C R Smith Museum: April 2016

Thursday, April 28, 2016

The Douglass DC-3 is called a TAIL DRAGGER.. The reason being is that I pulled the aircraft tail first with a tractor.

On the Boeing 727 is seen the Brake Lockout cylinder.

A museum mechanic inspecting the Boeing 727 landing gear.

THE wright had 3 PRT's.( Power Recovery Turbines)

OIL TANK CAP ON THE WRIGHT PATTERSON,3350 engine.

CHRYSTAL WAS ON BOARD THE 707 IN THE PAST.

The Kiwi Bird,was a retired stewardess..

George was one of our great Flight Engineers... A great friend of mine.

OUR 3 flags in front of the FLIGHT ACADEMY.

Replacing lights in the C R SMITH theater.

Chasity's Children at The CR Smith Museum... .Azyus,& Ajayqah, One of our beautiful families,.

Wednesday, April 27, 2016

Foster, sitting in the Flight Engineer's seat on a Boeing 707 just arriving on the inagural flight. LHR to DAL.

Captain Al Brown, G. Hof and Flight Engineer Foster Parcell ..

Jul. 13 -- DALLAS -- The big silver Boeing 757 landing at Dallas Love Field yesterday didn't bring traffic on Lemmon Avenue to a stop, the way a Boeing 707 did 40 years ago. But for Foster Parcell, a retired American Airlines flight engineer who was a crew member on the first commercial jetliner to land at Love Field, yesterday's ceremonial flight re-enactment brought back lots of memories. "Boy it sure does" bring back memories, said Parcell, who also sat in the cockpit yesterday as American's vice president of flight and chief pilot, Cecil Ewell, landed the 757 at Love Field. Unlike that first American 707 flight to Dallas -- a 3-hour affair from New York's Idlewild Airport.

Tuesday, April 26, 2016

Gathering Nectar.

Saturday, April 23, 2016

Sunset in Texas

Friday, April 22, 2016

Pictured is the crew that rendered the DC-3 airworthy.. We did a Flight Engineer Pre Flight !!!!.

The Texas State Flower has good reproduction this year.

The Famous DC-7 flown by American Airlines.

Douglas DC-7

Design and development[edit] In 1945 Pan American World Airways requested a DC-7, a civil version of the Douglas C-74 Globemaster military transport. Pan Am soon canceled their order, and that DC-7 is unrelated to the later airliner. American Airlines revived the designation when they requested an aircraft that could fly the USA coast-to-coast nonstop in about eight hours. (Civil Air Regulations then limited domestic flight crews to 8 hours flight time in any 24-hour period.[1][2]) Douglas was reluctant to build the aircraft until American Airlines president C. R. Smith ordered 25 at a price of $40 million, thus covering Douglas' development costs. The DC-7 wing was based on the DC-4 wing with the same span; the fuselage was 40 inches longer than the DC-6B. The engine was the eighteen-cylinder Wright R-3350 Turbo-Compound.[3] The prototype flew in May 1953 and American received their first DC-7 in November, inaugurating the first nonstop east-coast-to-west-coast service in the country (unrealistically scheduled just under the eight-hour limit for one crew) and forcing rival TWA to offer a similar service with its Super Constellations. Both aircraft frequently experienced inflight engine failures, causing many flights to be diverted. Some blamed this on the need for high power settings to meet the schedules, causing overheating and failure of the engines' power recovery turbines. These recovered power from the exhaust stream and delivered it to the crankshaft; they boosted the R-3350's power by 600 HP.[4] The DC-7 was followed by the DC-7B with slightly more power, and on some DC-7Bs (Pan Am and South African Airways), fuel tanks on top behind the engine nacelles, each carrying 220 US gallons. South African Airways used this variant to fly Johannesburg to London with one stop. Pan Am's DC-7Bs started flying transatlantic in summer 1955, scheduled 1 hr 45 min faster than the Super Stratocruiser from New York to London or Paris.

Yes Go FLY a Kite.

The Douglas DC-6.

The DC-6

Douglas DC-6 - Wikipedia, the free encyclopedia https://en.wikipedia.org/wiki/Douglas_DC-6 Wikipedia Primary users, Pan American World Airways · Northwest Orient Airlines · Capital Airlines · Delta Air Lines. Produced, 1946 - 1958. Number built, 704. Developed from, Douglas DC-4. Developed into, Douglas DC-7. The Douglas DC-6 is a piston-powered airliner and transport aircraft built by the Douglas ... First flight‎: ‎February 15, 1946 Developed into‎: ‎Douglas DC-7 Number built‎: ‎704 Manufacturer‎: ‎Douglas Aircraft Company You've visited this page 4 times. Last visit: 4/22/16

AAL DC-6.... The first aircraft that required a FLIGHT ENGINEER.

The CONVAIR 240...A great pressurized aircraft.

Convair CV-240 family From Wikipedia, the free encyclopedia CV-240 family A restored Convair CV-240 in Western Air Lines livery, at the Planes of Fame Museum in Chino, California, USA Role Airliner Manufacturer Convair First flight March 16, 1947[1] Introduction February 29, 1948 with American Airlines Primary user American Airlines[1] Produced 1947–1954[1] Number built 1,181[1] Variants Convair C-131 Samaritan Canadair CC-109 Cosmopolitan[1] The Convair CV-240 is an American airliner produced by Convair from 1947 to 1954, initially as a possible replacement of the ubiquitous Douglas DC-3. Featuring a more modern design with cabin pressurization, the 240 series was able to make some inroads as a commercial airliner and also had a long development cycle which resulted in various civil and military variants. Although reduced in numbers through attrition, the "Convairliners" in various forms continue to fly into the 21st century.[1] Contents [hide] 1 Design and development 2 Operational history 3 Variants 3.1 Civil variants 3.2 Military variants 4 Operators 4.1 Civil operators 4.1.1 Africa 4.1.2 Asia 4.1.3 Australasia 4.1.4 Europe 4.1.5 United States and Canada 4.1.6 Mexico, the Caribbean, Central and South America 4.2 Military operators 4.3 Other operators 5 Accidents and incidents 6 Specifications (CV-240) 7 See also 8 References 8.1 Notes 8.2 Bibliography 9 External links Design and development[edit] The design began life in a requirement by American Airlines for an airliner to replace its Douglas DC-3s. Convair's original design, the unpressurised Model 110 was a twin-engined low-wing monoplane of all-metal construction, with 30 seats. It was powered by Pratt & Whitney R-2800 Double Wasp radial engines and had a tricycle landing gear and a ventral airstair for passenger boarding.[2] The prototype Model 110, registration NX90653 first flew on July 8, 1946.[2] By this time, American had changed their requirements to require pressurization and deemed the design too small. The first prototype was used by Convair for development work for the 240 series before being broken up in 1947.[3] A 1949-built Convair 240 of Swiss Air Lines at Manchester, England, in March 1950. To meet the requirements of airlines for a pressurized airliner, Convair produced a revised design—the Model 240. This had a longer but thinner fuselage than the Model 110, accommodating 40 passengers in the first pressurized twin-engined airliner.[4] The 240 first flew on March 16, 1947.[5] The Model 240 was followed by the Model 340 that had a longer fuselage, longer-span wings and more powerful engines. The 340 first flew on October 5, 1951.[6] In 1954, in an attempt to compete with turboprop-powered airliners like the Vickers Viscount, Convair produced the Model 440 Metropolitan, with more streamlined cowlings, new engine exhausts and better soundproofing for the cabin.[7] As the "Super 240" evolved into the CV-340 and CV-440, the limit of piston-engine performance was reached, and future development centered on conversion to turboprop power.[1] Operational history[edit] The first delivery of a production Convairliner was to American on February 29, 1948.[5] A total of 75 were delivered to American, with another 50 going to Western Airlines,

The Convair 240 was to replace the Douglas DC-3 ,Of course this was to be quiet a feat...But she did just that.. A great 40 passenger aircraft.

So now it is CAVU.

Wednesday, April 20, 2016

Smoke at take off proved the plane was a " water wagon". Water injection for Take OFF.

Water Wagons 707,s.

WHEN MEN WERE MEN AND 707's ROAMED THE EARTH In the Age of the 'water wagon' 707's... That smoke is from the 1,700 pounds of water injection the J-57s and freighter JT-3's used for take off. (Go to the overrun and suck the gear up). Those were the good ole days! Pilots all knew who Jimmy Doolittle was. Pilots drank coffee, whiskey, smoked cigars and didn't wear digital watches. They carried their own suitcases and brain bags, like the real men they were. Pilots did not go through the terminal impersonating a caddy pulling a bunch of golf clubs, computers, guitars, and feed bags full of tofu and granola on a sissy-trailer. Wearing no hat and having granny glasses hanging on a pink string around their pencil necks, while talking to their personal trainer on the cell phone!!! Being a Pan Am Captain was as good as being the King in a Mel Brooks movie. In my youth, all the Stewardesses (aka. Flight Attendants) were young, attractive, single women that were proud to be combatants in the sexual revolution. They didn't have to turn sideways, grease up and suck it in to get through the cockpit door. They would blush, and say thank you, when told that they looked good, instead of filing a sexual harassment claim. The Junior Stewardesses usually shared a room and talked about men.... with no thoughts of substitution. Passengers wore nice clothes and were polite; they could speak, read AND understand English. They didn't speak gibberish or listen to loud gangsta rap on their IPods. They bathed, and didn't smell like a rotting pile of garbage - in a jogging suit and flip-flops. Children did not travel alone, commuting between trailer parks. There were no 'Biggest Losers' asking for a seatbelt extension or a Scotch and grapefruit juice cocktail with a twist. If the Captain wanted to throw some offensive, ranting jerk off the airplane, it was done without any worries of a lawsuit or getting fired. Axial flow engines crackled with the sound of freedom and left an impressive black smoke trail like a locomotive burning soft coal. Jet fuel was cheap and once the throttles were pushed forward, they were often left there. After all, it was the jet age and the idea was to go fast (run like a lizard on a hardwood floor). Except while flying over the deep oceans, "economy cruise" was something in the performance book, but no one knew why or where it was. When the clacker went off (overspeed warning), no one got all tight and scared, because Boeing built their machines out of iron. Nothing was going to fall off and that barber pole clacker sound had the same effect on real pilots then, as Viagra does now for these new age guys. There was very little plastic and no composites on the airplanes (or in the Stewardesses' pectoral regions). Airplanes and women had eye-pleasing symmetrical curves, not a bunch of ugly vortex generators, ventral fins, winglets, flow diverters, tattoos, rings in their nose, tongues and eyebrows. Airlines were run by men like C.R. Smith, Juan Trippe, Harding Lawrence and Bob Six, who had built their companies virtually from scratch, knew most of their employees by name, and were lifetime airline employees themselves. not pseudo financiers and bean counters who flit from one occupation to another for a few bucks, a better parachute, or a fancier title, while fervently believing that they are a class of beings unto themselves. And so it was back in the 60's when I was a young would be airline pilot... and like my youth, it never will be again! -- Damn! Flying is the second greatest thrill known to man. And what is first, you ask? Landing, of course!