BGuthrie Photos: VA -- Steven F. Udvar-Hazy Center -- Main Hangar

VA -- Steven F. Udvar-Hazy Center -- Main Hangar:

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Specific picture descriptions: Photos above with "i" icons next to the bracketed sequence numbers (e.g. "[1] ") are described as follows:
1. AIRM1_120419_201.JPG: Lockheed 1049F (C-121C) Super Constellation In June 1938, Lockheed began design work on an airliner to satisfy a Transcontinental Western & Air (later Trans-World Airlines) (TWA), requirement for a non-stop transcontinental airliner with a 3,500-mile range and 6,000 lb. payload capability. Construction of a prototype began in 1940. The U.S. was soon involved in the Second World War and all transport production was directed to military needs and consequently the prototype first flew on January 9, 1943, as a military aircraft. Hydraulic-powered controls were used, full feathering and reversing propellers were also installed. First known by its civil designator as Model 049, it soon became better known during wartime by its military designation, the C-69 Constellation. Improvements were steadily made, beginning with the L-649, which was the first Constellation built as a commercial type and the L-749 which was the long-range version of the 649. The next stage in development led to the L-1049 Super Constellation. The first prototype Super Constellation was a "stretched" version of the original Model 049 (C-69), modified by lengthening the fuselage from 95' 2" to 113' 7", adding more fuel capacity, more powerful engines, higher gross weight, and increasing its tourist-class seating from 69 to 92. These L-1049 aircraft were powered by four 2700 hp Wright engines. The prototype aircraft was first flown on October 13, 1950. The production version of the Model L-1049, of which fourteen were built for Eastern Airlines, and ten for TWA, ended up with a strengthened fuselage, stiffened outer wing panels and rectangular windows instead of the Constellation's round ones. This production version was first flown on July 14, 1951, and the type entered service on December 7, 1951, with Eastern Airlines (EAL). The last Model 1049 produced was delivered in September 1952. Passenger accommodations on the 1049 varied - 88 for Eastern; 65 over water or 75 domestic for TWA, with adaptation to 102 in high density configuration. The flight crew consisted of three, with two cabin attendants. The Model 1049 was followed by an A version (military WV-2, WV-3, and RC-121D) the B version (USN R7V-1, USAF RC-121C, the presidential VC-121E), and the C version, the first commercial transport certificated with turbo-compound engines. These Double Cyclone Wright engines had three "blow-down" turbines, which converted the heat energy of exhaust gases into additional power, with a 20% reduction in fuel consumption. The engine produced 3,250 h.p. for take-off for which the aircraft weight had been increased to 133,000 lb. The Model 1049C, Turbo-Cyclone-powered Super Constellation began flight trials on February 17, 1953. A convertible model, the 1049D was built for Seaboard and Western Airlines in 1954. They were fitted with reinforced flooring and they had main deck cargo loading doors on the part side of the fuselage, fore and aft of the wings. They could carry either 18 tons of freight or up to 104 passengers. Maximum take -- off weight was 135,400 lb. A Model 1049E was delivered between May 1954 and April 1955 which was identical to the 1049C but with the increased take-off and landing weight of the 1049D. Next on the model list was the Model 1049F, which was Lockheed's designation for 33 C-121C cargo/personnel transports built for the USAF and fitted with stronger landing gear. The F was followed by a "G" model which was determined to be the most successful version of the Super Constellation. It was powered by 3,400 h.p. engines, it had longer range than the E, and the maximum take-off weight was increased to 137,500 lb. with some models modified to 140,000 lb. Often known as Super Gs, 42 of these aircraft were delivered to domestic carriers (20 to TWA, 10 to EAL, and 4 to NW), and 50 to foreign carriers. The final version to the Super Constellation was the Model 1049H, a combination of Model 1049D, and the convertible and improved Model 1049G. The Super Constellation and its derivatives represent, along with the Douglas DC-7, the ultimate step in the development of longer range, more capacity and more powerful piston-engined aircraft to meet the needs of both commercial and military aviation. Eastern Air Lines, the first airline to order Super Constellations, introduced the type on its New York-Miami route on December 15, 1951. It was able to take advantage of the 1049s additional capacity to absorb an increased holiday seasonal demand. A decade later on April 30, 1961, Eastern inaugurated its revolutionary air shuttle, no-reservation service, Washington-New York-Boston with Super Constellations. Incidentally, as it turns out, the last use of the Super Constellations by a major U.S. domestic airline was a backup for the shuttle until February 1968. TWA, a co-sponsor with EAL on the design of the Super Constellation, first used the Model 1049 on its domestic network in September 1952, and when it received the higher performance "C" version, it began scheduled non-stop transcontinental service on October 19, 1953, a first for the industry. On its trans-Atlantic routes, TWA made use of its early Super Constellation models, but on November 1, 1955, it could offer improved service, using its newer Model l049Gs which enabled it to operate non-stop most of the time, at least in the eastbound direction. Over the Atlantic and other long distance routes, the Super Constellation was also operated by several former Constellation operators, until Lockheed was again challenged by Douglas and its DC-7C, the first aircraft capable of flying non-stop in both directions over the North Atlantic. To compete, Lockheed responded by mating the Super Constellation's fuselage and tail surfaces with an entirely new wing, resulting in a major redesign. The outcome, the Model 1649A Starliner, which entered service on June 1, 1957, it was the most attractive of the Constellation series, but its success was short lived for in six months it was overtaken in 1958 by the faster, turbine-powered (Bristol Britannia) and jet aircraft (the Boeing 707-120) which finally made all propeller-driven aircraft obsolescent in October 1958. A total of 44 Lockheed L-1649As were built, 29 went to TWA, 10 to Air France, 4 to Lufthansa. When the age of piston-powered passenger transport aircraft was coming to a close, Lockheed offered to carriers a convertible Model 1049H, suggesting that when they were no longer competitive in the passenger market they could convert to carrying cargo. This second hand market did materialize briefly with the H model but the market for 1049s soon dried up as they were becoming too expensive to operate and maintain. The engines were giving problems not only in the Lockheed Super Connies, but also in the Douglas DC-7s, and the aircraft were becoming known as the "world's best trimotors." A total of 579 Super Constellations were built but by the end of 1980 only four Super Constellations remained in airline service.. The Museum's Lockheed C-121C (1049F-55-96), with former Air Force serial number 54-177, and now registered N-1104W, is one of the thirty-three C-l2lCs delivered to the USAF and the Atlantic Division of the Military Air Transport Service at Charleston AFB, South Carolina. This airplane arrived there in March 1956 and was assigned to the 1608th Air Transport Wing. Its original configuration was that of an over-water cargo/passenger transport, having eight crew members and accommodations for up to 80 passengers. While with the 1608th ATW, the "Super Connies" flew throughout the Caribbean, made crossings of the North and South Atlantic to Europe, the Mediterranean, the Middle East and as far east as India. They participated in the Hungarian airlift during 1956-57, carrying refugees from Eastern Europe to the U.S. and flew troops to Lebanon during the crisis there in 1958. In general, this "Connie" and others of the unit flew a variety of transport missions including cargo, passenger, medical evacuation, and humanitarian support. On October 30, 1962, the Museum's C-121C left the regular USAF and was transferred to the 183rd Air Transport Squadron of the Mississippi Air National Guard. This unit was re-designated the 183rd Military Airlift Squadron as of January 1, 1966. While with the 183rd, it flew transport, evacuation, and support missions across the North Atlantic. It remained with the Guard unit until April 19, 1967, at which time it was transferred to the West Virginia ANG and the 167th Military Airlift Squadron. This and other C-l2lCs of this unit flew across the Atlantic and Pacific Oceans, the Caribbean, and to South America, taking part in operation "Creek Guardlift" in Europe from June 1971 to March 1972. This Super Constellation served with the 167th until 1972 and was again transferred, this time to the 193rd Tactical Electronic Warfare (TEW) Squadron, Pennsylvania ANG, at Olmstead AFB, Middletown, Pennsylvania. This squadron had one other C-121, an electronic countermeasure configured aircraft. Together they took part in many exercises and training missions such as "Reforger VI," "Flintlock" and "Northern Merger" in 1974. While operating out of Ramey AFB in Puerto Rico, they took part in "Gallant Shield" and "Solid Shield," both in 1975. This "Connie" remained with the 193rd and operations with the ANG until November 1977, when it was retired after 21� years of military service, thousands of flying hours, and countless ocean crossings, which for propeller driven aircraft were long endurance flights often exceeding 12 or 14 hours. When taken out of service, it was transferred to the Military Aircraft Storage and Disposition Center (MASDC), at Davis Monthan AFB, Arizona, for storage. It remained there until August 1981, at which time it was sold at auction to Ascher Ward of Classic Air Inc., and flown to Van Nuys Airport, California, where the new company was forming. As a civil aircraft in a hoped-for new career, it was assigned FAA registration number Nll04W. It retained its 193rd TEW paint scheme of a royal blue cheat-line outlined in gold, with a white cabin roof and empennage, and pale blue under surfaces. It carried its small serial number on the left side under the stabilizer and a U.S. flag on the center fin. The newly formed company Classic Air Inc., which intended to operate two or three passenger -- carrying "Connies" between Los Angeles and Reno, Nevada, failed to receive FAA approval and the airplanes remained dormant. At this time the National Air and Space Museum was seeking a Super Constellation. Mr. Darryl Greenameyer soon became a party to this transaction as he had acquired two of the Constellations from Air Classics. He negotiated a trade with NASM a C-121C, NllO4W in exchange for two Grumman HU-16 Albatrosses drawn from the remaining holdings of spare Albatross belonging to the Smithsonian, and which had been used in support of one Albatross that was operated by the Museum of Natural History.
2. AIRM1_120419_240.JPG: Hiller XHOE-1 Hornet All aircraft designers attempt to maximize lifting power and reduce airframe weight. During the late 1940s, helicopter pioneers began to experiment with alternative propulsion methods that did not require heavy components such as tail rotor assemblies, drive shafts, main rotor clutches, transmissions, and engine cooling blowers. Without these items, a helicopter's useful load increases by a significant margin. These components are also potential failure points, making helicopters more fragile and more difficult to maintain. Yet another advantage is the substantial reduction in the cost to produce helicopters without this equipment. In 1948, Stanley Hiller began to experiment with ramjets mounted on the tips of the main rotor blade. He hoped to make small, ramjet-powered helicopters practical and affordable, and to eventually design and sell giant aerial cranes propelled by ramjets or jet turbine engines. The Hiller HOE-1 became the first production ramjet helicopter, and the Army and Navy flew a small number of these aircraft for a short time to test and evaluate the technology.
3. AIRM1_120419_248.JPG: Kaman K-225 This Kaman K-225 was the first helicopter to fly with a gas turbine driven transmission. Turbines offered important advantages for helicopters including reduced weight, improved reliability, easier maintenance and higher power-to-weight ratios, which allowed for larger useful loads, increased safety and lower operating costs. In 1949, Kaman built the K-225 commercial model, primarily for use as a crop-duster. The Navy ordered two to evaluate the advantages of the intermeshing rotor system and the novel blade mounted servo-flap control system. In 1951, Kaman replaced the reciprocating engine that originally powered this K-225 with a Boeing 502-2 gas turbine to demonstrate the potential of jet-powered helicopters to the Navy. The K-225 served as the prototype for Kaman's successful HOK series of military helicopters, which incorporated a cabin in place of the open cockpit. The engine currently on the aircraft is not original.
4. AIRM1_120419_265.JPG: Piper PA-23 Apache In 1954 Piper Aircraft Corporation introduced the four-place, retractable gear Apache, developed from the Twin Stinson and the first of the Piper "Indian" executive and business lines that continue to this day. Over 2,000 all-metal Apaches, a departure from the classic tube and fabric Cub and, at $32,000, the least expensive light twin, were built before being upgraded in 1960 to the popular Aztec series. William Davenport bought serial number 14 (unlucky #13 off the line) for Davenport Airlines service between Richmond and Hampton Roads, Virginia. As Aviation Specialists, Inc., Davenport and his Apache offered charter flights and multi-engine instruction, logging more than one million miles. It was believed to be the oldest flying Apache when Davenport flew it to Dulles Airport in 1990.
5. AIRM1_120419_291.JPG: Curtiss F9C-2 Sparrowhawk 0perating from U.S. Navy airships during the early 1930s, diminutive Curtiss F9C-2 Sparrowhawks tested one of the more imaginative ideas in aviation history. Deployed with the USS Akron and Macon, they turned these airships into flying aircraft carriers. The airplanes, which could be released and recovered in flight, were to be used for attack, for defense of the airships, and to greatly increase search range for the Navy's giant, helium-filled dirigibles. Eight Sparrowhawks were produced for this purpose. The first arrived at Lakehurst Naval Air Station, New Jersey, in June 1932, and experimental trials with airship-based fighter support were brief. The Akron was lost in a storm on April 4, 1933; the Macon crashed off the California coast on February 12, 1935. Before these accidents, not a single Sparrowhawk was lost. However, with only three remaining, and no dirigible from which to operate, the aircraft were relegated to utility flying.
6. AIRM1_120419_297.JPG: Goodyear "Pilgrim" Gondola Goodyear Airship Pilgrim In the mid-1920s the Goodyear Tire and Rubber Company of Akron, Ohio, built a fleet of small civil airships that were used to demonstrate the value of lighter-than-air flight and to train future airship pilots. One of those airships - the Pilgrim -- was the first ever designed for inflation with helium. It first flew at Akron, Ohio, on June 3, with pilot Jack Yolton at the controls, and was christened on July 18 by Mrs. P. W. Litchfield, wife of the president of Goodyear. By the time the Pilgrim was retired on December 30, 1931, it had made 4,765 flights, carried 5,355 passengers, flown a total of 2,880 hours, and covered 153,000 kilometers (95,000 miles). The gondola, or control car, had a magnesium-coated steel-tube framework covered with thin metal sheeting. It could accommodate the pilot and two passengers in the comfort of blue mohair velour upholstered seats with mahogany finished veneer.
7. AIRM1_120419_321.JPG: Beechcraft 35 Bonanza The classic Beechcraft Bonanza was introduced in 1947 and is still built today by Raytheon Aircraft. The four-place aircraft sported all-metal construction and retractable landing gear for the sophisticated or executive pilot. Initially designed with the distinctive butterfly or V tail--a conventional tail model was offered too--it was the basis for later Beech aircraft. On March 7-8, 1949, William P. Odom set a light-plane, nonstop distance record from Honolulu, Hawaii, to Teterboro, New Jersey, in the Waikiki Beech (see markings on left side), the fourth Bonanza built. Congressman Peter F. Mack flew the renamed Friendship Flame on a goodwill world flight from October 7, 1951 to April 19, 1952 (see markings on right side).
8. AIRM1_120419_336.JPG: Sukhoi Su-26m The Sukhoi Design Bureau, makers of Soviet and Russian military aircraft, designed the Su-26 in 1983 for unlimited aerobatic competition. The Su-26M is made of more than 50 percent composite materials and has a special symmetrical wing section and arched cantilever titanium landing gear. It was designed to handle loads from +12 Gs to -10 Gs and is a superior aircraft for the most highly skilled pilot. It can perform spectacular gyroscopic maneuvers and quick, multiple snap rolls, and can nearly hover from its propeller. Soviet pilots flew Su 26Ms to multiple aerobatic titles. This Su-26M was built in 1990 and was originally painted in the unique "Russian purple" color. The Soviet National Aerobatic team flew 222 flights in the aircraft in 1990 and 1991. U.S. aerobatic pilot Gerry Molidor bought it in 1998 and flew it in advanced and unlimited competition until 2001.
9. AIRM1_120419_453.JPG: Beck-Mahoney "Sorceress" Designed and built by Lee Mahoney and his father, S. C. "Mickey" Mahoney, the Sorceress was the first sport biplane to exceed 322 kilometers (200 miles) per hour on a closed course, and it reached 394 kilometers (245 miles) per hour in level flight. The aircraft proved so successful that the rules governing its competition qualification were modified to such an extent that the Sorceress was forced into retirement. Fitted with only a single 135-horsepower Lycoming O-290-D2 engine, this unique metal staggerwing biplane flew to many victories during its distinguished career in the 1970s. Noted air racing pilot Don Beck purchased the Sorceress in 1972 and flew it to many more wins. Beck gave the aircraft to the Museum in 1984.
10. AIRM2_120419_119.JPG: Cosmos Phase II A conservation group called Operation Migration, dedicated to replenishing the numbers of endangered birds such as Whooping cranes, used this two-seat ultralight to lead flocks along new migration routes up to 4,025 km (2,500 miles) long, from Canada to the southern United States. Pilots averaged about 50.6 km/h (31 mph) when leading the birds, but occasionally they flew as fast as 112.7 km/h (70 mph) and as high as 1,216 m (4,000 ft). Operation Migration staff added the propeller guard, GPS navigation unit, and sound systems to broadcast adult crane calls during flight. The ultralight also appeared in the Hollywood film "Fly Away Home." The term 'trike' refers to the tricycle landing gear fitted to the cart suspended beneath the wing. The cart contains the cockpit and engine.
11. AIRM2_120419_133.JPG: Mignet HM.14 Pou du Ciel "La Cucaracha" Frenchman Henri Mignet designed the HM.14 Pou du Ciel (Flying Flea) in 1933. He envisioned a simple aircraft that amateurs could build and even teach themselves to fly. In an attempt to render the aircraft stall-proof and safe for amateur pilots to fly, Mignet staggered the two main wings. The HM.14 enjoyed a period of intense popularity in France and England but a series of accidents in 1935-36 permanently blackened the airplane's reputation. Thise Mignet-Crosley Pou du Ciel is the first HM.14 made and flown in the United States. Edward Nirmaier and two other men built the airplane in November 1935 for his boss, Powell Crosley, Junior. Crosley was president of the Crosley Radio Corporation. He believed that the Flea might become a popular aircraft in the United States. After several flights, a crash at the Miami Air Races in December 1935 grounded the Crosley HM.14 for good. In 1960 Patrick H. "Pat" Packard donated this Pou du Ciel to the Smithsonian. In 1987 Packard and Patti Koppa finished restoring the aircraft. The original ABC Scorpion engine was missing, so these two artisans fabricated a wooden replica.
12. AIRM2_120419_150.JPG: Rutan Quickie In 1974, Tom Jewett and Gene Sheehan decided to begin designing an airplane that would provide "more flying enjoyment for less money" than other homebuilt aircraft designs popular at that time. Burt Rutan (Rutan VariEze and Voyager, see NASM collection) assisted Jewett and Sheehan in the design work and the first Quickie was finished, tested in flight, and ready for a public introduction by April 1978. In June, the two men formed the Quickie Aircraft Corporation to produce and sell complete kits to build the aircraft. They flew the airplane to the Experimental Aircraft Association's annual gathering at Oshkosh, Wisconsin, in June where the Quickie drew intense public interest and won the Outstanding New Design award. By 1980, the firm had sold 350 kits. The Quickie is a single-place, single-engined aircraft fitted with a canard approximately equal in area to the main wing. The layout almost qualifies the aircraft as a biplane with tremendous negative stagger between the upper and lower wings. Construction methods remain identical to other Rutan designs. A builder cuts foam cores for the various components and covers them with resin and fiberglass cloth. Rutan envisioned powering the Quickie with an Onan industrial generator engine that developed 22 horsepower but many builders found this motor too weak. A 2-place version, propelled by a 64 horsepower engine and called the Q-2, was also developed. The Q-200, equipped with a modified lower wing and powered by an 85 horsepower engine, also flew. Various organizations sold Approximately 1,000 Quickie kits and 2,000 Q-2 and Q-200 kits.
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