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Steven F. Udvar-Hazy Center: South hangar panorama, including stunt planes hanging over the Concorde, among others
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Monocoupe 110 Special:
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
• • • • •
Quoting 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.
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."
• • • • •
Quoting Smithsonian National Air and Space Museum | 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 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 surcharge for jet service, was 5.50, or 1 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.
A Civic Heart
Image by Alan Stanton
13 April 2013. Since Autumn 2012 this notice has been on the railings near Holy Trinity Church, Tottenham Green. It was part of the consultation with residents and businesses about changes being made to Tottenham Green and adjacent spaces.
§ Click to download Haringey's Tottenham Green consultation leaflet. (Or scroll down this page for screenshots of it.)
§ More information about the plans from Haringey's website.
§ 9 July 2012 Tottenham Green community engagement presentation and report (PDF format 9MB).
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Why am I not yet cheering?
Over the years I've taken dozens of photos in and around Tottenham Green. The two parts of the Green - on the west and eastern side of the High Road - are emerald 'gems' in the middle of Tottenham. Around it are some attractive buildings. It's an area we should cherish and can be proud of.
So why aren't I cheering when a colourful signboard announces: "Regenerating the High Road; Creating a 'civic heart' at Tottenham Green"?
For one thing, the sign is full of fluffy upbeat phrases which could mean anything and nothing. The works on Tottenham Green will: ”act as a catalyst for change in the immediate area”. They will: “create a much better focus to the area”. Those current buzzwords sustainable and legacy are sprinkled over this fluff and guff.
We’re told: “the surrounding institutions [will be] more visible from the Green”. Has anyone really had a problem spotting them?
After the changes, “the Green will become an area that supports and promotes performance, events, commerce and a café culture”.
This is one of the most worrying aims. Because the largest, western part of Tottenham Green is an open space with grass and trees. Sometimes it is beautiful. The Green is not a performance space; nor an open-air gallery. Nor is it a market; nor a shop; nor a café.
In fact some of the buildings nearby are supposed to be carrying out these functions. And if they are not currently doing these successfully then someone with control over public money needs to ask some hard questions about the millions poured into them.
Haringey's lack of care and maintenance
Another set of hard questions need putting to Haringey Council. Because in recent years the Green has been poorly maintained. Which is a more immediate practical reason for my scepticism about the current regeneration plans.
Too often in recent years, problems on and near the Green have been either ignored or overlooked. Which means that however well-designed and elegant the new landscaping, lighting, play space and paths, the glitz will vanish unless we also see significant improvement in monitoring, reporting and maintenance.
Here are some examples.
In summer 2009, it seems Haringey staff hadn't noticed people sleeping rough on the western side of Tottenham Green. Some of them appeared to use the electricity substation building as a latrine. This usage wasn't hidden away. Unless you think that turds and toilet paper on a public green are politely discreet.
In March 2011, Cllr Bernice Vanier and I had to report dumped litter and rubbish, commercial wastebins and traffic barriers routinely left on the Green for many weeks.
Until I sent in a councillor's report it seems that nothing was done about some redundant signs outside the former Town Hall. Nor to repair broken street lights nearby.
More recently, umpteen meetings with important "partners" about Tottenham Green, leading to reports and grand plans, didn't result in even temporary replanting of grass areas trampled to mud patches.
What the meetings with 'important' people did appear to agree was that large sums of public money from the Mayor of London will be spent on creating a "Civic Heart" - whatever that means. The figure given is £1.2 million. (This compares with the previous makeover of Tottenham Green a few years earlier. That cost around £100k and involved new paving and new English Heritage approved lights. Although the new scheme also includes work on the eastern side of the High Road; and installing a play area. It will also pour even more public money to subsidise the endlessly loss-making Bernie Grant Arts Centre.
I haven't yet mentioned the aim to make Tottenham Green into a Cultural Quarter with a café culture - and other nonsense on stilts fashionable concepts for mopping-up wisely investing scarce public money. Though anyone serious about establishing pavement tables in a part of Tottenham might be curious to talk to the Latin American traders at Wards Corner.
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"Since the introduction of the Licensing Act there has been growing concern that the original vision of a vibrant “café culture” has failed to materialise. Rebalancing the Licensing Act. para 1.02. Home Office Consultation 28 July 2010.
§ "Why, if virtually every local authority in the land says they want to adopt a ‘café culture’ approach to their high streets, do they make it so difficult for café operators to trade that way?" Caffe Culture website.
§ "The rise of café culture across the UK has been exceptional in recent years. Café Culture Magazine.
§ King's Lynn Tuesday Market Place gets ‘café culture’ look. Lynn News 23 April 2013
§ Café culture comes to London Guy Stagg, Daily Telegraph 24 Jan 2012.
§ “A city sidewalk by itself is nothing. It is an abstraction. It means something only in conjunction with the buildings and other uses that border it, or border other sidewalks very near it. The same might be said of streets, in the sense that they serve other purposes besides carrying wheeled traffic in their middles. Streets and their sidewalks, the main public places of a city, are its most vital organs.” - Jane Jacobs. Death and Life of Great American Cities. Chapter 2 The uses of sidewalks: safety.
§ Zane Selvans blog posted 19 October 2012. Making Boulder into one of Jan Gehl's Cities for People. -§- Link not working? Please let me know either by adding a comment below or by email alan.stanton[at]virgin.net.
