dark arrow aircraft

Dark Arrow Aircraft - The three-brother team of Keegan, River and Reilly Carl came up with the idea to develop a better general purpose kit plane a few years ago, while Reilly helped build the comfortable Mark IV kit plane shortly after graduating from university. All three have degrees in aeronautical, electrical or mechanical engineering and worked as full-time engineers from 2014 to 2017 before quitting their jobs to start a kitplane company called DarkAero.

DarkAero's first model, the DarkAero 1, is nearing the end of its inventory and will begin flight testing in Spring 2020. The set was not only designed for speed and range, but a lot of thought was put into making the set simpler and more efficient, eliminating the many. Regarding the limitations that composites present in aircraft manufacturing.

Dark Arrow Aircraft

Keegan Carl said: "Through the frustration and sandblasting of the long days spent on the Railies Cozy, we wanted an aircraft that was more refined, efficient and optimized using the best materials for the job." "We also wanted to improve the building experience, as composite kits have many advantages as a material to improve aircraft performance, but as a builder, the construction approach felt outdated and inefficient."

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Keegan Carl reveals some of the big things that excite the brothers about the airplane beyond performance. "Its manufacturability and simple construction for the customer are important," he added. "On the part of the contractor, we eliminate the filling and grinding work that typically occurs with composite sets. All assembly and complicated complex work is done by our team. The builder is solely responsible for connecting, bolting or riveting the sections and does not require special assembly/fixing. We've developed an approach we call Hollow Grid, making our own carbon fiber honeycomb panels in-house to create the internal structure of the ribs, shear bands and fuselage bulkheads.

The two-person DarkAero 1 is a three-wheeled, retractable gear aircraft designed for a range of 1,700 mph and a cruise speed of 275 mph with a payload of 750 pounds. The aircraft has a G rating of +6/-3 G and a climb rate of 2,500 ft/min behind the 200 hp UL Power UL520iS engine. “The DarkAero 1 airframe is specifically designed around the UL520iS engine, as it is significantly lighter and smaller than conventional aircraft engines of similar horsepower. The engine's low weight and tight packaging make for a light aircraft with very low drag," said Keegan Carl.

The brothers are regulars at EAA AirVenture and started "flying" early in life when their father took them to Ace Hardware in town to buy balsa wood airplanes. "We grew up in the country in a farmhouse, and when you live in the country, you need a way to entertain and keep you excited, so airplanes and aviation became available to us. Over the years, we've always looked for a new kit airplane that has speed, range and trying to push the limits of efficiency by taking advantage of the latest equipment, materials and technology. However, we had never seen anything that caught our attention. This sparked our desire to start DarkAero and design our own jet plane," said Keegan Carl.

DarkAero is 100% owned and funded by the Carl brothers, a conscious decision to help them maintain control over the company's vision and "take risks, boost creativity and try new things". As engineers, they built most of the large production equipment themselves, including a 24-meter thermoset for curing aircraft components at high temperatures.” “At first we thought about buying an oven, but after we got the offer, we built one ourselves. Cure Oven is a good example of how we were able to self-finance. By doing almost all of the R&D, manufacturing of the production molds and even building the large production equipment ourselves. We were able to keep costs low. explained Keegan Carl.

Vintage Monogram 1/48 Scale Dornier Arrow Do335 Model Kit 7538 Open Box

The estimated cost of the DarkAero 1 kit is $79,900, which includes the airframe, canopy, engine mounts, landing gear and control hardware, as well as fittings and fasteners. Once the UL Power 520iS engine, avionics, propeller, wheels, brakes and paint are added, the total cost is expected to be $140,000 to $160,000, according to DarkAero.

Dan Pimentel is an instrument-rated private pilot and former aircraft owner who has been flying since 1996. As an aviation journalist and photographer, he has covered all aspects of the general and business aviation communities for a long list of major aviation magazines, newspapers and magazines. websites. He's never met an airplane he didn't like, and over the years has written about his love of flying on his Airplanista blog. As of 2019, he hosted the popular “Oshbash” social media gatherings at EAA AirVenture Oshkosh for 10 years.

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davinci aircraft

Davinci Aircraft - Most people familiar with or interested in early attempts at human-powered flight are familiar with the work of Leonardo Da Vinci and his flying machine, the famous 15th century artist and inventor. It begs the question, did Da Vinci's machine actually work, or fly successfully, some four hundred years before anyone else could accomplish the task? This is a question that has been debated for decades. There is no clear hard evidence that specifically says yes, but if you examine the materials of Leonardo and his contemporaries, you can turn up some pretty interesting facts that prove that YES, the machine did work and Leonardo flew. Leonardo's First Flight The great bird sat on the edge of a hilltop ridge near Leonardo's chosen Vinci, its fustians and silks sighing and its broad wings shifting slightly in the wind. Niccolo, Tista, and Leonardo's stepfather, Achattabrigha, knelt under the wings and firmly held the pilot's harness. Andrea Verrochio's apprentices, Zoroastro da Peretola and Lorenzo de Credi, stood twenty-five feet apart and fastened the ends of the wings; it almost looks like their hands are full of big blue and gold rush wands. The two can be taken as caricatures of Il Magnifico and his brother Giuliano, as Zoroastro is dark, rough-skinned and ugly-faced next to the handsome Lorenzo de Credi. Such was the difference between Lorenzo and Giuliano di Medici, who stood with Leonardo a few feet from the Great Bird. Giuliano looked radiant in the morning sun, while Lorenzo looked bright, though he probably only cared about Leonardo. Zoroastro, ever impatient, looked at Leonardo and called out, "We are ready for you, Maestro." Leonardo nodded, but Lorenzo caught him and said, "Leonardo, there's no need. I love you as I love Giuliano, whether you choose to fly…or let wisdom win." Leonardo smiled and said, "I fly fide et amore." With faith and love. "You shall have both," said Lorenzo; and he walked beside Leonardo to the edge of the ridge and waved to the crowd standing far below on the edge of the natural clearing where Leonardo lands triumphantly. But the clearing was surrounded by a forest of pines and firs, which to his eyes looked like many roughly hewn spears and spears. A great shout in honor of the first citizen: the whole village was present, from the peasant to the peasant, summoned for the occasion by Il Magnifico, who had erected a large, multi-colored tent; his attendants and feet had been cooking and preparing for the banquet since dawn. His sister Bianca, Angelo Poliziano, Pico Della Mirandola, Bartolomeo Scala and Leonardo's friend Sandro Botticelli were also present to organize the celebration. They were all jerks, eagerly waiting for the Big Bird to fly. Leonardo waited until Lorenzo received his reward; but then, in order not to fall behind, he bowed and also waved his hand theatrically. The crowd below cheered for his beloved son and Leonardo turned to sit in the harness of his flying machine. He had seen his mother Caterina, a small figure looking up nervously, whispering a devotion, her hands over her eyes to block the sunlight. His father Piero stood by Giuliano de' Medici; both men were dressed as if they were going hunting. Piero did not speak to Leonardo. His already impressed face was drawn and stern, as if he were standing before a judge awaiting judgment. Lying in a prone position under the wing and windshield mechanism on a base of boards shortened forward, Leonardo adjusted the loop around his head that controlled Big Bird's rudder and tested the raised hand crank and leg swings. and lowered his wings. "Careful," shouted Zoroastro, who had backed away from the moving wings. "Are you trying to kill us?" There was nervous laughter; but Leonardo was silent. Achattabrigha tied Leonardo tightly to the rope that held him to his machine and said, "I pray for your success, Leonardo, my son. I love you." Leonardo turned to his stepfather, smelled the sweet scent of Caterina's herbs—garlic and sweet shallots—on his breath and clothes, and looked into the old man's squinting pale blue eyes; and later it dawned on her, with the buried power of her feelings, that she loved the man who had spent his life sweating by the stove-fire and thinking with his great yellow-nailed hands. "I love you too… dad. And I feel safe in your prayers." This seemed to please Achattabrigha, for she checked the rope one last time, kissed Leonardo, and patted him on the shoulder; then he stepped away, as reverently as if he were stepping back from an icon in a cathedral. "Congratulations, Leonardo," said Lorenzo. Others wish you luck. Father nodded and smiled; and Leonardo, taking the weight of the Great Bird on his back, rose to his feet. Niccolo, Zoroastro and Lorenzo de Credi helped him to the edge of the ridge. There was a cheer from below. "Maestro, I hope it's me," Niccolo said. Tista stood beside him, looking longingly at Leonardo's flying mechanism. "Look this time, Nicco," Leonardo said, nodding at Tista. "Think you're flying in the sky, because this machine is yours too. And you're with me." "Thank you, Leonardo." "Now step away... for we must fly," said Leonardo; and he looked down, as if for the first time, as if every tree and upward-turned face were magnified; every smell, every sound and movement is clear and distinct. In a way, the world is broken down into its components, all in the blink of an eye; and in the distance are the waves and the waves of the land like a green sea with long brown shadows; and above the still water are various human-inhabited buildings: churches and camp-houses and cottages and sheds and cottages and wrinkled fields. Leonardo felt a sudden vertigo as his heart pounded in his chest. The wind blew from the northwest and Leonardo felt it flow around him like breath. The treetops rustle, whisper as the warm air rises into the sky. Thermal updrafts flow invisibly into the sky. Attract her. His wings trembled in the gust of wind; and Leonardo knew it had to be now, so he was taken off the cliff unprepared. He launched himself into the water, pushing into the abyss as if he were diving off a cliff into the sea. For a moment, as he dived down, he felt euphoric. He flew, carried by the wind that caught him in a cold grip. Then came the throbbing, nauseating fear. Although he tightened the car's windshield and leg guard, which made his large wings flap, he could not keep himself aloft. His thrusts and kicks had become almost reflexive after hours of practice: one leg pushed back to lower a pair of wings while he furiously moved the car mirror to raise the other, turning his arm first to the left, then to the right. He worked the mechanism with every two hundred pounds of force he counted, his muscles aching from the strain. Although the Big Bird can function as a glider, the gears have too much friction to provide adequate thrust; and the wind resistance is too strong. He could barely lift his wings. He fell down. The cool and stinging wind turned into a constant sigh in the ears. His clothes flapped against his skin like the fabric of his failed wings, while mountains, sky, woods, and rocks swirled around him, then fell; and he felt the wet shock of his recurring dream, his nightmare falling into the void. But he fell through the soft light, by himself like butter. Below him was the familiar ground of his youth, rising up against all logic and rushing toward the sky to claim it. He could see his father's house and in the distance the Apuan Alps and the ancient cobblestone roads built before Rome was an empire. The sensation takes on the texture of a dream; and he prayed, surprising himself, even as he gazed into the purple shadows of the trees below. However, he pedaled diligently and turned the mirror mechanism of the car. All was quiet and still, but the wind whistled in his ears like the sea heard by a clam. His fear left him, carried away by the same breathing wind. Then he felt a gentle spray of warm air around him. And suddenly, impossibly, giddily, he stood up. The wings are locked straight out. They don't match. But he got up anyway. It was as if the hand of God had lifted Leonardo to heaven; and he, Leonardo, remembered that he had lost his falcon in the air, and was looking for them

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do airplanes have headlights

Do Airplanes Have Headlights - Most people have taken a "red-eye" flight before, so flying planes in the dark is nothing new to them. If you've ever wondered what kind of headlights are on airplanes that allow them to see well at 35,000 feet, you might be surprised to learn that they aren't headlights at all!

Instead of actual headlights, airplanes use landing lights to see when taking off or landing. If you want to know how powerful they are, consider this: These lights allow others to see an airplane from 100 miles away. Landing lights are usually mounted on the wings of airplanes and are 10 times brighter than normal car lights.

Do Airplanes Have Headlights

Although not all planes have landing lights, those that do use special lights that are very narrow and point slightly downward to make takeoff and landing easier.

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The bulbs they use are usually 600-watt bulbs and are so bright that ground personnel are instructed not to look directly into them for fear of eye damage. The average car light is 65 watts.

If these lights are not part of the wings, they are usually located under the fuselage or the landing gear. When a plane lands, the lights come on immediately when the plane reaches about 200 feet above the ground.

In fact, the landing lights are so bright that even movie studios use them as spotlights while filming. The Q4559X, manufactured by General Electric, is one such bulb.

The Q4559X bulb is 8 inches in diameter and is a halogen, 28-volt, PAR 64 bulb. Surprisingly, this bulb costs about $50 USD to purchase.

Do Airplanes Have Headlights?

Another type of bulb used in airplanes is the GE Incandescent 4559 bulb. However, this bulb, although less expensive, has a much shorter life than the Q4559X.

Surprisingly, many aircraft are not required to have landing lights, although the use of these lights is often encouraged.

In the United States, for example, lights are only required for commercial aircraft and aircraft flying below 10,000 feet. Because of this there is no need to have landing lights on military aircraft and private planes.

The lights are only required during takeoff and landing, and when the plane approaches the landing strip. This is because at other times, the glare from the headlights can cause pilots to experience reflections that make it difficult for them to see. Landing lights are used for:

File:dal B777 Landing Rwy 9r (13205519803).jpg

When used to increase visibility, lights are usually used in flashing mode to attract the most attention. If you fly a commercial aircraft at night, the use of landing lights is especially important.

Sometimes, these lights are installed near the taxi lights - lights that are used when the aircraft is taxiing or being taken to or from the runway, hangar area or taxi strip.

Typically, the lights are halogen, sealed beam, or high-intensity xenon discharge lights. The aircraft can also use LED bulbs.

In addition, the lights are always used when the aircraft does not have taxi lights. This is especially the case with small aircraft, and from time to time they use landing lights to illuminate their taxi operations.

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Some even use a dimming resistor in the landing light circuit to give them the right amount of light while taxiing.

Many people think that the landing and taxi lights are the same set of lights, but this is a misconception.

Because the taxi lights are used to taxi on the runway and when the plane is moving, they have a wider beam than the landing lights because they need to cover a wider area.

The latter are narrower lights because they need to illuminate the runway from a greater distance.

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Longer distances require narrower, longer and more focused light beams, while greater brightness requires wider light beams to fully illuminate the runway when it is dark. .

Although this is the main difference between landing and taxi lights, there are also some similarities between the two.

One of the reasons that light-emitting diodes, or LEDs, are so popular is that their brightness and color options are greater than other types of lighting.

Compared to HID or quartz light solutions, LEDs are superior, making them an excellent choice for airplanes.

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It is also long lasting, reliable, has the advantage of light weight and can be used for other types of aircraft lighting. Airplanes don't have headlights in the traditional sense like you find in cars and motorcycles, but they do. Landing lights as well as other lights.

Aircraft lighting includes navigation lights, anti-collision beacon lights, strobe lights and taxi lights. It is used for navigation, when taxing the ground, to improve visibility during flight, and for security purposes.

Judging by their name, it is clear what the purpose of landing lights is. They are designed to increase visibility during landing. This is to see and avoid people, cars and other objects on the runway.

Landing lights also reduce the chance of two planes colliding while landing on the runway and are often used during the day. This is again to make it easier to find the plane and avoid collisions. It is rarely used in cruise flight, as reflections or glare can be dangerous to pilots.

Passenger Plane In The Sky 7195216 Stock Video At Vecteezy

In cars, headlights are always seen in the front. In an airplane, however, the location changes. They may be located on the forward fuselage, on the outboard wing, or on the wing root.

The number of landing lights on a plane can also vary, some have multiple sets in different locations, while others only have one set in one location.

Interestingly, not all airplanes are required to have landing lights. While the FAA encourages the use of landing lights for takeoff and landing, for flights below 10,000 feet and within ten nautical miles of an airport, there is no regulation that obviously need it.

The regulations (CFR 14 and FAR Part 91.205) state only that commercial aircraft flying at night must be equipped and use landing lights. There is no requirement for civil aircraft or military aircraft to use landing lights.

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The landing light is very powerful and bright. In fact, they usually come equipped with 600-watt bulbs that make them 10x as powerful as car lights. They are so bright that the landing lights of large aircraft can be seen by other aircraft from 100 miles away.

Outside of aviation, landing lights (also known as ACLs - "aircraft lamps") are used for concert environments because of their intense light.

The landing lights are so bright that they are not allowed to be used near the airport gate or while taxiing because they can blind other pilots and ground personnel.

Michael is an aviation enthusiast and expert who knows everything there is to know about the ins and outs of all types of private, commercial and military aircraft.

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dc 8 aircraft

Dc 8 Aircraft - The DC-8 is a low-wing quadjet aircraft redesigned with CFM56s. This DC-8, photographed in 2007, belongs to NASA.

The Douglas DC-8 (sometimes called the McDonnell Douglas DC-8) is a long-range narrow-gauge airliner manufactured by the American Douglas Aircraft Company. After losing the May 1954 Air Force Tank Competition to the Boeing KC-135, Douglas announced his proposed jetliner in July 1955. In October 1955, Pan Am placed its first order in competition for the Boeing 707, followed by several aircraft. The first DC-8 entered service at Long Beach Airport on April 9, 1958, and made its maiden flight on May 30. FAA certification was achieved in August 1959, and the DC-8 entered service with Delta Air Lines on September 18.

Dc 8 Aircraft

The six-wing, low-wing aircraft was a jet aircraft with four wings, and the first version was 151 feet (46 m) long. The DC-8-10 was powered by Pratt & Whitney JT3C turbojets and had a MTOW of 273,000 lb (124 t), while the DC-8-20 had more powerful JT4A turbojets at a MTOW of 276,000 lb (125 t). Intercontinental models were fueled up to 315,000 lb (143 t) MTOW, with JT4As for the Series 30 and Rolls-Royce Conway turbofans for the Series 40. The Pratt & Whitney JT3D carried the later DC-8 -50 and cargo models. 325,000 lb (147 t).

Dc 8 Dedication

In April 1965, the revised Series 60 was announced. The DC-8-61 is extended 36 feet (11 m) in compact configuration for 180–220 seats and 325,000 lb (147 t) MTOW. Began flying on 14 March 1966, certified on 2 September 1966, and entered service with United Airlines in February 1967. In April 1967, the long-range DC-8-62 was extended by 7 feet (2.1 m). It can seat 189 passengers at a range of 5,200 nmi (9,600 km) with a large wingspan of up to 350,000 lb (159 t) MTOW. The DC-8-63 had a longer fuselage and larger wing, and MTOW cargo vehicles reached 355,000 lb (161 t).

The DC-8 produced 556 aircraft until 1972. It was replaced by larger wide-body aircraft, including Douglas's DC-10. In 1975, the Series 70 retrofit was introduced with a quieter and more fuel-efficient CFM56 turbofan. Some recycled materials are still in use.

After World War II, Douglas was the leading aircraft manufacturer in the commercial aircraft market. Although Boeing introduced the new all-metal Model 247 airplane in 1933 and produced a staggering number of the four-engined B-17 and advanced B-29, the long-suppressed Douglas, more aircraft manufacturers, post-defined. Combat Aviation Industry.

During the 1930s, 1940s, and 1950s, Douglas built a series of piston engine airplanes (DC-2, DC-3, DC-4, DC-5, DC-6, and DC-7). When de Havilland flew the first jet plane, the Comet, in 1949, Douglas initially refused to build a jet plane.

Mcdonnell Douglas Dc 8 71 73f

In 1952, the first de Havilland Comet entered service. At first it was a success, but after two fatal accidents in 1954 it was brought to a standstill by sudden exhaustion. Aircraft manufacturers benefited greatly from the Comet's principles, which led to the full adoption of the pressure building design of the DC-8.

In 1952, the Douglas remained the most successful commercial airliner. The company received around 300 orders for the piston-engined DC-6 and its successor, the DC-7. The Comet disasters and the recent shortage of jet aircraft seemed to confirm the decision to stick with propeller-driven aircraft.

As early as 1949, Boeing took the bold step of planning a pure-jet aircraft. Boeing's military division was already familiar with large long-range jets with the B-47 Stratojet (first flight 1947) and the B-52 Stratofortress (1952). ). With thousands of fighter jets planned or operational, Boeing established a close relationship with the US Air Force's Strategic Air Command (SAC). Boeing also supplied SAC with refueling aircraft and piston-engine KC-97 Stratofrighters, but these were slow and underpowered to work with the new jets. The B-52, in particular, had to drop from its cruising altitude and nearly stall to engage the KC-97.

Believing that the need for a jet-powered ship was real, Boeing began building a new jet engine for this part that could be turned into an airplane. As for the aircraft, it will have a similar landing area to the Comet, but its swept wing will give it a higher cruising speed and better range. Launched in 1950 as the Model 473-60C, Boeing failed to attract interest from aviation. Boeing was convinced that the project was important and decided to continue with the Boeing 367-80 ("Dash-80") model. After spending $16 million in construction, the Dash-80 took off on May 15, 1954, and flew the following month. Boeing's plans are clear despite the misleading old model number.

Crash Of A Douglas Dc 8 62 Off Los Angeles: 15 Killed

In mid-1952, Douglas began conceptual studies of stealth transport. By mid-1953 these had evolved into the final DC-8; 80-seat, low-wing aircraft with four Pratt & Whitney JT3C turbojets, 30° wingspan, 11 ft (3.35 m) interior cabin diameter to allow for five-aspect seating. Weight was to be 190,000 lb (86 metric tons), and range was estimated at 3,000–4,000 mi (4,800–6,400 km).

Douglas was tight-lipped about the jet plan, but agreed that, like many of the USAF's transportation contracts, the Air Force tanker contract would go to two companies for two separate aircraft. In May 1954, the USAF announced a requirement for 800 jet tanks to Boeing, Douglas, Convair, Fairchild, Lockheed, and Martin. Boeing had just two months to put its prototype in the air. Just four months after submitting requirements for the fleet, the USAF ordered the first 29 KC-135 aircraft from Boeing. In addition to Boeing's ability to instantly refuel jets, the Flying-Boom air-to-air refueling aircraft was also a Boeing product derived from the KC-97.

Donald Douglas was surprised by the speed of the decision, which he said was taken before competing companies had time to finalize their bids. He protested in Washington to no avail. After starting the DC-8 project, Douglas decided it was better to continue than to give up. Negotiations with the airlines resulted in several changes: the fuselage was extended by 15 inches (38 cm) to allow seating for six; This led to larger wings and tail surfaces and a longer fuselage.

The DC-8 was announced in July 1955. Four models were initially offered, all with a 45.87-ft airframe and 141-ft-1-in (43.00 m) but differing in genetics and fuel capacity, and weighing 240,000–260,000. lb (109–118 metric tons). Douglas declined to provide another fuselage size. A maiden flight was planned for December 1957, with an attempt to return to service in 1959. Knowing full well that it was lagging behind Boeing, Douglas launched a massive marketing campaign.

United Airlines Douglas Dc 8 51 Ready To Depart Boston Editorial Stock Photo

It looks like Douglas' initial vision of the airline market will come true; The transition to turbine power seemed more turboprops than turbojets. The first 40-60-seat Vickers Viscount was in service and proved popular with passengers and aviators: it was faster, quieter and more comfortable than the piston-engined models. Another British competitor was the 90-seat Bristol Britannia, and Lockheed, Douglas' main competitor in the large aircraft market, was committed to the short- and medium-range turboprop Electra. Meanwhile, the comet remained stationary. See first-hand the huge economic and technical problems of jet aircraft. However, no one can avoid buying jets if their competitors do.

It lasted until October 1955, when Pan American World Airways placed simultaneous orders for 20 707s and 25 Douglas DC-8s. Buying one version of a powerful jet that had not been tested was brave: buying both was unthinkable at the time. In the final months of 1955, other airlines followed suit. The DC-8 was chosen by United Airlines, National Airlines, KLM, Eastern Airlines, Japan Airlines and Scandinavian Airlines System (SAS). In 1956, Air India, BOAC, Lufthansa, Qantas, and TWA added more than 50 to the 707 order book, while Douglas sold 22 DC-8s to Delta, Swiss, TAI, TransCanada, and UAT. By early 1958, Douglas had sold 133 DC-8s compared to Boeing's 150 707s.

First DC-8-10 in Douglas livery, 1959. The DC-8 first flew on May 30, 1958, and was certified in August 1959.

Donald Douglas proposed building and testing the DC-8 at Santa Monica Airport, the birthplace of the DC-3 and home to the Douglas factory, which employed 44,000 workers during World War II. To get the new jet, Douglas asked the city of Santa Monica, California

Douglas Dc 8 'le Sarigue', Electronic Reconnaissance Aircraft (le Bourget)

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doctor killer airplane

Doctor Killer Airplane - The V Tail Beechcraft Bonanza is the best flying machine ever made, bar none. I admit I may be a little biased, but they are nice airplanes. When I traded my Piper Arrow for a V-Tail, I knew I had an airplane that I could fly and enjoy for a long time to come. The Bonanza flew at 35 knots, had a much higher rate of climb and had a firmer feel.

The Bonanza Model 35 made its first test flight on December 22, 1945, after the end of World War II. Beach delivered 1,000 of the new Bonanzas by the end of 1947, at a then-high price of $7,975 per copy. This price was much higher than the average house price of that time.

Doctor Killer Airplane

The first V-tails had a 165 hp, six-cylinder TCM engine, later upgraded to 185 hp. In comparison, today's Bonanzas have 300 horsepower engines, but they also weigh a lot more. The first aircraft off the assembly line had wooden propellers and fabric control surfaces. Later, the gear was converted to an electrically controlled pitch design and the control surfaces were made with magnesium skins.

Hangar Find: 1951 Beechcraft Bonanza

Since 1947, more than 17,000 Bonanzas have been built. Ten thousand of them were V-tail versions, and the rest were straight tails including 3,000 extended straight tails known as A-36s. Bonanzas enjoyed the longest production runs of any type of aircraft, standing the test of time not only in terms of design, but also in appearance and comfort.

These planes are over engineered. My plane was certified at 4.4g versus 3.8g for Aero and other general aviation aircraft.

The Bonanza is a very agile aircraft with a drag coefficient of 0.0192, or halfway between the P51 and the Lear 35. This was a problem only on the ILS approach. In Bonanza, it's nearly impossible to "go down" and "slow down" at the same time. My early bonanza was maxed out. Gear extension speed (Vle) of 122kts. If ATC tells you to keep your speed to the outer marker, it becomes very difficult to slow down to increase gear and follow GS to DH. The best procedure was to delay Vle before intercepting the localizer, then release the equipment while intercepting the GS or Outer Marker. In later aircraft the gear system was improved and the maximum gear extension speed was increased to 152kts.

My particular V-Tail, N9860R, was a Bonanza M35 model, built in 1960 for an original price of $25,000. From the logbooks, records show that it was purchased by a new doctor. Based on log repair history, this doctor had a plane crash within the first year of ownership. Such incidents earned Bonanza the nickname of the spiny-tailed doctor's killer.

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The N9860R featured an IO-470-C, TCM fuel injection engine rated at 250 horsepower. That iteration of TCM has a very good service history. The aircraft was a bit limited in terms of avionics, although it handled like a dream. There was no autopilot, HSI or flight director, so navigation required keeping your head in the game at all times. I filed IFR as /Alpha with only the NARCO Mark 12-D digital radio/VORs and DME in the panel. Like many generations of pilots before me, I always filed airways and used DME readings and cross-beams to plot my position.

I flew N9860R for many happy years, including many business trips to the Southeast, a few Angel flights, and trips to Key West. And, my daughters were very young at the time, going to North Carolina for a weekend in the mountains. Later there were trips to Michigan, the Bahamas and the desert Southwest.

Eventually I sold the V tail and traded up to the A36 because of its larger cabin space, barn access to the aft cabin, greater fuel capacity and air conditioning. In Florida, airplanes with AC are welcome during the summer months. Or, maybe I'm getting soft.

It occurred to me that we don't really own these great airplanes, some of which are over 50 years old and still flying. We are only current caretakers. Those considering purchasing Bonanza should consider these books:

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This entry was posted in General Aviation and tagged Beechcraft, Bonanza, DH, Glideslope, localizer, Model 35, external marker, Piper Arrow, TCM, v tail, Vle; Maximum gear extension speed. Bookmark the permalink.

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dragonfly airplane

Dragonfly Airplane - And manufactured by Viking Aircraft LLC of Elkhorn, Wisconsin. The plane is available as a kit or as a hobbyist build plan.

The Dragonfly is a two-seat split-wing aircraft with one wing pointing down and the other behind the fuselage in the shoulder position. . Fixed landing gear and single gen in tractor configuration. The cockpit is 43 in (109 cm) wide

Dragonfly Airplane

The aircraft was built from composites, based on construction techniques pioneered by Burt Rutan at the Rutan Aircraft Factory (RAF). The airframe design is visually similar to the RAF's Quickie 2, which was developed in depth, but the Dragonfly has larger airfoils and a smaller fuselage, resulting in a slower but more stable lift aircraft. Its rear wing uses a 20 ft (6.1 ft) GU25-5 (11) 8 Mod airfoil, while the rear wing (22 ft long) uses an Eppler 1212 airfoil.

A37b Dragonfly, Aircraft

). Standard engines used include a 60 hp (45 kW) Volkswagen air-cooled engine and an 85 hp (63 kW) Jabiru 2200 four-stroke powerplant. The construction time of the supplied kit is estimated as 700 hours, while the plans are about 1200 hours.

The original version had the main landing gear mounted on the lower wing spars in the aircraft. The Cessna A-37 Dragonfly, or Super Tweet, is an American light attack aircraft developed from the T-37 Tweet basic trainer in the 1960s and 1970s by Cessna of Wichita, Kansas. The A-37 was introduced during the Vietnam War and later continued in peacetime service.

Increased US military involvement in Vietnam in the early 1960s led to increased interest in counterinsurgency (COIN) aircraft. In late 1962, the US

The Air Force saw the T-37 as promising, but wanted an advanced version of the aircraft capable of carrying a much larger payload, and with much longer endurance and better short-field performance. This means a heavier aircraft with more powerful engines. In 1963, the Air Force awarded SSNA a contract for two prototype Yat-37D aircraft: the H-37 with modifications that included:

Dragonfly Newsletter 97 By Editor, Patrick Panzera

The change served to increase the weight of the aircraft and the aircraft now has to carry a significant amount of cargo. Therefore, Cessna doubled the engine power by replacing the two Continental J-69 engines with Geral Electric J85-J2/5 turbojet engines with 2, 400 lbf (11 kN) each.

The first Yat-37D flew in October 1964, a year after the second prototype. The second prototype had four storage racks under each wing, not three, and the first prototype was also updated with this configuration.

Test results were good, but USAF interest in counterinsurgency (COIN) aircraft for MOMT has faded. The program has been on hiatus for some time, with the second prototype "put out to pasture" at the National Museum of the United States Air Force at Wright-Patterson Air Force Base in Ohio.

The war in Southeast Asia is increasing. The loss of Douglas A-1 Skyraider close support aircraft in the USAF, US Navy and Republic of Vietnam Air Force Service was greater than expected and USAF interest in Coin aircraft was revived. The YAT-37D seemed like a promising candidate for the job, but the Air Force felt the only way to be sure was to evaluate the aircraft in combat.

Cessna A 37b Dragonfly Guatamala 3d Model $99

As a result, the USAF awarded a contract to Cessna for a pre-production batch of 39 YAT-37Ds, with a few minor modifications to the prototypes to be rebuilt from existing T-37Bs. The aircraft were initially designated the AT-37D, but the designation was soon changed to the A-37A. The second prototype YAT-37D was removed from the Air Force Museum and upgraded to A-37A standards as part of the test program.

The A-37A had a total takeoff weight of 12,000 lb (5,400 kg), which included 2,700 lb (1,200 kg) of ammunition. The A-37A retained the dual control of its T-37B ancestor, allowing it to be used as an operational trainer.

During "Forward Air Control (FAC)" combat operations, the second seat was occupied by the observer. Only one crew usually flew in the aircraft for close support missions, allowing for a small increase in ammunition.

In August 1967, 25 A-37 AS were deployed to Vietnam under the "Combat Dragon" evaluation program, and from Bi Hoa Air Base on USAF "Air Commando" missions, including air support of close, helicopter escort, FAC and night interception flown. Warheads included high-explosive bombs, cluster bomb launchers, unguided rocket packs, napalm tanks and the SUU-11/A minigun. For most missions, the aircraft also carried two additional external fuel tanks on internal stores racks.

Hasegawa 1/72 Us A 37a/b Dragonfly Counterinsurgency Attack Aircraft 0

During this period, the A-37AS flew thousands of sorties. None of the Amy Fires were lost, although two died in landing accidents. The A-37A was officially named the "Dragonfly", but most pilots called it the "Super Tweet". The Combat Dragon program was a success, but not surprisingly, combat evaluation revealed some of the A-37A's shortcomings. The most obvious problem was that the aircraft was lacking in size and durability. Other concerns are the rough control response during an attack run (the flight controls are not powered up) and the vulnerability of the aircraft's non-volatile flight control system.

The USAF signed a contract with Cessna in early 1967 for an improved Super Tweet, called the "A-37B". The initial order was for 57 aircraft, but this quickly increased to 127. The A-37Bs were primarily intended to be supplied to the Republic of Vietnam Air Force (ROVNAF) as replacements for their A-1 fighters. The A-37B prototype was rolled out in September 1967, with deliveries to South Vietnam beginning in 1968.

The A-37Bs are all new aircraft. These were more powerful than the A-37A's, able to pull 6 g instead of 5 g, and were designed to have a longer fatigue life of 4,000 hours. Field experience will show that 7,000 hours between renewals can be tolerated.

The A-37B is almost twice as heavy as the T-37C. A significant portion of the payload, 5,800 lb (2,600 kg), can be stored externally. In practice, the A-37B usually operates with at least two and sometimes four underbody fuel tanks to improve combat longevity.

J6 13/15 Cessna A 37b Dragonfly

To accommodate the extra weight, the A-37B is equipped with Geral Electric J85-GE-17A engines, each providing 2,850 lbf (12.7 kN) of thrust. The jeans are angled slightly outwards and downwards to improve the one-woman fit. Air Commando pilots in Vietnam who operated the A-37A found the single-engine cruise an effective tool for improving their flight duration.

Changes are made to control surfaces to improve handling. To improve aircraft and crew survivability, the A-37B was equipped with additional elevator control tracks located as far apart as possible. The ejection seats were armored, the cockpit was covered with nylon mesh curtains, and the fuel tanks were filled with foam, which were self-sealing.

The A-37 was successful in close air support. It can engage targets at speeds of up to 100 miles per hour faster than lean-wing fighters. The slow speed improved bombing accuracy, allowing pilots to achieve an average accuracy of 45 feet (14 m).

The A-37B added a fuel probe in the nose, which led to pipes wrapped around the lower lip of the canister, for probe-and-drogue aerial fueling. This was an unusual fit for USAF aircraft, traditionally configured for boom fuel. Other improvements include upgraded avionics, a redesigned instrument panel to make the aircraft easier to fly from any seat, an automatic Jane de-icing system and revised landing gear. Like its predecessors, the A-37B is not pressurized.

Us Air Force Cessna A 37 Dragonfly Super Tweet Plane From The Vietnam War On Display At The War Remnants Museum, Ho Chi Minh City, Vietnam Stock Photo

The A-37 requires relatively little maintenance compared to contemporary fighters - just two hours of maintenance for every hour of flight time. This was partly due to the multiple access panels in strategic locations.

The 20 mm (0.787 in) GPU-2/A and AMD 30 mm (1.18 in) cannonballs were tested with positive results on the A-37B,

A total of 577 A-37Bs were built, with 254 delivered to the RVNAF. In World War II, the A-37 flew over 160,000 combat missions with only 22 USAF losses.

When North Vietnamese forces captured Da Nang Air Base on D-March 1975, they captured a large amount of stores and equipment, including 33 intact A-37s.

File:at 37 Dragonfly.jpg

On April 28, 1975, several captured A-37s were used by the North Vietnamese to attack Tan Son Nhut Air Base, still held by the South Vietnamese.

About 187 A-37Bs were in rescue service during the fall of Saigon in April 1975. 92 were acquired by the US Air Force. United States, but another 95 were later used by the People's Air Force of Vietnam in missions over Cambodia and during the China war in 1979. spare parts. Some aircraft were sent to Vietnam's communist allies such as Czechoslovakia, Poland, the Soviet Union and East Germany.

Others were sold to private foreign owners. Six examples of the A-37B have been owned by American war enthusiasts, while four A-37Bs are now privately owned in Australia and New Zealand.

After the war, the USAF transferred its A-37Bs from the USAF Tactical Airlift Command (TAC) to the units that acquired the TAC.

Cessna T 37 Tweet, A 37 Dragonfly. 1954

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dc 9 aircraft

Dc 9 Aircraft - The Douglas DC-9 appeared as the latest in a wave of new short- and medium-haul aircraft as the jet airliner industry took off in the mid-1960s.

Featuring rear-mounted engines and a T-tail configuration, similar in design to contemporaries such as the Hawker Sidley HS.121 Trident, Sud Aviation SE.210 Caravelle, British Aircraft Corporation One-Eleven, Boeing appeared at the same time. 727 and Tupolev Tu-134.

Dc 9 Aircraft

With such great competition, manufacturers sought to receive large orders from airlines from all over the world.

Mcdonnell Douglas Dc 9 32 Archives

Although the DC-9 was popular with long-haul carriers in the United States, a significant number of European airlines ordered it for their regional routes.

Alitalia's domestic subsidiary, Aeromediterranea, leased Douglas DC-9-32 aircraft from the parent company between 1981 and 1985, when it merged with ATI (see below).

The Italian national airline used the DC-9 extensively, starting with the first -30 examples in 1967 and flying them until 1996. It is known for its large fleet of McDonnell Douglas MD-80s.

A subsidiary of Alitalia, ATI flew 30 DC-9-32 aircraft between 1969 and 1994, when it merged with the national carrier. These aircraft flew a livery similar to Alitalia, although they were blue rather than green. The plane was used on domestic and tourist routes.

Mcdonnell Douglas Dc 9 32

The Austrian national carrier ordered Douglas DC-9-32s and -51s for its regional and European flights, flying them between 1971 and 1985. It also flew the larger MD-80 series, but eventually transitioned to the Airbus A320 family. 1990s.

Spanish charter airline Aviaco had a wild and varied fleet throughout its history before merging with Iberia in 1999. He flew the DC-9-30 (including two -33CF cargo planes) from 1978 until his end, 20. On the one hand.

The only airline in the UK to operate the DC-9 (some flew the McDonnell Douglas MD-80 series). British Midland was British Airways' main competitor on domestic and European routes and introduced its first DC-9-15 in 1978. He flew a total of 18 DC-9-14/-15 and -32 aircraft before his decommissioning in 1996.

Finnair used the DC-9-14, -15, -41 and -51 for a variety of tasks on both scheduled and tourist flights, from domestic to European routes. The first aircraft arrived in 1971, and the last -51 took off in 2003. Like many airlines, it also flew the MD-80 series.

Mcdonnell Douglas Dc 9 ...

The Spanish national airline flew the DC-9 on domestic and European routes alongside its large Boeing 727 fleet from 1967 to 2001. One example is preserved near the terminal building of Madrid Barajas Airport, and the other is at Malaga Airport.

Inex-Adria, the predecessor of Adria Airways, was a Yugoslav (and later Slovenian) airline that operated the DC-9-30 and -50 and MD-80 series aircraft primarily on charter flights in the 1970s and 80s. He also introduced regular services.

The airline changed its name to Adria Airways in the late 1980s, and some DC-9s were retained for a short time before the Airbus A320 replaced them.

A private Italian airline that flew mostly domestic routes, the DC-9 became synonymous with the deadly Etavia plane crash. On June 27, 1980, Etavia Flight 870 crashed into the Tyrrhenian Sea, killing all 81 people on board. It has since become a fodder for conspiracy theorists for no definitive reason.

Old Dc 9 Aircraft From Right Side Cropped In Hangar Editorial Image

The former Yugoslav national carrier and later the national airline of Serbia, Jat Airways introduced the DC-9-32 in 1969 and kept it as a significant part of its fleet until its replacement in 2005.

A longtime Douglas customer, KLM ordered the DC-9 in the early days. He flew the DC-9-10, -30 and -30C between 1966 and 1989, when he switched to the new Boeing 737.

Another Dutch carrier that used the DC-9 was Martinair. He flew four DC-9-30s in a combined cargo-passenger configuration, allowing the use of different aircraft.

After the breakup of Yugoslavia, MAT became the national carrier of Macedonia in 1994. It continued in service until 2009 and during that time operated three variants of the DC-9-30, among many other types.

The First Dc 9

The DC-9-21 was designed specifically for the SAS. It could operate from shorter runways with better performance. SAS operated ten of these, along with approximately 50 larger model DC-9-41s and two DC-9-32 freighters. He was also the primary operator of the MD-80 series.

Spantax, one of the first charter and tour operator airlines in Spain, existed from 1959 to 1988. During this time he flew a number of interesting types of aircraft. Two of these are ex-Southern Airways DC-9-14s purchased in 1974 for use on domestic and short-haul European flights.

Swissire was the first DC-9 company, receiving its first samples in 1966. He flew five small DC-9-15s, 22 DC-9-32s, four DC-9-41s and 12 DC-9-51s. on routes throughout Europe from its hubs in Geneva and Zurich. They left the fleet by 1988, replaced by the Fokker 100 and MD-80 series.

As it was then known, it had a fleet of ten DC-9-30 aircraft from 1968 to 1994, which were replaced by modern types such as the Boeing 737. They were used in domestic, Middle Eastern and European service.

Mcdonnell Douglas Dc 9 Flies Into Retirement

Viva, or Vuelos Internacionales de Vacaciones, was a Spanish tourist airline that existed from 1988 to 1999, known for operating the Boeing 737-300. However, in the early days he flew three DC-9-30s on domestic routes.

The only DC-9s still known for passenger service are operated in Kenya by African Express Airways.

To learn more about the Douglas DC-9 and all other types and variants of airliners since the 1930s, get your copy of Flying Firsts today. Discover the first flights, stories, important facts and statistics about all these types of aircraft. The book is filled with color photographs of all the aircraft involved.

We use cookies to provide you with the best experience on our website. We hope you will be satisfied with your continued use of this site. The OK McDonnell Douglas DC-9-30 or Series 30 was originally designed to combat the Boeing 737 narrow-body aircraft. It has leading edge devices to reduce landing speed at high landing weights and full-scale leading edge slats to allow the aircraft to fly at high angles of attack and steep climb angles.

Stretching Out: The Douglas Dc 9 Story

The Douglas DC-9 is a narrow-body aircraft designed and manufactured by the Douglas Aircraft Company. In 1950, the company considered the possibility of producing a smaller medium-range aircraft to improve upon the DC-8.

On August 1, 1966, the DC-9-30 made its first flight. This was the first extended version of the DC-9 with a longer fuselage and wingtips.

The DC-9-30 aircraft is 36.36 meters long, 8.5 meters high and 3.35 meters in diameter. Its wheelbase is 16.22 meters. The Series 30 has a wingspan of 28.44 meters and has full nose rails for improved take-off and landing performance. The leading edge devices help reduce landing speed at high landing weights, and the full span of the slats reduces speed by about six knots, despite the extra weight of around 2,200kg.

The 30 series slots are lighter compared to the Kruger slotted flaps and the design connected to them is considered a more useful torque box than the Kruger connected. The wing chord from the front spar is increased by 6 percent, allowing for a 15 percent chord connection.

Douglas Dc 9 Family Mega Pack For Fsx And P3d

The aircraft is designed for short and medium routes to cramped airports with short runways and little ground infrastructure. Built-in air stairs make boarding and disembarking easier.

The length of the DC-9-30 cabin is 22.79 meters, width - 3.12 meters, height - 2.05 meters. It can accommodate 127 passengers in a high-density configuration.

The Pratt & Whitney JT8D powers the Series 30. It is a low-bypass turbofan engine that features a twin-scoop design. Engines for -31, -32, -33 and -34: JT8D-7 and JT8D-9 with 14,500 lbf thrust or JT8D-11 with 15,000 lbf thrust. It has a maximum take-off weight of 48,988 kg and a maximum landing weight of 44,906 kg.

The 30 series can fly up to 35,000 feet. With a range of 1,500 nautical miles, it has a maximum payload of 13,674 kg and a fuel tank capacity of 3,679 US gallons. It has a maximum cruising speed of 485 knots and a climb rate of 2,000 feet per minute.

Dc 9 Classic Aircraft Model

The DC-9-31 was the first subtype built in a passenger version. On December 19, 1966, it was certified with a maximum take-off weight of 49,000 kg.

The DC-9-32 was certified on March 1, 1967 with a maximum take-off weight of 50,000 kg. Cargo versions such as the 32LWF (light cargo), 32CF (convertible cargo) and 32AF (all cargo) were produced.

The DC-9-33 was certified on April 15, 1968 with a maximum take-off weight of 52,000 kg. This sub-variant is for passenger/cargo or cargo transportation.

The DC-9-34 is the maximum end variant of the auxiliary device

Mcdonnell Douglas Dc 9

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