AAHS Journal, Vol. 48, No. 4 - Winter 2003 Table of Contents
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The development of the delta
wing planform was a significant aerodynamic innovation in the advancement
into supersonic flight. The concept was known since before World War II
but propulsion had not been available for the higher speeds in which the
delta wing's advantage lay. When World War II ended, the Allies acquired
considerable German aerodynamic data on swept wings, some delta wing and
supersonic aerodynamics, and data on jet and ramjet engines. This data
spurred considerable interest on the part of the military, and many design
studies and advanced aircraft competitions were initiated soon after the
war ended aimed at exploring these new technologies. One of these Air
Force procurements, a transonic interceptor, was won by Consolidated
Vultee - the XP-92.Their proposed aircraft was conceived as a radical and
imaginative leap of technology utilizing an advanced ramjet propulsion
concept and a planform that evolved to a delta wing configuration. This
aircraft program fell short and was ultimately cancelled because of
immature technology and cost, however, an aerodynamic demonstrator
aircraft was continued becoming the genesis of scores of delta wing
aircraft. The world's first delta wing aircraft, the XF-92A, took to the
air on 18 September 1948. |
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Katherine
Stinson: Pioneering Aviatrix
Dressed in boyish clothing, the 22-year-old aviator Katherine Stinson
wore a bulky, red sweater and a brown choke collar around her neck. On her
head she donned her trademark blue-and-white checkered tweed cap with an
inverted brim worn backwards. Dark knickerbockers fastened with buckled
beige leather and a leather waist jacket completed her outfit for
protection against the cold. Spectators watched as she meticulously
inspected her Wright B airplane, climbed onto the hard seat, strapped
herself in, revved the motor and pulled back on the stick. Raising her
right hand above her curls, the mechanics understood the gesture and
released their hold. The plane moved over the earth on thin bicycle wheels
for 100 yards, before she pulled it into the sky and circled the field.
Waving to the spectators, she looped the loop and climbed to 1,000 feet.
Suddenly, she slowed her engine to half speed, performed a flawless spiral
and sailed to the ground for a perfect landing. The people shouted and
stomped their approval. They waved as she jumped from her plane, removed
her cap with a sweeping bow, shook her curls, and smiled gleefully. |
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Flying Aircraft Carriers of the USAF: Project FICON,
Section 2: Thunderstreak
In early 1951, the Republic RF-84F Thunderflash
was selected to be the parasite component of the FICON composite aircraft
system. The Air Force wanted to conduct flight tests of a swept wing
variant of the F-84 parasite as soon as possible, but it would be three
years before Republic would produce the first Thunderflashes. The
F-84F Thunderstreak was not in production yet, either. Prototype YF-84F Thunderstreak.
49-2430 An Air Force team inspected the
FICON mockup in May 1951 and recommended that the swept wing YF84F
prototype, 49-2430 should be utilized for the FICON test program. The Air
Research and Development Command (ARDC) directed the Air Materiel Command
(AMC) to modify the YF-84F to the parasite configuration for interim FICON
flight tests. |
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Although the nicknaming of aircraft goes back to the dawn of flying,
military pilots have since brought the practice to a fine art in every war
involving airpower. In World War II unofficial names were extremely
popular adornments on airplanes but 'official' names were far less common.
As the war progressed, aircraft began to be 'bought' by public
contribution and the name of the donor(s) recorded on the fuselage. With
several combat types, particularly fighters such as the Spitfire
and P-47 Thunderbolt, this individualizing became widespread. In
England public money was collected and processed through schemes such as
the Spitfire Fund. Other aircraft types were paid for and suitably
inscribed but the famous Supermarine fighter was by far the most numerous
in this respect. |
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In 1927, during the Golden Age of Naval Aviation, Navy pilots
added to the luster of their service with a number of record breaking
flights. Lt. George R. Henderson of Fighting Three's Striking Eagles
reached 22,178 feet in a float-equipped Vought O2U Corsair for a
new altitude record for C-class seaplanes on 14 April. More headlines were
made by Lt. C.C. Champion's climb to 38,149 feet in a Wright Apache experimental
fighter on 25 July. In mid-August Lts. B. J. Connell and H. C. Rodd set
new distance and time of flight records in a PN-10 patrol plane equipped
with twin Packard engines by flying their plane over 1,500 miles during a
period of 20 hours 45 minutes and 40 seconds. |
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