.99 2 Months £5.99 Annual £29.99 SEARCH: Aviation Archive Read on your iPhone & iPad Android PC & Mac Blackberry kindle fi re Windows 10 SEARCH SEARCH ALSO FLYPAST AEROPLANE FREE APP AVAILABLE FOR FREE APP IN APP ISSUES £3.99 IN APP ISSUES £3.99 DOWNLOAD How it Works. Simply download the Aviation Archive app. Once you have the app, you will be able to download new or back issues for less than newsstand price! Don’t forget to register for your Pocketmags account. This will protect your purchase in the event of a damaged or lost device. It will also allow you to view your purchases on multiple platforms. PC, Mac & iTunes Windows 10 Available on PC, Mac, Blackberry, Windows 10 and kindle fire from Requirements for app: registered iTunes account on Apple iPhone,iPad or iPod Touch. Internet connection required for initial download. Published by Key Publishing Ltd. The entire contents of these titles are © copyright 2018. All rights reserved. App prices subject to change. 321/18 INTRODUCTION 3 RAF Centenary 100 Famous Aircraft Vol 3: Fighters and Bombers of the Cold War cramble! Scramble! The aircraft may change, but the ethos keeping world peace. The threat from the East never entirely dissipated remains the same. -
Some Supersonic Aerodynamics
Some Supersonic Aerodynamics W.H. Mason Configuration Aerodynamics Class Grumman Tribody Concept – from 1978 Company Calendar The Key Topics • Brief history of serious supersonic airplanes – There aren’t many! • The Challenge – L/D, CD0 trends, the sonic boom • Linear theory as a starting point: – Volumetric Drag – Drag Due to Lift • The ac shift and cg control • The Oblique Wing • Aero/Propulsion integration • Some nonlinear aero considerations • The SST development work • Brief review of computational methods • Possible future developments Are “Supersonic Fighters” Really Supersonic? • If your car’s speedometer goes to 120 mph, do you actually go that fast? • The official F-14A supersonic missions (max Mach 2.4) – CAP (Combat Air Patrol) • 150 miles subsonic cruise to station • Loiter • Accel, M = 0.7 to 1.35, then dash 25nm – 4 ½ minutes and 50nm total • Then, head home or to a tanker – DLI (Deck Launch Intercept) • Energy climb to 35K ft., M = 1.5 (4 minutes) • 6 minutes at 1.5 (out 125-130nm) • 2 minutes combat (slows down fast) After 12 minutes, must head home or to a tanker Very few real supersonic airplanes • 1956: the B-58 (L/Dmax = 4.5) – In 1962: Mach 2 for 30 minutes • 1962: the A-12 (SR-71 in ’64) (L/Dmax = 6.6) – 1st supersonic flight, May 4, 1962 – 1st flight to exceed Mach 3, July 20, 1963 • 1964: the XB-70 (L/Dmax = 7.2) – In 1966: flew Mach 3 for 33 minutes • 1968: the TU-144 – 1st flight: Dec. 31, 1968 • 1969: the Concorde (L/Dmax = 7.4) – 1st flight, March 2, 1969 • 1990: the YF-22 and YF-23 (supercruisers) – YF-22: 1st flt. -
Artifacts and Aircraft
International Journal of Business, Humanities and Technology Vol. 5, No. 2; April 2015 The Ancients: Artifacts and Aircraft Susan Kelly Archer, EdD Embry-Riddle Aeronautical University Department of Doctoral Studies College of Aviation Daytona Beach, Florida USA Abstract Throughout literature and other art forms, certain themes appear repeatedly. The same might be said for engineering designs, specifically the design of aerospace vehicles. In 1996, Lumir Janku wrote about a set of artifacts, discovered in Peru and determined to be Pre-Columbian, that can be interpreted as models of delta- winged fliers. The design of the Peruvian artifacts has been interpreted in multiple ways by a variety of professionals. The delta wing was also incorporated into the design of civilian aircraft during the 20th Century. Modern delta-winged aircraft were used successfully in both military and civilian applications for more than 40 years. It is interesting to read about the possibility that this aeronautical design may have originated millennia earlier with a culture that did not leave written records to explain its artifacts crafted in gold. Keywords: aviation history, delta wing, Pre-Columbian artifacts Throughout literature and other art forms, certain themes appear repeatedly. The same might be said for engineering designs, specifically the design of aerospace vehicles. Man’s fascination with how birds fly can be linked to the ancient legends of Daedalus or the winged Egyptian gods, and then more recently to John Damien’s attempt to fly with wings made from chicken feathers (Brady, 2000) or Otto Lillienthal’s essays linking the physiology of birds to the design of early gliders (Lillienthal, 2001). -
Test Pilot and Director of Flight Operations at BAE Systems, Presented an Excellent Lecture Entitled “Some Memories of a Flight Test Career”
Notes on Lecture to Loughborough RAeS Branch 24th April 2012 Some Memories of a Flight Test Career By David Eagles Notes by Frank Chambers On the 24th April 2012 David Eagles, former Chief test Pilot and Director of Flight Operations at BAE Systems, presented an excellent lecture entitled “Some Memories of a Flight Test Career”. David started his career in the Fleet Air Arm, having been enticed into national service with the Royal Navy (RN) by an advertisement in the Radio Times “depicting a pilot wearing a sheepskin jacket walking down a sloping flight deck”! He also reflected that he felt lucky to have been starting out in the 1960’s when there seemed to be a wider choice in both career path and aircraft being produced by the British aircraft industry compared with today. After six months induction training on HMS Indefatigable at Lee-on-Solent, which involved a lot of drills and square bashing without sight of an aircraft, David was posted to Pensacola Florida, to undertake flying training under the Mutual Defence Aid programme. Starting on North American Harvard/Texan trainers, the US based flight training course was a highly structured one, each pilot undertaking nineteen 1½ hour flights before going solo. The course then progressed through gunnery/weapons (bombing) training and simulated deck landings at a satellite field before proceeding on to the USS Monterey for 3 weeks training on the real thing! A picture of David Eagles first deck landing aboard USS Monterey After completion of deck landing training, David progressed to instrument flying training on the T28 before graduating to jets first flying the Lockheed TB2 trainer version of the F80 and then the Grumman F9F2 Panther for advanced jet training. -
Aircraft Collection
A, AIR & SPA ID SE CE MU REP SEU INT M AIRCRAFT COLLECTION From the Avenger torpedo bomber, a stalwart from Intrepid’s World War II service, to the A-12, the spy plane from the Cold War, this collection reflects some of the GREATEST ACHIEVEMENTS IN MILITARY AVIATION. Photo: Liam Marshall TABLE OF CONTENTS Bombers / Attack Fighters Multirole Helicopters Reconnaissance / Surveillance Trainers OV-101 Enterprise Concorde Aircraft Restoration Hangar Photo: Liam Marshall BOMBERS/ATTACK The basic mission of the aircraft carrier is to project the U.S. Navy’s military strength far beyond our shores. These warships are primarily deployed to deter aggression and protect American strategic interests. Should deterrence fail, the carrier’s bombers and attack aircraft engage in vital operations to support other forces. The collection includes the 1940-designed Grumman TBM Avenger of World War II. Also on display is the Douglas A-1 Skyraider, a true workhorse of the 1950s and ‘60s, as well as the Douglas A-4 Skyhawk and Grumman A-6 Intruder, stalwarts of the Vietnam War. Photo: Collection of the Intrepid Sea, Air & Space Museum GRUMMAN / EASTERNGRUMMAN AIRCRAFT AVENGER TBM-3E GRUMMAN/EASTERN AIRCRAFT TBM-3E AVENGER TORPEDO BOMBER First flown in 1941 and introduced operationally in June 1942, the Avenger became the U.S. Navy’s standard torpedo bomber throughout World War II, with more than 9,836 constructed. Originally built as the TBF by Grumman Aircraft Engineering Corporation, they were affectionately nicknamed “Turkeys” for their somewhat ungainly appearance. Bomber Torpedo In 1943 Grumman was tasked to build the F6F Hellcat fighter for the Navy. -
10. Supersonic Aerodynamics
Grumman Tribody Concept featured on the 1978 company calendar. The basis for this idea will be explained below. 10. Supersonic Aerodynamics 10.1 Introduction There have actually only been a few truly supersonic airplanes. This means airplanes that can cruise supersonically. Before the F-22, classic “supersonic” fighters used brute force (afterburners) and had extremely limited duration. As an example, consider the two defined supersonic missions for the F-14A: F-14A Supersonic Missions CAP (Combat Air Patrol) • 150 miles subsonic cruise to station • Loiter • Accel, M = 0.7 to 1.35, then dash 25 nm - 4 1/2 minutes and 50 nm total • Then, must head home, or to a tanker! DLI (Deck Launch Intercept) • Energy climb to 35K ft, M = 1.5 (4 minutes) • 6 minutes at M = 1.5 (out 125-130 nm) • 2 minutes Combat (slows down fast) After 12 minutes, must head home or to a tanker. In this chapter we will explain the key supersonic aerodynamics issues facing the configuration aerodynamicist. We will start by reviewing the most significant airplanes that had substantial sustained supersonic capability. We will then examine the key physical underpinnings of supersonic gas dynamics and their implications for configuration design. Examples are presented showing applications of modern CFD and the application of MDO. We will see that developing a practical supersonic airplane is extremely demanding and requires careful integration of the various contributing technologies. Finally we discuss contemporary efforts to develop new supersonic airplanes. 10.2 Supersonic “Cruise” Airplanes The supersonic capability described above is typical of most of the so-called supersonic fighters, and obviously the supersonic performance is limited.