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Vertical wind tunnel in the former German Aviation Research Institute in Berlin-Adlershof
Berlin, Germany 26.04.2017
www.hu-berlin.de/en/about/campus/adlershof/overview/techn...
Vertikaler Windkanal in der ehemaligen Deutschen Versuchsanstalt für Luftfahrt in Berlin-Adlershof
Berlin, Deutschland 26.04.2017
www.hu-berlin.de/de/ueberblick/campus/adlershof/ueberblic...
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The Mikoyan-Gurevitch MiG-21 is an iconic Soviet fighter aircraft that has seen extensive use worldwide since the 1950s. In Helsinki, Finland, a MiG-21 can be seen as a historical and cultural artifact, often displayed in museums or as a souvenir to the Cold War and aviation history. You can see this MiG-21 in the Finnish Aviation Museum Suomen Ilmailumuseo, located near Helsinki-Vantaa Airport. This museum has an extensive collection of aircraft, including the MiG-21, which played an important role in the history of the Finnish Air Force. Finland purchased several MiG-21s from the Soviet Union in the 1960s and 1970s. These aircraft were used by the Finnish Air Force and played a crucial role in the country's air defense during the Cold War. The MiG-21 was one of the most advanced fighter jets of its time and was known for its speed, maneuverability and simple yet effective design. The MiG-21 is a single-engine supersonic fighter aircraft designed for aerial combat and interception missions. The aircraft is known for its delta wing design and high speed, can reach speeds of up to Mach 2 and has an operational ceiling of approximately 17,500 meters. The presence of the MiG-21 in museums in Helsinki is a reminder of the complex geopolitical situation during the Cold War, with Finland having to strike a delicate balance between the influence of both the Soviet Union and the West. It also shows the technological advancements and military capabilities of the time, as well as the cooperation and tensions between different countries.
Visit to the MiG-21 at the Finnish Aviation Museum located in Vantaa, near Helsinki-Vantaa Airport, this museum is a must-visit for aviation enthusiasts. It offers in-depth insights into Finland's aviation history and the role of aircraft such as the MiG-21. By visiting such exhibitions, visitors gain a better understanding of the historical and technical aspects of the MiG-21, as well as the broader context of the Cold War and aviation development in Finland.
De Mikoyan-Gurevitch MiG-21 is een iconisch Sovjet-gevechtsvliegtuig dat wereldwijd veelvuldig is gebruikt sinds de jaren 1950. In Helsinki, Finland, kan men een MiG-21 zien als een historisch en cultureel artefact, vaak tentoongesteld in musea of als een herinnering aan de Koude Oorlog en de luchtvaartgeschiedenis. Deze MiG-21 kun je zien in het Fins Luchtvaartmuseum Suomen Ilmailumuseo, gelegen nabij de luchthaven Helsinki-Vantaa. Dit museum heeft een uitgebreide collectie vliegtuigen, waaronder de MiG-21, die een belangrijke rol heeft gespeeld in de geschiedenis van de Finse luchtmacht. Finland kocht in de jaren 1960 en 1970 verschillende MiG-21's van de Sovjet-Unie. Deze vliegtuigen werden gebruikt door de Finse luchtmacht en speelden een cruciale rol in de luchtverdediging van het land tijdens de Koude Oorlog. De MiG-21 was een van de meest geavanceerde straaljagers van zijn tijd en stond bekend om zijn snelheid, wendbaarheid en eenvoudige maar effectieve ontwerp. De MiG-21 is een supersonisch jachtvliegtuig met een enkele motor, ontworpen voor luchtgevechten en onderscheppingsmissies. Het vliegtuig is bekend om zijn deltavleugelontwerp en hoge snelheid. kan snelheden tot Mach 2 bereiken en heeft een operationeel plafond van ongeveer 17.500 meter. De aanwezigheid van de MiG-21 in musea in Helsinki herinnert aan de complexe geopolitieke situatie tijdens de Koude Oorlog, waarbij Finland een delicate balans moest vinden tussen de invloed van zowel de Sovjet-Unie als het Westen. Het toont ook de technologische vooruitgang en militaire capaciteiten van die tijd, evenals de samenwerking en spanningen tussen verschillende landen.
G-NFLA is a British Aerospace Jetstream J31 belonging to the Cranfield Institute of Technology at Cranfield University. The titles indicate the aircraft acts as a "National Flying Laboratory Centre".
The aircraft was visiting Belfast to train Queen's University Aeronautical Engineering students and visited Aldergrove on 18th April 2016.
Shot taken just close to the Swiss, French and Italian border. Spotted this plane approaching at a higher altitude from starboard. Waited for the right moment for the sun to hit its jet's contrails as it passes to portside.
Shot taken shortly after passing by Mont Blanc, and into French airspace.
Chamonix-Mont-Blanc
Haute-Savoie
Rhône-Alpes Region
France
This display shows the evolution of wing rib construction and cross-sections. From top to bottom are: Piper J-3 Cub (1939), Franklin Sport 90 (1929), Star Cavelier (1929), Ryan WL1 (1926), Curtiss JN-4 (1918), Halberstadt (D.1), and Wright Model B (1911).
Back in the mid-1960s, leaders in the airline business forecast a need for two airliners: a large-capacity aircraft of transcontinental or trans-Atlantic range and a long-range supersonic airliner. The need for the first aircraft type was a result of the increasing congestion at many airports as the economy of jet transport allowed many more people to choose flying. At the same time, the U.S. Air Force needed a large-capacity cargo and troop transport. As a result of this, Boeing and Lockheed were working on designs for an aircraft of unprecedented size; at the same time, two major U.S. engine manufacturers were developing a new turbofan in the 45,000-lb thrust class that would be needed to power the leviathan. Both the airframe and the powerplant represented a more than twofold increase in size and power. In the military, supersonic flight was well advanced; many people predicted that the technology could be adapted for civilian use. Furthermore, the French and British were working on a design called the Concorde, and several major international carriers were showing interest in the aircraft, while the Soviet Union was working on its own aircraft, the Tupolev Tu-144. (Although the Soviet design held little commercial appeal, it is important to remember that these events were taking place during the Cold War.) In fact, Boeing's own predictions were that most passengers would be flying on supersonic jets; the large-capacity aircraft it was developing for both the military and as the next airliner to succeed the Boeing 707 and DC-8 Super-60 series would be primarily a cargo carrier.
Peter Gilchrist's book documents the conception, development, construction, and service of what has now become known as the Boeing 747 Classic, namely the series -100, -200, -300, -SP, and -SR - those variants that preceded the series -400 and -800 with their digital technology flight deck, increased use of composite materials, and advanced aerodynamics.
The chapters on evolution and design chronicle the development of the aircraft that preceded the Boeing 747s, mainly the large aircraft of World War II and the period thereafter (the B-17, B-29, and B-50 bombers and the Model 367/377 transports/tankers/airliners), the B-47 (and the later B-52) bomber, which pioneered swept wings and podded engines, and the Boeing 707 and KC-135 designs, which applied all these lessons in the basic design of a long-range civilian airliner and military transport/tanker. Boeing was gaining further experience with its research into the U.S. Air Force request for a very-large-capacity transport. However, Lockheed, with its experience in building the C-130 Hercules and C-141 Starlifter, won the bid. Nevertheless, Boeing continued applying what it learned to a civilian airliner, which could be easily converted into a freighter once the flying public flocked to the sleek, needle-nosed SSTs. Though Gilchrist's book does mention these things, along with the fact that Pan American and other airlines were not enthusiastic about a double-deck airliner, it does not show Boeing's entry or explain the reason for the characteristic hump to accommodate the flight deck and an upward-opening nose section, vestiges of which can be seen on all 747s, right through the series -400. The whole history is very interesting; readers should consult Joe Sutter's book on the Boeing 747 for more.
The following chapter shows the construction of the Boeing 747, though it does rely heavily on pictures of the prototype. While these pictures are very interesting, the construction of a production machine is an entirely different matter altogether. The lack of text is compensated for by the detailed captions that accompany each photograph.
Chapter 4 delves into the technical specifications of the various types that fall under the name "Boeing 747 Classic." For aircraft junkies like this reviewer, this section is comprehensive, with a nice wing shot of a Rolls-Royce-powered 747 and two flight deck photographs thrown in, before going on to the airplane's cabin and many possible arrangements. This section is extremely well done, allowing this book to stand out over others, equaling only the AirlinerTech volume. I would even put my reputation on the line and say that this section alone is worth the price of the book - it is that well done.
Chapter 5 follows the logical progression of describing the each variant of the Boeing 747 Classic; including the short-range, high-density and various cargo and combi variants. Also included are the examples sold to various military and government entities. The book does a fine job in including the alphabet soup of variants, with a degree of detail not found elsewhere; only the -200 series and two Japan Air Lines -100 series airplanes modified with the stretched upper deck (SUD) that characterized the -300 and passenger -400 aircraft are not included. Not covered in this book are flight testing, early problems with the Pratt & Whitney JT-9D cowlings, and designs Boeing tried to sell to the Air Force but never left the drawing board.
The chapters on airline operations, accidents & incidents, and production history are out of date, but they do provide valuable insight into the early customers, so-called first-tier operators, of the Boeing 747 Classics. The production list is still of value for looking up first flights and delivery dates of individual airframes.
Most of the volumes in the Airliner Color History series are more "coffee-table" books, tomes with many nice pictures but little to say about the subject. In that respect, with this volume, Mr. Gilchrist has done a fine job in covering these classic airliners, not only meeting my expectations, but exceeding them.
I am an Amazon.com top reviewer. Aircraft and aviation history are passions of mine. I am available as a freelance writer to help authors gain greater Web presence for their works and will happily review sample copies of books and related aviation items. It would be a conflict of interest to charge a fee, but I do need a sample.
The F-35 Joint Strike Fighter program's Cooperative Avionics Test Bed, or CATB, aircraft lands here March 1, 2007, to perform equipment fit checks. The aircraft is a Boeing 737-300 specially modified to perform mission systems testing for the F-35 program. (Photo by Chad Bellay)
Nowhere to Go but Up
www.goodreads.com/review/show/909117846
"For the world's oldest flight technology," says Tom D. Crouch in introduction, "it seems there is still no place to go but up." Although In the history of flight, the lighter-than-air balloon is much older than heavier-than-air aircraft, the balloon keeps on evolving, finding new applications along the way. In 1783, Parisians for the first time marveled at the astonishing sight of two humans leaving "the surly bonds of earth," defying gravity and floating aboard "a wondrous craft that was the product of human brains and hands." The late eighteenth century was the eve of the Industrial Revolution and the Age of Reason. Science and technology held all sorts of promises and potential. After all, "in an age when human beings could fly, what other wonders might the future hold?"
Tom Crouch, the award-winning writer from the Smithsonian National Air & Space Museum, offers in this highly accessible book an overview a history of lighter-than-air aircraft from the science of antiquity to the science of the space age, along with all the excitement these machines have brought along the way and continue to bring. "Why did it take so long to learn to fly?" asks Crouch in opening the first chapter, "Clouds in a Bag." After all, the Greek philosopher Archimedes (287-212 BC) figured out the principle of an object being able to float when it is lighter than the fluid it displaces. In the East, the Chinese for many years crated paper lanterns that floated in the air. Why, then, was it not until the Mongolfiers created hotter-than-air balloons on a larger scale that the technology would be able to be applied to human flight? Nearly a century and a half before the first balloon flight, the invention several scientists were working on the principles of creating vacuums, made possible by Otto von Guericke's invention of the vacuum pump. Bartolomeu Lourenco de Gusmao created the first model of a vacuum sphere rising, but a craft on the scale sufficiently large to carry a human aloft eluded him. It remained to the sciences of harnessing hot air and helium to pave the way for lighter-than-air craft.
In "The Newborn Babe Comes of Age," Crouch discusses the great balloon adventures (and adventurers) of the late 18th and 19th centuries. As with heavier-than-air machines in the 20th century, inventors kept busy finding military applications for this new aeronautical technology. While the balloon offered a valuable reconnaissance platform, their value of a form of transportation was limited by the directions the winds at a given time could take them. And that takes us to the third chapter, "Navigating the Air." To steer a balloon, one needed a power source, suspended by a sturdy network of ropes - the dirigible airship. Alberto Santos-Dumont, who was also the first man to fly in Europe, was one of the noteworthy pioneers, exciting the crowds of Paris when he was the first to circumnavigate the Eiffel Tower, itself a monument of engineering, technology, and industrial art. Ferdinand von Zeppelin seized on the idea of incorporating the two components of the dirigible and combining them into rigid airships, huge sleek silver fish in the sky.
The history of lighter-than-air machines does not follow a linear path. The two World Wars and the period between them saw the re-emergence of nonrigid airships for specific duties, "Fabulous Silvery Fishes," as Crouch calls them. The fiery crash of the Hindenburg sealed the fate of the futuristic rigid airships, leaving non-rigid airships and modern balloons to take their place in ruling the skies, along with their heavier-than-air brethren. After World War II, helium balloons proved to be very valuable tools for high-altitude atmospheric research. These sophisticated balloons, only looking like their venerable forebears, could climb to altitudes at which the air is too thin to provide lift for fixed-wing aircraft, as covered in the fifth chapter, "Science in the Sky."
Balloons experienced a another renaissance - as a medium of sport. Don Piccard is a particularly noteworthy figure in bringing balloons to the public, making them affordable to not just the super-rich. Another aspect of sport ballooning is in the use of lighter-than-air envelopes to carry highly sophisticated high-tech gondolas and their human occupants on record-breaking voyages around the world. In perusing about the history and future of lighter-than-air machines, the reader is sure to enjoy Mr. Crouch's excellent writing to make the history as interesting as the sight of a hot-air balloon or zeppelin floating overhead.
Because I was anxious to see the old stuff, I didn't check to see why the EAA AirVenture Museum had an F-22 full-scale (?) mock-up of the Raptor. I believe it was to show younger museum-goers state-of-the-art aircraft technology. Education is a major component of the Experimental Aircraft Association.
The Curtiss Aerodrome No. 3, also known as the June Bug, was the first airplane to feature ailerons, a tricycle landing gear, and a steerable nosewheel. This faithful replica has made several flight; she is the only flying replica of an 1908 aircraft anywhere in the world. Engine is a Curtiss OX-6.
The Start of a Great Thing - A Nostalgic Look at Aviation Developments That Is Now a Piece of Nostalgia
The only bad thing that can be said about the Putnam Review is that it lasted for such a short time. In the true English tradition, this journal, launched in 1989, covered both well-known and obscure topics and did so with such a level of detail rarely found. This is truly a work by and for people who love planes and remember obscure facts that most people have long forgotten. The first edition featured several articles on the Vickers VC10, both the Standard and Super variants. Photos of early airframes are featured - they may be black-and-white, but they are sharp and of extremely high quality. As this issue was going to press, the aircraft had been long retired from BOAC and British Airways service, but it was to find an even grander niche serving with the Royal Air Force as a tanker and a transport. For those who were fortunate to have flown aboard one of these graceful airliners as a passenger, the cabin shots are sure to bring back fond memories, especially as the lovely example at Cosford was scrapped (much to the horror of airliner enthusiasts!). Fans of BOAC will revel in the checkerboard design of the seats, which also found its way on the airline's early 707-436s, the early ones powered by the same Rolls-Royce Conways as the VC-10. The design of both the civil and military conversions is covered in great detail. Needless to say, the sections on the VC-10 alone are worth the price of this publication. Also covered are an early air race and the development of winglets, which were just finding their way on such types as the Airbus A310 and A320, as well as the Boeing 747-400, along with many general aviation types. At the time of this writing, the application of Richard Whitcomb's aeronautical technology was still in its infancy; nowadays, winglets and straked wing tips are varied and a common sight. The subsequent editions of Putnam Review would maintain that same high standard of quality, at least for the short time this fine publication lasted.
Daniel L. Berek
Top Amazon Reviewer - Freelance Writer Available to Review Quality Books and Other Items in Exchange for a Sample
Grumman Gulstream GII modified as a flying testbed for the Northrop Grumman Broad Area Maritime Surveillance UAV contract bid. by Alan Radecki
Here's something very unusual! NASA commissioned this unmanned flying test bed to test the aerodynamics of the oblique wing. Though this model, of course was subsonic, data were gathered to ascertain whether a supersonic aircraft of this type would be twice as economical as a more conventional delta wing aircraft; moreover , this model was used to study the low-speed characteristics of an oblique wing aircraft. This model was used as the basis of the manned AD-1 research aircraft.
Even Piece by Piece, an Airplane Is More Than the Sum of Its Parts
"It's a bird, it's a plane..." We all know what an airplane is and take the shape of these ubiquitous flying machines for granted (not to mention getting from place to place on one). That was not only the case. For centuries, man has dreamed of flying, but what a machine capable of enabling people to "escape the surly bonds of the Earth" should look like, no one could know. It should come to no surprise that many people thought that an airplane should flap its wings like a bird. Needless to say, history has not been kind to ornithopters, as such machines are known. Balloons offered man his first taste of soaring above the crowds; the invention of the Montgolfier brothers increased man's thirst for a heavier-than-air machine that could take him aloft. Fast-forward to the beginning: in 1809, an Englishman named George Cayley created the first powered model glider, a later development of which was sufficiently large to carry a young boy aloft for a short hop. The work Sir George inspired William Henson; he created a model of a flying machine he called Ariel, the Henson Aerial Steam Carriage. By 1983, wanting to go the next step of creating a full-size working aircraft, he started the world's first aviation firm. His machine was to be more than a research test vehicle with a payload of one - the pilot. With the British Empire expanding, he would settle for nothing less than creating the world's first airliner. Though the technology was not present to make the dream a reality, engravings of his machine became popular collector's items, inspiring the minds and hearts of people everywhere.
It is worth noting that the Henson Aerial Steam Carriage had most of the elements of what we recognize today as comprising an airplane: a wing, an engine, control surfaces at the rear, and a fuselage to hold it all together and carry the payload. Jay Spenser carefully analyzes each of these components, now they came to be, why they are there, and how they were developed over the years. These are among the "ideas that gave us wings." Even for a seasoned aircraft hobbyist such as myself, with an extensive collection of aviation books and periodicals, this book offered an entirely new perspective on the history and design of the airplanes I love so much. After covering the conception and birth of the airplane, Spenser discusses configuration - how airplanes acquired the shape we recognize today. Then, he examines, piece by piece, the fuselage, wings, empennage, flight controls, flight decks, landing gear, and passenger cabin. If the style of the book seems simplistic, it is important to remember that the author is writing for a general audience. That said, there is still plenty for seasoned hobbyist to savor. In addition, the book is exceedingly well written - an absolute joy to read. Furthermore, it is always a pleasure to find an aviation book that looks upon its subject from a new perspective. Jay Spenser's "The Airplane: How Ideas Gave Us Wings" is an affirmation why I am fascinated by flight and love airplanes.
Review of "VC10: The Story of a Classic Jet Airliner." 2015, Key Publishing.
With the Concorde and Lockheed Constellation, the Vickers VC10 rates among airliner enthusiasts as one of the most beautiful civil aircraft ever built. However, as with another fine-looking British aircraft, the Bristol Britannia, the VC10 was a fine design that came too late to be commercially successful. However, the VC10 got a reprieve when it found a niche with the RAF as an aerial tanker. The sturdiness of the airframe, extra power from its four Rolls-Royce Conway engines, and excellent short-field performance were just what was needed. Thanks to this new role, the airplane would continue to grace the skies for nearly a half century and provide several museum pieces for people to admire once the old girl was retired. Certainly this development would merit a book; as that was not forthcoming, this periodical does an admirable job, providing enough quality written and photographic material for a book that would have done justice to the excellent AirlinerTech series that is sadly no longer published. There’s a wealth of information and eye candy in those 114 pages.
As with any aviation title covering a particular type, VC10: The Story of a Classic Jet Airliner starts out with a background of Vickers-Armstongs and the early development of the VC10, including some excellent pictures of the V.1000 prototype under construction and looking quite forlorn, abandoned at a factory backlot, and a mock-up of the flight deck. These items are followed by an in-depth technical description f the airliner, both external and structural – here is where the earlier comparison with the bygone AirlinerTech series comes into play: the illustrations are excellent, providing even the most jaded airliner geek with a bounty of fodder. The Rolls-Royce Conway engine is also covered.
Next, we relive the first flight of the VC10, to be replicated by the Super. The detailed descriptions and first-hand accounts made for very satisfying reading. Some of the pictures I remembered from the Putnam Aviation Review, an excellent publication that had an all-too-short life in the 1980s. This chapter is followed by flying the VC10, again with fine first-hand accounts.
Midway through, we get to know the VC10 in airline service, first with BOAC and British Airways, along with British United (the only other first-time customer of the Standard), Caledonian, Ghana Airways, East African Airways (the only other first-time customer of the Super), along with Gulf Air and other later notable carriers. Even the two unique testbeds receive attention.
We then arrive at the first Standard VC10s in service with the Royal Air Force, a harbinger of great things to come with this elegant airliner. Indeed, we then learn about the first and second series of Standard and Super VC10 tankers, the role in which this airliner would go on to earn its place in aviation history. Finally, in tribute to this masterpiece of British aeronautical engineering, we read about the last years of the VC10, along with the four RAF airframes that have been preserved. As with quality aviation books, a thorough production list of every VC10 and Super VC10 is included, giving each example of this beautiful airliner the attention it deserves.
The JDTV is a ballistic model of the Ares I, and it recovers to the Yuma, AZ desert beneath its massive recovery parachute.
This was among the earliest of a series of advanced designs by Dick Rutan; among the Vari-eze aircraft, this is the first, built in 1975. His company would gain additional fame for the Voyager and Spaceship One. This remarkable aircraft is known not only for its canard design, but also for its pioneering use of the Whitcomb winglet.
Photo Credit: NASA Dryden website - Boeing Image
Negative Number: SMF06_F_KOEH_X48B-0900a
Digitized Date: October 27, 2006
Keywords: X-48B, BWB
OK, this book may not be everyone's cup of tea. If you want pretty pictures of aircraft in flight over snow-capped mountains during a sunset, the black-and-white drawings and photos of an airplane's skeleton just won't cut it. For those of us passionate about aircraft and want to know how our favorite birds were put together, however, this book will satisfy and gratify. Every section of the Boeing 767 (the -200 as well as the -300 models, both standard and -ER variants) is covered in superlative detail, accompanied by detailed photographs and line drawings. Those of us who want to know how everything is put together and the ingenious structures used will rejoice in the sharp line drawings and photographs of actual aircraft being assembled in the factory. Every structural system, from the nose bulkhead to the control surfaces, is covered thoroughly. This book is a wonderful curiosity for airplane aficianados and an excellent reference for modelers looking to add extra detail.
Presented are four unusual propellers of the Golden Age of Aviation. From left is the hinged-blade research propeller by Paragon Engineering, designed for the U.S. Navy but not adopted; the Micarta controllable pitch propeller designed to be spun from a Wright-built 180-hp Hispano-Suiza engine, 1922; the Olmstead high-efficiency propeller for the Loening M-2 (an aircraft that never saw production); and the Curtiss Reed propeller molded in aluminum alloy for the necessary pitch for the Liberty 12 and Curtiss D-12 engines. All four examples were flight tested at McCook Field.
A Good Look at a Pioneering Airliner
Presented in a single volume are the histories and technical specifications of the De Havilland DH.106 Comet and its offspring, the Nimrod. Starting with an overview of the Brabazon Committee's plans for postwar airliners, Mr. Darling describes the design of the various Comet variants. The author covers the design flaws of the early Comet in very good detail. He describes the Comet 4 in service in England and throughout the world, and covers the RAF military Comets, including the Nimrod. The reference section covers significant dates but covers little else. There is no chart on the individual histories of the commercial airframes or even a section on preserved examples residing in museums, an unfortunate shortcoming.
A center spread contains some nice color pictures of civil and military Comets. However, considering that Dan Air was the largest operator of the Comet, that airline is vastly underrepresented. There are a few shots of the Comet and Nimrod flight decks, but very little in the way of interior shots, which is a pity. In these respects, this book is less detailed than the volume on the Boeing 377 Stratocruiser in the same series.
This book is a slightly abridged version of the original Crowood edition, which has the production lists and photos of individual airframes not present in this volume. It is up to the individual reader to determine whether those features (and the hard covers) are worth the extra money. Overall, Mr. Darling presents a readable and interesting text. If, like me, you want to learn about this pioneer jetliner, this book is bound to please.
If you ever wondered what a Piper Cub looks like under its yellow doped skin, here you are. Contrast this photo with the wing structure of the Cub at the Virginia Aviation Museum:
J. Newton Williams built this original model helicopter in 1905, before the real thing had been invented. Williams proved that counter-rotating rotors would enable the machine to fly or hover horizontally while maintaining stability.
This wind tunnel was designed and built at McCook Field in 1918. A 24-blade fan 60 inches in diameter created wind speeds as high as 453 mph. It was used both to test airfoil designs and calibrate airspeed instruments.
This metal framework shows the skeleton of early Schweizer sailplanes - what's under the fabric skin. The aircraft is a 1943 design.
This scale model shows the construction of this two-place military glider, with its spruce wing leading edge and conventional welded-steel tube fuselage construction. The National Soaring Museum has a full wooden wing section on display. An actual TG-3A has been preserved at the National Museum of the US Air Force, Dayton, OH. The TG-3A was born of a US Army requirement for a two-place training glider.
When Orville and Wilbur weren't manufacturing bicycles, they were tinkering, exploring how to make the most efficient air foils possible.
The 1911 glider was the Wrights' first glider since their 1902 craft; the brothers built this airplane to test a new automatic stability system. After the tests, Orville and Wilbur abandoned the aircraft at Kitty Hawk. A Massachusetts financier, knowing a collectible when he saw one, attempted to restore the remains, but the aircraft was ruined. This replica, commemorating the 75th anniversary of Orv's flight was built with cloth from the same Boston mill that supplied the original.