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    Details, quoting from Smithsonian National Air and Space Museum | De Havilland-Canada DHC-1A Chipmunk, Pennzoil Special

    De Havilland originally designed the Chipmunk after World War II as a primary trainer to replace the venerable Tiger Moth. Among the tens of thousands of pilots who trained in or flew the Chipmunk for pleasure was veteran aerobatic and movie pilot Art Scholl. He flew his Pennzoil Special at air shows throughout the 1970s and early '80s, thrilling audiences with his skill and showmanship and proving that the design was a top-notch aerobatic aircraft.

    Art Scholl purchased the DHC-1A in 1968. He modified it to a single-seat airplane with a shorter wingspan and larger vertical fin and rudder, and made other changes to improve its performance. Scholl was a three-time member of the U.S. Aerobatic Team, an air racer, and a movie and television stunt pilot. At air shows, he often flew with his dog Aileron on his shoulder or taxied with him standing on the wing.

    Gift of the Estate of Arthur E. Scholl

    Manufacturer:
    De Havilland Canada Ltd.

    Pilot:
    Art Scholl

    Date:
    1946

    Country of Origin:
    United States of America

    Dimensions:
    Wingspan: 9.4 m (31 ft)
    Length: 7.9 m (26 ft)
    Height: 2.1 m (7 ft 1 in)
    Weight, empty: 717 kg (1,583 lb)
    Weight, gross: 906 kg (2,000 lb)
    Top speed: 265 km/h (165 mph)
    Engine: Lycoming GO-435, 260 hp

    Materials:
    Overall: Aluminum Monocoque

    Physical Description:
    Single-engine monoplane. Lycoming GO-435, 260 hp engine.

    Long Description:
    The de Havilland Chipmunk was originally designed as a post World War II primary trainer, a replacement for the venerable de Havilland Tiger Moth training biplane used by the air forces of the British Commonwealth throughout World War II. Among the tens of thousands of pilots who trained in or flew the Chipmunk for pleasure was veteran aerobatic and movie pilot Art Scholl. He flew his Pennzoil Special at airshows around the country throughout the 1970s and early 1980s, thrilling audiences with skill and showmanship, and proving that the design itself was a top-notch aerobatic aircraft.

    The Chipmunk was designed, initially built and flown by de Havilland Canada subsidiary, hence the very Canadian "woods country" sounding name of Chipmunk that complemented their other aircraft the Beaver, Otter, and Caribou. The prototype first flew on May 22, 1946 in Toronto. DeHavilland of Canada produced 158 Chipmunks and de Havilland in England produced 740 airplanes for training at various Royal Air Force and University Air Squadrons during the late 1940s and into the 1950s. In 1952, His Royal Highness the Duke of Edinburgh took his initial flight training in a Chipmunk. It was also used in other roles, such as light communications flights in Germany and for internal security duties on the island of Cyprus.

    The Chipmunk was an all-metal, low wing, tandem two-place, single engine airplane with a conventional tail wheel landing gear. It had fabric-covered control surfaces and a clear plastic canopy covering the pilot and passenger/student positions. The production versions of the airplane were powered by a 145 hp in-line de Havilland Gipsy Major "8" engine.

    Art Scholl purchased two Canadian-built Chipmunks from the surplus market after they became available in the late 1950s and early 1960s. He purchased the two-place DHC-1A, N114V, first and it now resides in the Experimental Aircraft Association's museum in Oshkosh, Wisconsin. In 1968, Scholl bought another DHC-1A and began extensive modifications that resulted in almost a completely new aircraft. He covered over one cockpit to reconfigure the aircraft into a single-place aircraft and installed a (fuel injected) 260 hp Lycoming GO-435 flat-opposed 6-cylinder engine. He removed 20 inches from each wingtip and changed the airfoil section of the tip area. The reduction in span led to the need to lengthen the ailerons inboard to retain control effectiveness. This in turn reduced the flaps to where they became somewhat ineffective, and, since the flaps really were not required for the normal show and aerobatic routines, he removed them as a weight saving measure. These modifications improved the low speed tip stall characteristics and improved roll performance during aerobatic maneuvers.

    The vertical fin and rudder acquired a 25% increase in area and an increased rudder throw to manage the effects of increased engine torque and for better directional control during slow-speed aerobatic routines. The standard fixed landing gear was replaced with a retractable gear from a Bellanca airplane. The landing gear was subsequently damaged during a belly landing and resulted in a permanent wheel toe-in that was never repaired. This caused a tire drag during takeoffs and landings that led to the need for tire replacement after about 10 takeoffs and landings. Other idiosyncrasies were the pitot static tube being fashioned from a golf club shaft and a 3-inch extension added to the cockpit control stick to ease the control loads during the more severe aerobatic routines. Scholl also installed rear-view mirrors on both sides of the cowling just forward of the windscreen. He placed an RAF placard on the instrument panel as a memorial to some Vulcan bomber crew members who were his personal friends. He installed three smoke generators with red, white, and blue smoke for his show routines that included the Lomcevak tumbling/tailslide maneuver.

    Scholl designed most of these modifications himself, drawing upon his Ph.D. and his 18 years as a university professor in aeronautics. He held all pilot ratings, and was a licensed aircraft and powerplant (A&P) mechanic and an authorized FAA Inspector. He was also a three-time member of the U.S. Aerobatic Team, an air racer (placing several times at the National Air Races at Reno), an airshow pilot, and a fixed base operator with a school of international aerobatics. In 1959, Scholl began working for legendary Hollywood pilots Frank Tallman and Paul Mantz at Tallmantz Aviation and then later formed his own movie production company, producing and performing aerial photography and stunts for many movies and television shows. At airshows, Scholl often flew with his dog Aileron, who rode the wing as Scholl taxied on the runway or sat on his shoulder in the aircraft.

    Art Scholl was killed in 1985 while filming in a Pitts Special for the movie Top Gun. Art Scholl's estate donated the Pennzoil Special, N13Y, serial number 23, and his staff delivered it to the Garber Facility in Suitland, Maryland on August 18, 1987. It is currently on display at the Museum's Stephen F. Udvar-Hazy Center at Washington Dulles International Airport in Chantilly, Virginia.
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    Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Grumman F6F-3 Hellcat:

    The Grumman F6F Hellcat was originally conceived as an advanced version of the U.S. Navy's then current front-line fighter, the F4F Wildcat (see NASM collection). The Wildcat's intended replacement, the Vought F4U Corsair (see NASM collection), first flown in 1940, was showing great promise, but development was slowed by problems, including the crash of the prototype.

    The National Air and Space Museum's F6F-3 Hellcat, BuNo. 41834, was built at Grumman's Bethpage, New York, factory in February 1944 under contract NOA-(S)846. It was delivered to the Navy on February 7, and arrived in San Diego, California, on the 18th. It was assigned to Fighter Squadron 15 (VF-15) on USS Hornet (CV12) bound for Hawaii. On arrival, it was assigned to VF-3 where it sustained damage in a wheels-up landing at NAS Barbers Point, Hawaii. After repair, it was assigned to VF-83 where it was used in a training role until February 21, 1945. After numerous transfers 41834 was converted to an F6F-3K target drone with the installation of sophisticated radio-control equipment. It was painted red with a pink tail that carried the number 14. Its mission was to be used in Operation Crossroads - the atomic bomb tests at Bikini Atoll. It flew on June 24, 1946, with a pilot, on a practice flight and was launched, unmanned, soon after the first bomb test. Instrumentation on board and photographic plates taped to the control stick obtained data on radioactivity. Three more manned flights preceded the final unmanned flight on July 25, 1946, which evaluated the first underwater explosion. Records indicate that exposure of this aircraft to the radioactive cloud was minimal and residual radiation is negligible.

    F6F-3K 41834 was transferred to NAS Norfolk and logged its last flight on March 25, 1947, with a total of 430.2 flying hours. It was assigned to the National Air Museum on November 3, 1948, and remained at Norfolk until October 4, 1960, when it was moved by barge to Washington and placed in storage. In 1976 this Hellcat was loaned to the USS Yorktown Museum at Charleston, South Carolina. A superficial restoration was performed at the museum, but because of the harsh environment and its poor condition the Hellcat was returned to NASM on March 16, 1982. In 1983, it was sent to Grumman Aerospace where a team of volunteers completely restored the aircraft. In 1985, it was shipped back to the Paul E. Garber Preservation, Restoration and Storage Facility in Suitland, Maryland, and put in storage. NASM's F6F-3 Hellcat is scheduled to be displayed in the new Steven F. Udvar-Hazy center at Dulles International Airport in Virginia in 2004.

    Transferred from the United States Navy.

    Manufacturer:
    Grumman Aircraft Engineering Corporation

    Date:
    1943

    Country of Origin:
    United States of America

    Dimensions:
    Overall: 338 x 1021cm, 4092kg, 1304cm (11ft 1 1/16in. x 33ft 5 15/16in., 9021.2lb., 42ft 9 3/8in.)

    Physical Description:
    Heavy armor plate, reinforced empennage, R-2800-10W engine, spring tabs on the ailerons (increased maneuverability), could carry rockets as well as bombs.
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    Details, quoting from Smithsonian National Air and Space Museum | Monocoupe 110 Special "Little Butch"

    Air show pilot and aerobatic champion W. W. "Woody" Edmondson thrilled audiences with his Monocoupe 110 Special throughout the 1940s. Edmondson, who named the airplane Little Butch for its bulldog-like appearance, placed second to "Bevo" Howard and his Bücker Jungmeister in the 1946 and '47 American Aerobatic Championships, but he won the first International Aerobatic Championship in 1948.

    The Monocoupe 110 Special was a clipped-wing version of the 110, part of a line that began with Don Luscombe's Mono 22 and continued with the 70, 90, and 110 models. The sport coupes of the 1930s, these fast and maneuverable aircraft were ideal for racers Phoebe Omlie and Johnny Livingston. Ken Hyde of Warrenton, Virginia, restored Little Butch prior to its donation to the Smithsonian.

    Gift of John J. McCulloch

    Manufacturer:
    Monocoupe Airplane Co.

    Date:
    1941

    Country of Origin:
    United States of America

    Dimensions:
    Wingspan: 6.9 m (23 ft.)
    Length: 6.2 m (20 ft. 4 in.)
    Height: 2.1 m (6 ft. 11 in.)
    Weight, empty: 449 kg (991 lbs.)
    Weight, gross: 730 kg (1,611 lbs.)
    Top speed: 313 km/h (195 mph)
    Engine: Warner 185, 200 hp

    Materials:
    Fuselage: steel tube with fabric cover

    Physical Description:
    High-wing, 2-seat, 1940's monoplane. Warner Super Scarab 185, 200hp engine. Red with white trim. Clipped wings

    Long Description:
    Woody Edmondson, airshow pilot and aerobatic champion, thrilled airshow crowds with his Monocoupe 110 Special Little Butch throughout the late 1940s. The Monocoupe 110 Special was a special design built for racing and aerobatics from the basic Monocoupe of the 20s and 30s, the airborne sport coupe of the era.

    The original Monocoupe design came from Luscombe's desire to build an enclosed two-place aircraft for business or person use, something lighter and more comfortable than open-cockpit biplanes. Luscombe was somewhat influenced by the Belgian Delmonty-Poncelet Limousine, a high-wing monoplane with a side-by-side enclosed cabin and the reverse curve rear fuselage lines that were to become one of the signature identifier features of the Monocoupes. Luscombe founded Central States Aero Company and hired Clayton Folkerts, a young self-taught designer. In 1928, the Mono 22 was the first light aircraft awarded an Aircraft Type Certificate (number 22) and in 1930 it was fitted with a Velie M-5 engine to become the Model 70. Central States Aero Company became Mono Aircraft, Inc., of Moline, Illinois, a subsidiary of the Velie Motors Company, and the Model 113 and the Model 90 followed.

    The Model 110 was basically a Model 90 with a 110 hp Warner Scarab radial engine. The Model 110 Special, a clipped-wing version of the 110, grew out of racing pilot Johnny Livingston's desire to have a faster aircraft for the National Air Races. In 1931 his 110 was streamlined with fairings and wheel pants, and in 1932 Livingston asked Monocoupe to shorten the wingspan from the standard 32 feet to 20 feet, reduce the size and shape of the tail, and install a larger 145 hp Warner Scarab engine. The factory shortened the wingspan to just over 23 feet, retaining sufficient wing area to sustain safe flight during high-speed pylon turns. The changes improved the speed from 150 mph to 220 mph. Over several years, a total of ten Specials emerged, seven were built or modified by the factory, and three were modified by homebuilders.

    The Monocoupe 110 Special Little Butch, N36Y, was built at the factory in Melbourne, Florida, and test flown on February 3, 1941, by then-Monocoupe president Clare Bunch (Don Luscombe had left the company in 1933). The original base color of the airplane was Monocoupe Blue with an ivory trim. W. J. Coddington bought the aircraft on March 5, 1941, but severely damaged the airplane in a landing accident and returned it to the factory for repairs and resale. Guy Gully of Farrell, Pennsylvania, bought the aircraft on November 16, 1941, but had an accident and sold it to J. D. Reed of Houston, Texas, on August 3, 1943. Reed sold it on March 16, 1944 to W.W. "Woody" Edmondson of Lynchburg, Virginia, who named it Little Butch because of its bulldog-like appearance. Edmondson initially used the airplane for transportation between airports in Virginia and North Carolina where he operated government-sponsored pilot flight training programs during the war. In 1946 he re-entered the airshow circuit and installed a Warner 185 hp Super Scarab. This engine had a pressure carburetor for inverted flying and had a Koppers Aeromatic controllable pitch propeller. He often flew two or three air shows a day all scheduled close to Lynchburg so that he could fly, in his business suit, from one to another.

    One day Edmondson severely tested the structural integrity of the airplane by making a high-speed inverted pass and pulling up into a series of vertical rolls. This maneuver always subjected the aircraft to severe negative "g" loading conditions for which the airplane was not originally designed. It went into a series of uncontrollable snap rolls and ended up inverted at about 2,000 feet. Edmondson recovered control but then noticed that the right wing struts had an elbow bend of several inches in them. He reinforced the struts by nesting the next size struts within the existing size streamlined tubing.

    In 1946 and 1947 at the Miami Air Manuevers, Edmondson placed second in the aerobatics competition to Bevo Howard in his Bucker Jungmeister, which is also in the NASM collection, but he won in 1948 when the first International Aerobatics Championships were held. Sponsored by Gulf Oil Corporation, he continued to use N36Y on the air-show circuit throughout the east and midwest until 1951. Edmondson sold the airplane to Johnny Foyle, an air show pilot of South Boston, Virginia, on August 22, 1960, who twice flipped the airplane over on landings. Foyle was killed in another airplane accident and John McCulloch, an Eastern Airlines captain from Naples, Florida, bought N36Y on June 18, 1965. McCulloch shipped it to Florida to be rebuilt by Monocoupe specialist C.V. Stewart and then test-flew the rebuilt airplane on March 8, 1966.

    McCulloch flew Little Butch throughout the late 1960s and early 1970s from his home in Virginia to airshows all across the eastern half of the U.S, and he frequently flew at the Flying Circus summer air shows in Bealeton, Virginia. McCulloch claims that he is the only owner who never put the airplane on its back. Wishing to preserve this historic and rare airplane, he asked Ken Hyde of Warrenton, Virginia, to restore the aircraft to Edmondson's red and white paint scheme. The airplane flew again in October 1974 and it was then lent to the Shannon Air Museum in Fredericksburg, Virginia. McCulloch donated Little Butch to NASM on December 29, 1981.

    • • •

    Quoting from Wikipedia | Monocoupe 110 Special

    The Monocoupe 110 Special was a United States sporting and racing aircraft of the 1930s and 1940s.

    The Monocoupe 110 was developed from the Monocoupe 90 using the higher-powered 110 h.p. Warner Scarab radial engine housed in a cowling with bulges to accommodate the larger power unit.

    The Monocoupe 110 Special variant of 1931 was built to meet the needs of racing pilots. The wingspan was shortened from the standard 32 ft to 23 ft, a 125 h.p. Warner Scarab was installed and fairings and wheel spats added. Maximum speed increased from 150 mph to 220 mph. Seven of the Specials were built by Monocoupe and three further aircraft were modified to a similar standard by homebuilders.

    The last Model 110 Special to be completed in 1941 was N36Y "Little Butch", which re-entered the airshow circuit in 1946, powered by a 185 h.p. Warner Super Scarab engine. The aircraft flew displays until 1981 and was then donated to the National Air and Space Museum in Washington DC.
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    Details, quoting from Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France

    The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for over 25 years. Designed and built by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a stunning technological achievement that could not overcome serious economic problems.

    In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations around the globe. Carrying up to 100 passengers in great comfort, the Concorde catered to first class passengers for whom speed was critical. It could cross the Atlantic in fewer than four hours - half the time of a conventional jet airliner. However its high operating costs resulted in very high fares that limited the number of passengers who could afford to fly it. These problems and a shrinking market eventually forced the reduction of service until all Concordes were retired in 2003.

    In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft's retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its last flight. This aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.

    Gift of Air France.

    Country of Origin
    United Kingdom and France

    Date
    1969

    Manufacturer:
    Societe Nationale Industrielle Aerospatiale
    British Aircraft Corporation

    Dimensions:
    Wingspan: 25.56 m (83 ft 10 in)
    Length: 61.66 m (202 ft 3 in)
    Height: 11.3 m (37 ft 1 in)
    Weight, empty: 79,265 kg (174,750 lb)
    Weight, gross: 181,435 kg (400,000 lb)
    Top speed: 2,179 km/h (1350 mph)
    Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each
    Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom

    Physical Description:
    Aircaft Serial Number: 205. Including four (4) engines, bearing respectively the serial number: CBE066, CBE062, CBE086 and CBE085.
    Also included, aircraft plaque: "AIR FRANCE Lorsque viendra le jour d'exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l'Air et de l'Espace de Washington, un appariel portant le couleurs d'Air France."

    Long Description:
    It began with a dream - a dream of a new age in air travel where the boundaries of time and distance were to have been shattered forever. The dream of supersonic passenger air travel was first conceived in the 1950s was developed in the 1960s and came to fruition in the mid 1970s. For 27 years, the graceful Anglo-French Concorde carried world travelers across the Atlantic Ocean in great comfort at twice the speed of sound. While the dream was real, it was so only for the world's privileged elites. It was not a machine for the average citizen. High development costs and high operating costs prevented the Concorde from achieving the dream of practical supersonic flight for the public. But for a while, the Concorde looked promising - it looked like the future.

    In the 1950s air travel was revolutionized with the advent of jet propulsion. First the de Havilland Comet and later, the Boeing 707, greatly increased the speed of travel from 350 to over 600 mile per hour. Airlines and customers flocked to the new jet airliners as travel times were cut dramatically and the seat-mile costs to the airlines dropped. The conclusion drawn by engineers, managers, and politicians seemed clear: the faster the better.

    In Europe, enterprising designers in Great Britain and France were independently outlining their plans for a supersonic transport (SST). In November 1962, in a move reminiscent of the Entente Cordiale of 1904, the two nations agreed to pool their resources and share the risks in building this new aircraft. They also hoped to highlight Europe's growing economic unity as well as its aerospace expertise in a dramatic and risky bid to supplant the United States as the leader in commercial aviation. The aircraft's name reflected the shared hopes of each nation for success through cooperation - Concorde.

    Quickly the designers at the British Aircraft Corporation and Sud Aviation, later reorganized as Aerospatiale, settled on a slim, graceful form featuring an ogival delta wing that possessed excellent low speed and high speed handling characteristics. Power was to be provided by four massive Olympus turbojet engines built by Rolls-Royce and SNECMA. Realizing that this first generation SST would cater to the wealthier passenger, Concorde's designers created an aircraft that carried only 100 seats in tight four-across rows. They assumed that first class passengers would flock to the Concorde to save valuable time while economy class passengers would remain in larger, but slower subsonic airliners.

    Despite mounting costs that constantly threatened the program, construction continued with exactly 50 percent of each aircraft built in each country. The first Concorde was ready for flight in 1969. With famed French test pilot Andre Turcot at the controls, Concorde 001, which was assembled at Toulouse, took to the air on March 2, 1969. Although the Soviets had flown their version of the SST first, the Tupolev Tu-144 had been rushed into production and suffered from technological problems that could never be solved. Following the successful first flight a total of four prototype and preproduction Concordes were built and thoroughly tested and by 1976, the first of 16 production Concordes were ready for service. Twenty were built in all.

    But all was not rosy. During this time America sought to produce its own bigger and faster SST. After a contentious political debate, the federal government refused to back the project in 1971 citing environmental problems, particularly noise, the sonic boom, and engine emissions that were thought to harm the upper atmosphere. Anti SST political activity in the United States delayed the granting of landing rights, particularly into New York City, causing further delays.

    More ominously for Concorde, no airlines placed orders for this advanced SST. Despite initial enthusiasm, the airlines dropped their purchase options once they calculated the operating costs of the Concorde. Consequently only Air France and British Airways - the national airlines of their respective countries - flew the 16 production aircraft and only after purchasing them from their governments at virtually no cost.

    Nevertheless, in January 1976, Concorde service began and, by November, these graceful SSTs were flying to the United States. A technological masterpiece, each Concorde smoothly transitioned to supersonic flight with no discernable disturbance to the passenger. In service, the Concorde would cruise at twice the speed of sound between 55,000 and 60,000 feet - so high that passengers could actually see the curvature of the Earth. The Concorde was so fast that, despite the outside temperature of less than -56 degrees Celsius, the aircraft's aluminum skin would heat up to over 120 degrees Celsius while the Concorde actually expanded 8 inches in length with the interior of the window gradually growing quite warm to the touch. And all the while each passenger was carefully attended to while enjoying a magnificent meal and superb service. Transatlantic flight time was cut in half with the average flight taking less than four hours.

    For the next 27 years supersonic travel was the norm for the world's business and entertainment elite. But eventually the harsh reality of the economic marketplace forced Air France and British Airways to cut back their already limited service. Routes from London and Paris to Washington, Rio de Janeiro, Caracas, Miami, Singapore, and other locations were cut leaving only the transatlantic service to New York. And even on most of these flights, the Concorde flew half full with many of the passenger flying as guests of the airlines or as upgrades. With the average round trip ticket costing more than $12,000, few could afford to fly this magnificent aircraft. Operating costs escalated as parts became more difficult to acquire and, with an average of one ton of fuel consumed per seat, the already small market for the Concorde gradually grew smaller.

    Despite the excellence of the Concorde's design, its operators realized that its days were numbered because of its high costs. In 1989, in commemoration of the 200th anniversary of the French Revolution and the 200th anniversary of the ratification of the Constitution of the United States, the French government sent a copy of the Declaration of the Rights of Man to the U.S. Appropriately, this famous document was delivered on the Concorde and with it a promise from Air France to give one of these aircraft to the people of the United States through its eventual inclusion into the collection of the Smithsonian Institution's National Air and Space Museum.

    Fourteen years later that promised was fulfilled. In April of 2003 Air France president Jean Cyril Spinetta informed the Museum in April that Concorde service would end on May 31st following the decision by the aircraft's manufacturer to stop supporting the fleet. As planned, on June 12 Air France delivered its most treasured Concorde, F-BVFA, to Washington Dulles International Airport on its last supersonic flight for the airline. This aircraft was the first production Concorde delivered to Air France, the first Concorde to open service between Paris and New York, Washington, and Rio de Janeiro and had amassed 17,824 hours in the air. Onboard were 60 passengers including Gilles de Robien, the French Minister for Capital Works, Transport, Housing, Tourism, and Marine Affairs, Mr. Spinetta, and several past Air France presidents as well as former Concorde pilots and crew members. In a dignified yet bittersweet ceremony Mr. Spinetta signed over Concorde "Fox Alpha" to the Museum for permanent safekeeping.

    The Concorde is now prominently displayed at the Museum's Steven F. Udvar-Hazy Center.

    • • •

    Quoting from Wikipedia | Concorde:

    The Aérospatiale-BAC Concorde was a turbojet-powered supersonic passenger airliner, a supersonic transport (SST). It was a product of an Anglo-French government treaty, combining the manufacturing efforts of Aérospatiale and the British Aircraft Corporation. First flown in 1969, Concorde entered service in 1976 and continued commercial flights for 27 years.

    Among other destinations, Concorde flew regular transatlantic flights from London Heathrow (British Airways) and Paris-Charles de Gaulle Airport (Air France) to New York JFK, profitably flying these routes at record speeds, in less than half the time of other airliners.

    With only 20 aircraft built, their development represented a substantial economic loss, in addition to which Air France and British Airways were subsidised by their governments to buy them. As a result of the type’s only crash on 25 July 2000 and other factors, its retirement flight was on 26 November 2003.

    Concorde's name reflects the development agreement between the United Kingdom and France. In the UK, any or all of the type—unusual for an aircraft—are known simply as "Concorde". The aircraft is regarded by many as an aviation icon.[4]
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    Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Boeing 367-80 Jet Transport:

    On July 15, 1954, a graceful, swept-winged aircraft, bedecked in brown and yellow paint and powered by four revolutionary new engines first took to the sky above Seattle. Built by the Boeing Aircraft Company, the 367-80, better known as the Dash 80, would come to revolutionize commercial air transportation when its developed version entered service as the famous Boeing 707, America's first jet airliner.

    In the early 1950s, Boeing had begun to study the possibility of creating a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers entering service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested $16 million of its own capital to build a prototype jet transport in a daring gamble that the airlines and the Air Force would buy it once the aircraft had flown and proven itself. As Boeing had done with the B-17, it risked the company on one roll of the dice and won.

    Boeing engineers had initially based the jet transport on studies of improved designs of the Model 367, better known to the public as the C-97 piston-engined transport and aerial tanker. By the time Boeing progressed to the 80th iteration, the design bore no resemblance to the C-97 but, for security reasons, Boeing decided to let the jet project be known as the 367-80.

    Work proceeded quickly after the formal start of the project on May 20, 1952. The 367-80 mated a large cabin based on the dimensions of the C-97 with the 35-degree swept-wing design based on the wings of the B-47 and B-52 but considerably stiffer and incorporating a pronounced dihedral. The wings were mounted low on the fuselage and incorporated high-speed and low-speed ailerons as well as a sophisticated flap and spoiler system. Four Pratt & Whitney JT3 turbojet engines, each producing 10,000 pounds of thrust, were mounted on struts beneath the wings.

    Upon the Dash 80's first flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Company) Boeing clearly had a winner. Flying 100 miles per hour faster than the de Havilland Comet and significantly larger, the new Boeing had a maximum range of more than 3,500 miles. As hoped, the Air Force bought 29 examples of the design as a tanker/transport after they convinced Boeing to widen the design by 12 inches. Satisfied, the Air Force designated it the KC-135A. A total of 732 KC-135s were built.

    Quickly Boeing turned its attention to selling the airline industry on this new jet transport. Clearly the industry was impressed with the capabilities of the prototype 707 but never more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. During the festivities surrounding this event, Boeing had gathered many airline representatives to enjoy the competition and witness a fly past of the new Dash 80. To the audience's intense delight and Boeing's profound shock, test pilot Alvin "Tex" Johnston barrel-rolled the Dash 80 over the lake in full view of thousands of astonished spectators. Johnston vividly displayed the superior strength and performance of this new jet, readily convincing the airline industry to buy this new airliner.

    In searching for a market, Boeing found a ready customer in Pan American Airway's president Juan Trippe. Trippe had been spending much of his time searching for a suitable jet airliner to enable his pioneering company to maintain its leadership in international air travel. Working with Boeing, Trippe overcame Boeing's resistance to widening the Dash-80 design, now known as the 707, to seat six passengers in each seat row rather than five. Trippe did so by placing an order with Boeing for 20 707s but also ordering 25 of Douglas's competing DC-8, which had yet to fly but could accommodate six-abreast seating. At Pan Am's insistence, the 707 was made four inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage developed for the 707 became the standard design for all of Boeing's subsequent narrow-body airliners.

    Although the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-8 were bigger, faster, had greater range, and were more profitable to fly. In October 1958 Pan American ushered the jet age into the United States when it opened international service with the Boeing 707 in October 1958. National Airlines inaugurated domestic jet service two months later using a 707-120 borrowed from Pan Am. American Airlines flew the first domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the first regularly-scheduled transcontinental jet service in 1959. Subsequent nonstop flights between New York and San Francisco took only 5 hours - 3 hours less than by the piston-engine DC-7. The one-way fare, including a $10 surcharge for jet service, was $115.50, or $231 round trip. The flight was almost 40 percent faster and almost 25 percent cheaper than flying by piston-engine airliners. The consequent surge of traffic demand was substantial.

    The 707 was originally designed for transcontinental or one-stop transatlantic range. But modified with extra fuel tanks and more efficient turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with full payload under any conditions. Boeing built 855 707s, of which 725 were bought by airlines worldwide.

    Having launched the Boeing Company into the commercial jet age, the Dash 80 soldiered on as a highly successful experimental aircraft. Until its retirement in 1972, the Dash 80 tested numerous advanced systems, many of which were incorporated into later generations of jet transports. At one point, the Dash 80 carried three different engine types in its four nacelles. Serving as a test bed for the new 727, the Dash 80 was briefly equipped with a fifth engine mounted on the rear fuselage. Engineers also modified the wing in planform and contour to study the effects of different airfoil shapes. Numerous flap configurations were also fitted including a highly sophisticated system of "blown" flaps which redirected engine exhaust over the flaps to increase lift at low speeds. Fin height and horizontal stabilizer width was later increased and at one point, a special multiple wheel low pressure landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.

    After a long and distinguished career, the Boeing 367-80 was finally retired and donated to the Smithsonian in 1972. At present, the aircraft is installated at the National Air and Space Museum's new facility at Washington Dulles International Airport.

    Gift of the Boeing Company

    Manufacturer:
    Boeing Aircraft Co.

    Date:
    1954

    Country of Origin:
    United States of America

    Dimensions:
    Height 19' 2": Length 73' 10": Wing Span 129' 8": Weight 33,279 lbs.

    Physical Description:
    Prototype Boeing 707; yellow and brown.

Steven F. Udvar-Hazy Center: De Havilland Canada DHC-1A Chipmunk Pennzoil Special

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See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | De Havilland-Canada DHC-1A Chipmunk, Pennzoil Special

De Havilland originally designed the Chipmunk after World War II as a primary trainer to replace the venerable Tiger Moth. Among the tens of thousands of pilots who trained in or flew the Chipmunk for pleasure was veteran aerobatic and movie pilot Art Scholl. He flew his Pennzoil Special at air shows throughout the 1970s and early '80s, thrilling audiences with his skill and showmanship and proving that the design was a top-notch aerobatic aircraft.

Art Scholl purchased the DHC-1A in 1968. He modified it to a single-seat airplane with a shorter wingspan and larger vertical fin and rudder, and made other changes to improve its performance. Scholl was a three-time member of the U.S. Aerobatic Team, an air racer, and a movie and television stunt pilot. At air shows, he often flew with his dog Aileron on his shoulder or taxied with him standing on the wing.

Gift of the Estate of Arthur E. Scholl

Manufacturer:
De Havilland Canada Ltd.

Pilot:
Art Scholl

Date:
1946

Country of Origin:
United States of America

Dimensions:
Wingspan: 9.4 m (31 ft)
Length: 7.9 m (26 ft)
Height: 2.1 m (7 ft 1 in)
Weight, empty: 717 kg (1,583 lb)
Weight, gross: 906 kg (2,000 lb)
Top speed: 265 km/h (165 mph)
Engine: Lycoming GO-435, 260 hp

Materials:
Overall: Aluminum Monocoque

Physical Description:
Single-engine monoplane. Lycoming GO-435, 260 hp engine.

Long Description:
The de Havilland Chipmunk was originally designed as a post World War II primary trainer, a replacement for the venerable de Havilland Tiger Moth training biplane used by the air forces of the British Commonwealth throughout World War II. Among the tens of thousands of pilots who trained in or flew the Chipmunk for pleasure was veteran aerobatic and movie pilot Art Scholl. He flew his Pennzoil Special at airshows around the country throughout the 1970s and early 1980s, thrilling audiences with skill and showmanship, and proving that the design itself was a top-notch aerobatic aircraft.

The Chipmunk was designed, initially built and flown by de Havilland Canada subsidiary, hence the very Canadian "woods country" sounding name of Chipmunk that complemented their other aircraft the Beaver, Otter, and Caribou. The prototype first flew on May 22, 1946 in Toronto. DeHavilland of Canada produced 158 Chipmunks and de Havilland in England produced 740 airplanes for training at various Royal Air Force and University Air Squadrons during the late 1940s and into the 1950s. In 1952, His Royal Highness the Duke of Edinburgh took his initial flight training in a Chipmunk. It was also used in other roles, such as light communications flights in Germany and for internal security duties on the island of Cyprus.

The Chipmunk was an all-metal, low wing, tandem two-place, single engine airplane with a conventional tail wheel landing gear. It had fabric-covered control surfaces and a clear plastic canopy covering the pilot and passenger/student positions. The production versions of the airplane were powered by a 145 hp in-line de Havilland Gipsy Major "8" engine.

Art Scholl purchased two Canadian-built Chipmunks from the surplus market after they became available in the late 1950s and early 1960s. He purchased the two-place DHC-1A, N114V, first and it now resides in the Experimental Aircraft Association's museum in Oshkosh, Wisconsin. In 1968, Scholl bought another DHC-1A and began extensive modifications that resulted in almost a completely new aircraft. He covered over one cockpit to reconfigure the aircraft into a single-place aircraft and installed a (fuel injected) 260 hp Lycoming GO-435 flat-opposed 6-cylinder engine. He removed 20 inches from each wingtip and changed the airfoil section of the tip area. The reduction in span led to the need to lengthen the ailerons inboard to retain control effectiveness. This in turn reduced the flaps to where they became somewhat ineffective, and, since the flaps really were not required for the normal show and aerobatic routines, he removed them as a weight saving measure. These modifications improved the low speed tip stall characteristics and improved roll performance during aerobatic maneuvers.

The vertical fin and rudder acquired a 25% increase in area and an increased rudder throw to manage the effects of increased engine torque and for better directional control during slow-speed aerobatic routines. The standard fixed landing gear was replaced with a retractable gear from a Bellanca airplane. The landing gear was subsequently damaged during a belly landing and resulted in a permanent wheel toe-in that was never repaired. This caused a tire drag during takeoffs and landings that led to the need for tire replacement after about 10 takeoffs and landings. Other idiosyncrasies were the pitot static tube being fashioned from a golf club shaft and a 3-inch extension added to the cockpit control stick to ease the control loads during the more severe aerobatic routines. Scholl also installed rear-view mirrors on both sides of the cowling just forward of the windscreen. He placed an RAF placard on the instrument panel as a memorial to some Vulcan bomber crew members who were his personal friends. He installed three smoke generators with red, white, and blue smoke for his show routines that included the Lomcevak tumbling/tailslide maneuver.

Scholl designed most of these modifications himself, drawing upon his Ph.D. and his 18 years as a university professor in aeronautics. He held all pilot ratings, and was a licensed aircraft and powerplant (A&P) mechanic and an authorized FAA Inspector. He was also a three-time member of the U.S. Aerobatic Team, an air racer (placing several times at the National Air Races at Reno), an airshow pilot, and a fixed base operator with a school of international aerobatics. In 1959, Scholl began working for legendary Hollywood pilots Frank Tallman and Paul Mantz at Tallmantz Aviation and then later formed his own movie production company, producing and performing aerial photography and stunts for many movies and television shows. At airshows, Scholl often flew with his dog Aileron, who rode the wing as Scholl taxied on the runway or sat on his shoulder in the aircraft.

Art Scholl was killed in 1985 while filming in a Pitts Special for the movie Top Gun. Art Scholl's estate donated the Pennzoil Special, N13Y, serial number 23, and his staff delivered it to the Garber Facility in Suitland, Maryland on August 18, 1987. It is currently on display at the Museum's Stephen F. Udvar-Hazy Center at Washington Dulles International Airport in Chantilly, Virginia.

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