At times the obvious eludes me.
Recently I met pilot Fred Schlafly, a director of the Wings Over Miami Air Museum, and he showed me his airplane— a Yakovlev Yak-52. He spoke about how his was imported in crates, I think two, and he assembled the airplane with the help of friends. I’ve spoken before about the dynamic nature of the people associated with this museum in the post Wings Over Miami Air Museum — a gem hidden within the Kendall-Tamiami Executive Airport, that published on 18 November 2009. Their expertise is simply a wonder to see.
He also mentioned that he flies with two other pilots who fly similar aircraft, the Nanchang CJ-6. I quipped that the CJ-6 was a Chinese version of his Yak. Politely and expertly he told me that I was mistaken and why.
They differ by a subtle but significant difference and it gives the Yak-52 has more aerobatic ability than the CJ-6!
Why?
Basic physics, and birds have known how to use this advantage for eons.
Recall that aircraft wings have a dihedral angle, they angle upward from the fuselage, and this angle produces a dihedral effect when the airplane rolls. Dihedral effects are incorporated in aircraft designs to provide more stability since the effect resists the rolling of the wings. Simply, as an airplane rolls the lower wing generates more lift and the upper wing loses lift — this tends to return the wings to level. The lower wing generates more lift since the rolling of the wings causes the aircraft to fly a bit to that side, also called sideslipping. Now that the lower wing has more lift, it tries to reverse the rolling direction. Voilá — a restoring force — stability. The greater the angle, the greater the initial roll rate but also the greater the restoring force with a bit of time — but a lower dihedral angle has the wing perform more efficiently in level flight. So a balance is struck in each aircraft design.
Looking at the Yak-52 wings one can see a classic dihedral angle.
Fred Schlafly's Yakovlev Yak-52 (note the dihedral angle) — photo by Joe May
Not the CJ-6! It has a polyhedral angle and it generates stability using the same effect. These wings are level with respect to fuselage at first, but then have an upwards angle once away from the fuselage a certain distance. The angle must be greater to generate the same amount of force from a dihedral angle, though. I’m not sure of the engineering design choice but it may be in order to simplify the manufacturing process or to increase the robustness. In the case of the Nanchang CJ-6, the wing is horizontal until just outside of the main gear stations. The inner portion of the wing, fuselage and structure to support the main gear are in the same plane.
Looking at the CJ-6 wings one can see an archetypical polyhedral with wings beginning to angle upward about 6 feet (2m) from the fuselage.
Nanchang CJ-6 (note the polyhedral angle) — photo by Joe May
So, the CJ-6 has a simpler manufacturing characteristic but the Yak-52 is quicker in a roll?
How about the birds? Vultures spend their time soaring in search of food, but don’t need to react to opportunities quickly, so they minimize soaring efforts with a low dihedral angle. The vulture gets the most lift from its wings during level flight this way but at the expense of roll rate. Vultures do not need to turn quickly so this is not a disadvantage. The hawks do need to turn quickly. Using keen eye sight from on high they most often need to turn rapidly and dive to catch unsuspecting prey. Prey that will not stay in one spot for a predictable amount of time. Hawks have a higher dihedral angle than vultures, trading a loss of soaring efficiency for higher roll rates (quicker turning). This aids in the identification of birds when they are soaring high over head. Vultures soar calmly with wings straight out. Hawks soar as if a bit too caffeinated — constantly tipping to one side then the other side — with the wings forming a noticeable “V”.
Model of the USS Akron in the Cradle of Aviation Museum — photo by Joe May
Airships were in vogue in the early 1900s as nothing else had their range or endurance. Britain, Germany and the United States invested heavily in the technology. It is woeful to note that none of these airships survived to be displayed in museums as most were lost either in accidents or by misadventure. Thankfully modelers exist! People who have skills to reasearch and manufacture unique models have always amazed me with their knowledge and ingenuity. The Cradle of Aviation Museum has the model of the USS Akron shown in these two photos and if one looks close one can see an F9C-2 Sparrowhawk hanging from the hangar trapeze! This is the only way that most of us can see how this may have looked but recently the submerged wreckage of the USS Macon has been located and video shows F9C-2 Sparrohawks in their hangar bay.
Model of USS Akron showning a F9C-2 Sparrowhawk on the trapeze suspended below the hangar bay — photo by Joe May
Florida Air Lines DC-3 — Time? Altitude?
Douglas Super DC-3 at Opa-locka Executive Airport (note the squared-off and taller vertical stabilizer) — photo by Joe May
It is said that an aviation crash occurs when one runs out of airspeed, altitude and ideas at the same instant. It is also said that most twin engine aircraft have an advantage over single engine aircraft in that they get to the crash site sooner when an engine quits.
Late one spring morning, in the late 1970s, I was approaching Tampa International Airport (TIA) while driving west on Boy Scout Boulevard. The road parallels the southern property boundary of TIA and, for the most part, is a good road for the observation of aircraft departures — as winds in Tampa at that time of year are from the southeast or southwest.
This day would be different. My diaphragm vibrates a bit whenever an aircraft approaches me at a low altitude — in other words, I get a few seconds worth of warning in these circumstances. As I was looking at TIA’s southeastern corner I felt that unique sensation so I looked upwind, to the south, and a few hundred feet above the tree tops … too high for that sensation but that is where the airplane would be on its landing approach.
No aircraft … but the sensation was getting stronger … the aircraft was coming closer to me but I couldn’t see it … then, the little man in the back of my head threw the emergency switch to full on. All senses were solely serving to provide input to help a brain that was now totally absorbed with working the situation.
There! I saw the tree canopy about a half mile (1km) away rippling, buffeted by an unknown temporary disturbance. Temporary since the branches were swishing about, to and fro, as if they were being brushed aside — certainly not being bent by an ordinary wind.
There it was! Incredibly, a Florida Air Lines* DC-3 with her wheels up and right engine trailing thick black smoke. She was so very low and determined to get to the runway. There would be at least two souls on board — perhaps about twenty — and the threshold must have seemed so distant to her crew at that moment.
This airliner was in trouble and I was drafted to witness an aircrew’s struggle to land their DC-3 safely. Feeling like a tourist I was frustrated as I could only watch, powerless to assist. I slowed the car since I was definitely not getting in between the airplane and the runway. Regrettably, I thought the chances were very good it would be forced land, at the very least, onto Boy Scout Boulevard. Fortunately, there was almost no traffic on the road — a small break for the crew. I was sharing the same context as the DC-3’s crew … the next moments were all that existed, the rest of the day’s plans simply ceased to exist. How to not get in front of that aircraft? What will the pilot do if he cannot make the field? I am wearing only shorts, a T-shirt and running shoes … nice attire for a steamy Florida day but not the attire for encountering a fire. I was in the moment. Everything was adrenaline, experience and instinct.
I was wrong about the flight path. The Florida Air Lines DC-3 passed in front of me, crossing the fence with less than 30 feet (9m) between the airliner and the grass. Continuing to drive slowly I watched, waiting for the belly landing … a sensational but a relatively safe event. At least there would be no crash landing, I thought.
Wrong again!
Once over the threshold I saw the flaps extend to full down and, the DC-3 bump up a few precious feet in altitude, then the main gear began to extend. This gear extension robbed the aircraft of the airspeed needed to countinue flying, settling the DC-3 smoothly onto the runway, routinely, matter of factly and unceremoniously. How different the situation now was!
I had been witness to a master, or masters, at work. The flight crew husbanded their airspeed, controlled their energy, maintained their margin of control … so that they would determine the last moment of flight without wasting as much as a foot of altitude or a knot of airspeed. Those massive wheels meeting the airstream, inducing much more parasitic drag, would make further flight no longer possible. Showing their professionalism, the crew utilized the paradox of a full flap extension’s short-lived increase in altitude — only an impulse really, a matter of seconds, only the time required to take a few breaths — but impeccably timed as the few added feet provided the seconds required for the landing gear to lower and lock, with a silky smooth return to earth as the result.
Model of a KLM Airlines Douglas DC-3 at the St. Petersburg Museum of History (I learned from Niels Helmø Larsen that this color was used in WW II to mark a civilian aircraft) — photo by Joe May
I am not a pilot, so I do not know how busy the hands were in the cockpit. But I do know that a landing with a smooth roll out occurred in the face of a potential for disaster. This feat would not be heralded, and it was not, in the media — but professionals prefer quiet to attention. This crew, as many before and since, flew their aircraft to its maximum potential with scant options available to safely return the aircraft and all souls on board back to earth.
Restored Douglas DC-3 — photo by Joe May
* Florida Air Lines, though no longer in business, had a good argument that they were operating the largest fleet of DC-3 aircraft in the world at the time.
Photo Funday — a photo and informative caption for the weekend
Lockheed Constellation at the Fantasy of Flight Aircraft Collection — photo by Joe May
One of the most graceful aircraft designs to go into production with its long fuselage, narrow wings and triple tail. The tall gear, especially the nose gear, was required due to the massive propellers. For a description of the Fantasy of Flight Aircraft Collection please see the post, Fantasy of Flight Aircraft Collection, published on 25 November 2009.
Searching for a better angle to photograph an airplane in a museum has its challenges, like neighboring exhibits crowding in on the shot. The primary challenge is, of course, the angle. We all should know that shooting at any angle other than eye level is the thing to do, so we most often look ungainly as we lower ourselves to gain a more photogenic perspective. Yes, we can always go lower! But, when I was visiting a museum, I saw a photographer who had the ultimate accessory — a battery powered “cherry picker”!
Industrious photographer using a battery powered lift — photo by Joe May
Searching for a better angle when outside of a museum also involves its challenges and ladders are often woefully inadequate for the task. How about an airplane with an open air cockpit and almost unrestricted downward view? And, equipped with a pilot flying from the rear seat so that you can concentrate on the shots while perched in the nose’s open cockpit! The Lockwood AirCam is such aircraft and it was specifically designed for the aerial photographer!
Lockwood AirCam in flight — photo by Joe May
Mega Six-Leggeds Are Attacking !!!
One day I was casually driving along an airport back road in the town I live. As I rounded a corner near the long term parking lot (car park), not expecting to see anything in particular, I saw them.
Them!
At one moment I was experiencing a certain joy viewing art — but also a bone deep visceral fear reflex was fomenting. As my rational mind wrestled with my subconscious mind (the part of my mind which houses the little man whose voice sometimes commands me to fight or to flee) I realized I should come back another day, but in the afternoon, when the light would be more favoring toward photography.
What did I see?
Them!
Soldier, artist unknown — photo by Joe May
As in the 1954 Sci-Fi film thriller, Them!
Them! has interesting plot with a few stars who had their first roles in this movie. I saw it when I was young so I suppose a seed of fear had been planted. That … or seeing a 15 foot (5m) long ant reminded me of what the mind-set of an item of prey is about. The plot was how the atmospheric testing of atomic weapons mutated these tiny creatures into a colonial entity which would hunt human kind. If you think I may be acting childish I say that you should see the movie and then check back with me 
Soldiers, artist unknown — photo by Joe May
An artist unknown to me had installed these creations. Why? I don’t know as there was not a sign or a clue that I could find. Perhaps they were there for storage or as an impromptu display for unseen customers? Maybe the ant sculptures were there, in the open, to gain a patina on their metal exoskeletons? As quickly as they appeared they also vanished since months later they were gone!
Queen laying her eggs, artist unknown — photo by Joe May
Worker ant, artist unknown — photo by Joe May
Or perhaps they had laid their eggs, brooded them, and flew away to form a colony … to surprise us later?
Photo Funday — a photo and informative caption for a weekend
Grumman F9F Panther — photo by Joe May
Historical Flight Foundation and Kimberlite Pipes
25º 54′ 29″ N / 80º 16′ 03″ W
Diamonds.
We all know what they are, but how do they get to us?
Not to the jewelry store, but to the Earth’s surface where they are mined or collected from placer deposits. Well … it is a dynamic, almost volcanic story that involves a lot of energy and excitement. Most diamonds occur within Kimberlite pipes. These types of pipes are the igneous kind and the name comes from the Kimberley mine in South Africa — birthplace of an 84 carat diamond and many more. These pipes form from magma which originates deepest of igneous rock sources and they travel vertically upward for kilometers at incredible velocities.
Energy exhibited in the extreme as well as rare minerals — only part of why geology is so much fun! The same is also said for finding special aircraft like the HFF’s DC-7B.
DC-7B owned and operated by the Historical Flight Foundation — photo by Joe May
Creating an aviation museum and restoring an airliner from the 1950s has a lot in common with how Nature brings gemstones to us. It takes copious amounts of energy and talents — as well as patience. Roger Jarman and Carlos Gomez have these qualities along with Marc Wolff and many others are making an almost unique museum —the Historical Flight Foundation (HFF). A museum devoted to airliners with a restored Eastern Airlines DC-7B as the belle of the ball.
Historical Flight Foundation's Roger Jarman — photo by Joe May
They has nearly completed restoration of the Douglas DC-7B Eastern Airlines airliner to flying condition and her number is N836D. The exterior looks immaculate as well as the passenger cabin — the cockpit is almost finished with its restoration — it is as if she rolled off the Douglas assembly line moments ago. The Eastern Airlines logo from the 1950s is an art deco-like hawk and it is gorgeous.
Eastern Airlines 1950s hawk logo — photo by Joe May
The HFF also owns another DC-7B as well, as a C-118 Liftmaster, with ongoing negotiations for additional aircraft. Two of the aircraft are a Beach Twin and an Airbus 319. Plans are in the works to build a museum and I expect this is to occur soon. Why? I wrote that since the HFF not only has a high proficiency on aircraft restoration but extraordinary business skills as many members run air and maintenance operations. A major national news network has obtained rights to the seats on the first flight. This shows that the people of the HFF can play in the big leagues, are creative and can move as quickly as a Kimberlite pipe screaming upwards to the Earth’s surface — giving us diamonds along the way.
98% completed cockpit of N836D — photo by Joe May
The HFF aircraft are located at the Opa-locka Executive Airport in Miami, Florida in the USA. Once — and not long ago — one of the country’s busiest, but now home to a variety of private aircraft, charter air cargo, major aviation maintenance, aviation training as well as a US Coast Guard Station.
HFF's C-118 Liftmaster brow — photo by Joe May
HFF's other DC-7B — photo by Joe May
HFF candidate Beechcraft Twin Beech — photo by Joe May
For more information please check out the Historical Flight Foundation web site. Thought not yet open as a museum they often have events and open houses. Another upside note is that N836D will soon be flying!
National Air & Space Museum at the National Mall — Washington DC USA
38º 53′ 18″ N / 77º 01′ 11″ W
Part I of this post published on 13 January 2010 and described how to get to this museum, specifically by taking advantage of the metro system as well as the two nearby airports. That post also described some of the galleries so this post will describe the rest of the museum.
The Sea-Air Operations Gallery is clever as it displays aircraft as if they are on an aircraft carrier, complete with a flight operations center. One can get a feel for what life is like on board a carrier with the exhibits as well as video. Aircraft here are all ones that served in the US Navy — a Douglas SBD Dauntless, Boeing F4B-4 Phantom, Grumman F4F Wildcat and Douglas A-4 Skyhawk.
Sea-Air Operations Gallery — photo by Joe May
Boeing F4B-4 Phantom — photo by Joe May
The Legend, Memory and the Great War Gallery is especially rich not only with airplanes but items of interest such as tools, dioramas and artifacts. I was especially captured by the Fokker D.VII diorama, Voisin VIII and the replica of a Royal Aircraft Factory F.E.8 showing the internal structure.
Voisin VIII — photo by Joe May
Replica of a Royal Aircraft Factory F.E.8 — photo by Joe May
The gallery devoted to air mail and airline travel in the US, the America by Air Gallery, is another large exhibition with several aircraft on display.
America by Air Gallery — photo by Joe May
There are a few galleries devoted to aerospace material. Displays of note are pictured below but there are many more.
Apollo-Soyuz rendezvous — photo by Joe May
Space Race Gallery — photo by Joe May
Model of a Gotha bomber with an RAF fighter in pursuit — photo by Joe May
Photo Funday — a photo and informative caption for the weekend
Douglas A-4 Skyhawk in the National Air & Space Museum at the National Mall in DC — photo by Joe May
