National Museum of The U.S. Air Force's Fourth Building Set To Proceed
Friday, January 24, 2014
At Arrowhead Stadium....As you know the budget cuts have eliminated the military flyovers at large events.Well, there's a group of guys in Kansas City who do some formation flying intheir own planes and that decided they'd volunteer to pick up the slack.They invited a couple of other groups to join them and before they knew it theyhad 48 guys signing up to join in.If they had more time, they probably would have gotten an even larger groupas people kept joining and a 49th was added near the event.One additional feature of the fly over was the use of pink smoke for cancer awareness.The folks from the Guinness Book where there and are expected to confirm it as thelargest formation flight ever.Hope you enjoy this video as much as I did.
You can spend hours reviewing the various sites.
Subject: Airplane Catalog
Even if you are not into this you might want to pass this treasure trove on to others who are.This is unbelievable click on any link for WW2 Information. Great pic of planes
Sent: 1/16/2014 10:18:38 A.M. Eastern Standard TimeSubj: Instruments-GPS (A MUST SEE for ALL - Video)For Everyone, not only Aviators. This video is 4:11 long but itREALLY GETS GOOD at the 2:40 mark when the airplane entersthe clouds. This video gives EVERYONE an idea of what the Pilotsees and does on an Instrument approach. I'm sure that you'll notonly like it, learn from it........but the scenery itself (New Zealand)is beautiful. Burro, BobSubj: Instruments-GPS
This is an interesting head camera video from a pilot flying a new
instrument approach into Queenstown, New Zealand. A straight-in approach
like this without the nearby mountains is not unusual, especially in the
tough weather of Europe; but a double-curved one like this with nearby
terrain used to be something countries would not even publish, let alone
authorize. The key here is development of GPS technologies.
This flick has gone viral among aviators. It's worth viewing.
You must have total faith in your instruments, and yourself, to properly fly
It can comfortably
fly 10,000 Miles (16,000 km) at Mach 0.88 or 654 mph (1,046
km/h) with 1000 passengers on board !
kept this secret long enough.
This shot was taken last month
by an amateur
preparing this 1000 passenger Jet Liner that could reshape
the Air Travel Industry. Its radical "Blended Wing &
Fuselage" design has been developed by Boeing in
cooperation with NASA Langley Research Centre. The mammoth
aircraft will have a wing span of 265 feet compared to 211
feet of its 747, and its been designed to fit within the
newly created Air Terminals for the 555 seat Airbus A380,
which is 262 feet wide.
797 is Boeing's direct response to the Airbus A380, which
has racked up orders for 159 already. Boeing decided to
kill its 747X Stretched Super Jumbo in 2003 after little
interest was shown for it by Airline Companies, but
continued to develop its "Ultimate Airbus Crusher", the
797 at its Phantom Works Research Facility in Long Beach,
A380 had been in the works since 1999 and has accumulated
$13 Billion in development costs, which gives Boeing a
huge advantage. More so because Airbus is thus committed
to the older style tubular structure for their aircraft
for decades to come.
There are several big
advantages in the "Blended Wing & Fuselage" design,
the most important being the ?Lift to Drag? ratio which is
expected to increase by an amazing 50%, resulting in an
overall weight reduction of the aircraft by 25%, making it
an estimated 33% more fuel efficient than the A380, and
thus making the Airbus's $13 Billion Dollar investment
look pretty shaky.
Airframe Rigidity" is another key factor in the "Blended
Wing & Fuselage" technology. It reduces turbulence and
creates less stress on the airframe which adds to fuel
efficiency, giving the 797 a tremendous 10,000 Mile range
with 1,000 passengers on board cruising comfortably at
Mach 0.88 or 654 MPH, which gives it another advantage
over the tube-and-wing designed A380's 570
date ! for introduction of the 797 is as yet unclear, but
the battle lines are clearly drawn in the high-stakes war
for future civilian aircraft
First World War fighter plane restored at air museum (From York Press)
Begin forwarded message:
From: firstname.lastname@example.orgSubject: British Imperial Airways 1930'sDate: January 14, 2014 10:36:14 PM EST
British Imperial Airways 1930's
Flying the airlines in the thirties was a lot more fun than it is now.
It was more leisurely and had more class.
Certain elitist and anti-British people have no time for these period "rich types".
People like these, the risk takers (especially with their own money)
were the backbone of the UK.
They flew from the first airline operations across the Channel in 1919.
If people had serious money in the 1930s and traveled internationally,
they may well have flown on one of these large (130 foot wingspan)
Handley Page bi-plane aircraft, which were the mainstay
of British Imperial Airways at the time.
They carried 26 passengers in first class only, in three different compartments.
The first class saloon, the bar and cocktail area, and the smoking section.These machines were ubiquitous, extremely safe
(no passenger in a HP-42 was ever killed in 10 years
of international and domestic operations from 1930 until 1940),
very comfortable in seating, leg room and service, hot meals
were served on bone china with silver cutlery, free liquor flowed,
overnights were in the very best hotels.
There was no rush, no waiting in lines and everyone was well dressed.Flying along at a few thousand feet, one could see,
(down to the quality of the washing on the backyard clothes lines)
every interesting feature passing below.
At 95 to 100 mph. one also had time to look at the passing panorama.
It took four days to a week (depending on headwinds and weather)
to fly from London to Cape Town, South Africa.
By only flying about four hours a day, staying at the best hotels
in Europe, Cairo, Khartoum and Victoria Falls.
All stops to India also made for an interesting choice of destinations.Old fashioned and good mannered ideas and behavior, like dressing up
to have evening drinks on the balcony and certainly not ever
being in a hurry - one can only salivate at how pleasurable that would be.
In a modern jet, one can get from A to B quickly (even with stopovers),
but nowadays, there is nothing to be seen on the ground from 35,000 feet,
the modern airline food is, at best, basic (unless you are in first class)
and passengers are so jam-packed in that one tends to feel like
an immigrant in steerage as the Clipper Ship (ca 1844) creaks and strains along.
We will not get on to the subject of terminals.The Handley Page HP-42 "Helena" of Imperial Airways. 1932.
Slow, safe and very comfortable.HP-42 "Hanno" at Samakh, Lake Tiberias in Palestine, 1931.
Bi-plane aircraft, such as Tiger Moths, can land anywhere;
wherever there is a stretch of grass.
This airliner was a little more speedy than a DH-82 Tiger Moth,
but the landing speed would be quite similar.A 1930 flying magazine's view of the new HP-42 airliner.
Note crew member as the radio operator.The Bristol Jupiter engines were initially 450 hp and later bumped up to 550 hp.The crew: The Captain, almost certainly, would have flown
in the First World War (love his cigar).Imperial Airways advertisement of the day.Khartoum, Sudan. Boarding for the flight south.
Only one more overnight and then they will be taking in the sights of Lake Victoria.There was only one class; First Class. This is the forward saloon.
Note the gentleman's pith helmet in the rack.
Airspeed indicator and altitude displays - as in modern jets - are on the bulkhead.All engines running and the Captain not at the controls?Cabin of a Handley Page HP-42. 1931. British Imperial Airways.The cockpit of a Handley Page HP-42 airliner. London, 1931.
No powered controls here.HP-42 airliner ready for a night flight. London's Croydon aerodrome, 1931.HP-42s at Croydon. Part of the Co-Pilot's duties was to stow the flag before take-off.
The Bristol Jupiter engines are warming up.HP-42 over London. Cruise speed was 100 mph or 87 knots.
Maximum speed was 120mph or 104knots.No airline passenger was ever killed in one of these machines - in 10 years of service. They flew all over the UK and Europe and down to South Africa on a regular basis.
They also conducted regular services to India via many places en-route.There were occasions, flying down to Cape Town, when the strong headwinds
from the south reduced the groundspeed to such an extent
that the crew turned the machine around.
They flew back to their point of departure and sat it out in the hotel.A KLM DC-2 and an Imperial Airways HP-42 at Croydon, 1933.Imperial Airways at Cairo. 1932.
Note the refuelling equipment, including the ladders
resting on the upper engines.Note, also, the modest terminal building.RAF Hendon Airport, London, 1937. Royalty arrives. King George VI, centre,
and Queen Elizabeth on aircraft's steps.