Some cool aluminum prototype machining photos:
Steven F. Udvar-Hazy Center: Boeing 367-80 (prototype 707, initial jet airliner), and De Havilland Canada DHC-1A Chipmunk Pennzoil Special
De Havilland originally made the Chipmunk soon after Planet War II as a primary trainer to replace the venerable Tiger Moth. Amongst 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 Particular at air shows all through the 1970s and early ’80s, thrilling audiences with his ability and showmanship and proving that the design was a best-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 produced other alterations to improve its functionality. Scholl was a three-time member of the U.S. Aerobatic Group, an air racer, and a film and television stunt pilot. At air shows, he usually flew with his dog Aileron on his shoulder or taxied with him standing on the wing.
Present of the Estate of Arthur E. Scholl
De Havilland Canada Ltd.
Country of Origin:
United States of America
Wingspan: 9.four 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 (two,000 lb)
Leading speed: 265 km/h (165 mph)
Engine: Lycoming GO-435, 260 hp
All round: Aluminum Monocoque Physical Description:Single-engine monoplane. Lycoming GO-435, 260 hp engine.
• • • • •
On July 15, 1954, a graceful, swept-winged aircraft, bedecked in brown and yellow paint and powered by four revolutionary new engines initial took to the sky above Seattle. Constructed by the Boeing Aircraft Company, the 367-80, much better recognized as the Dash 80, would come to revolutionize industrial air transportation when its created version entered service as the renowned Boeing 707, America’s first jet airliner.
In the early 1950s, Boeing had begun to study the possibility of producing a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers getting into service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested million of its own capital to create a prototype jet transport in a daring gamble that the airlines and the Air Force would acquire it after the aircraft had flown and proven itself. As Boeing had carried out with the B-17, it risked the company on a single roll of the dice and won.
Boeing engineers had initially primarily based the jet transport on studies of improved styles of the Model 367, greater recognized to the public as the C-97 piston-engined transport and aerial tanker. By the time Boeing progressed to the 80th iteration, the style bore no resemblance to the C-97 but, for security reasons, Boeing decided to let the jet project be recognized as the 367-80.
Work proceeded rapidly soon after the formal commence of the project on Might 20, 1952. The 367-80 mated a big cabin primarily based on the dimensions of the C-97 with the 35-degree swept-wing design primarily based on the wings of the B-47 and B-52 but significantly stiffer and incorporating a pronounced dihedral. The wings have been mounted low on the fuselage and incorporated high-speed and low-speed ailerons as effectively as a sophisticated flap and spoiler program. Four Pratt & Whitney JT3 turbojet engines, every single generating ten,000 pounds of thrust, were mounted on struts beneath the wings.
Upon the Dash 80’s 1st flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Organization) Boeing clearly had a winner. Flying one hundred miles per hour faster than the de Havilland Comet and significantly larger, the new Boeing had a maximum range of much more than three,500 miles. As hoped, the Air Force bought 29 examples of the design and style as a tanker/transport soon after they convinced Boeing to widen the style by 12 inches. Satisfied, the Air Force designated it the KC-135A. A total of 732 KC-135s have been constructed.
Swiftly Boeing turned its interest to selling the airline market on this new jet transport. Clearly the market was impressed with the capabilities of the prototype 707 but by no means far more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. Throughout the festivities surrounding this occasion, Boeing had gathered a lot of airline representatives to appreciate the competitors 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 more than 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 sector to acquire this new airliner.
In looking for a industry, Boeing discovered a ready consumer in Pan American Airway’s president Juan Trippe. Trippe had been spending a lot of his time looking for a suitable jet airliner to allow his pioneering business to preserve its leadership in international air travel. Working with Boeing, Trippe overcame Boeing’s resistance to widening the Dash-80 style, now recognized as the 707, to seat six passengers in every single seat row rather than 5. Trippe did so by placing an order with Boeing for 20 707s but also ordering 25 of Douglas’s competing DC-8, which had however to fly but could accommodate six-abreast seating. At Pan Am’s insistence, the 707 was made 4 inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage developed for the 707 became the normal design for all of Boeing’s subsequent narrow-physique airliners.
Even though the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-eight had been larger, more rapidly, had greater range, and were a lot more lucrative 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 very first domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the 1st routinely-scheduled transcontinental jet service in 1959. Subsequent nonstop flights between New York and San Francisco took only five hours – three hours significantly less than by the piston-engine DC-7. The 1-way fare, which includes a surcharge for jet service, was five.50, or 1 round trip. The flight was practically 40 percent more rapidly and almost 25 % less costly than flying by piston-engine airliners. The consequent surge of traffic demand was substantial.
The 707 was initially made for transcontinental or one-cease transatlantic variety. But modified with added fuel tanks and a lot more effective turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with complete payload below any circumstances. Boeing constructed 855 707s, of which 725 were purchased by airlines worldwide.
Possessing launched the Boeing Firm into the commercial jet age, the Dash 80 soldiered on as a highly profitable experimental aircraft. Till its retirement in 1972, the Dash 80 tested numerous advanced systems, a lot of of which were incorporated into later generations of jet transports. At 1 point, the Dash 80 carried 3 different engine sorts in its 4 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 diverse airfoil shapes. Several flap configurations had been also fitted which includes a highly sophisticated method of "blown" flaps which redirected engine exhaust more than the flaps to improve lift at low speeds. Fin height and horizontal stabilizer width was later improved and at 1 point, a particular a number of wheel low pressure landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.
Right after a long and distinguished profession, 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.
Present of the Boeing Firm
Boeing Aircraft Co.
Country of Origin:
United States of America
Height 19′ 2": Length 73′ 10": Wing Span 129′ eight": Weight 33,279 lbs.
Prototype Boeing 707 yellow and brown.
(Post from rapid prototyping companies in china blog)