Aircraft Propeller Quotes

But more often than not the missing face has been sucked into the engines of the Nazi death machine, like an unlucky lapwing hitting the propeller of a Lancaster bomber-nothing left but feathers blowing away in the aircraft's wake, as if those warm wings and beating heart had never existed.

There is no point in expending good money on the pursuit of an engine that can power aircraft without propellers. What is wrong with airships anyway? They have borne mankind aloft for over a hundred relatively accident-free years and I see no reason to impugn their popularity...

May 5th 2018 was one of the first nice spring days the beautiful State of Maine had seen since being captured by the long nights and cold days of winter. Ursula, my wife of nearly 60 years and I were driving north on the picturesque winding coastal route and had just enjoyed the pleasant company of Beth Leonard and Gary Lawless at their interesting book store “Gulf of Maine” in Brunswick. I loved most of the sights I had seen that morning but nothing prepared us for what we saw next as we drove across the Kennebec River on the Sagadahoc Bridge. Ursula questioned me about the most mysterious looking vessel we had ever seen. Of course she expected a definitive answer from me, since I am considered a walking encyclopedia of anything nautical by many. Although I had read about this new ship, its sudden appearance caught me off guard. “What kind of ship is that?” Ursula asked as she looked downstream, at the newest and most interesting stealth guided missile destroyer on the planet. Although my glance to the right was for only a second, I was totally awed by the sight and felt that my idea of what a ship should look like relegated me to the ashbin of history where I would join the dinosaurs and flying pterosaurs of yesteryear. Although I am not privileged to know all of the details of this class of ship, what I do know is that the USS Zumwalt (DDG 1000) first underwent sea trials in 2015. The USS Michael Monsoor (DDG-1001) delivered to the Navy in April 2018, was the second ship this class of guided missile destroyers and the USS Lyndon B. Johnson (DDG-1002) now under construction, will be the third and final Zumwalt-class destroyer built for the United States Navy. It was originally expected that the cost of this class would be spread across 32 ships but as reality set in and costs overran estimates, the number was reduced to 24, then to 7 and finally to 3… bringing the cost-per-ship in at a whopping $7.5 billion. These guided missile destroyers are primarily designed to be multi-mission stealth ships with a focus on naval gunfire to support land attacks. They are however also quite capable for use in surface and anti-aircraft warfare. The three ship’s propulsion is similar and comes from two Rolls-Royce gas turbines, similar to aircraft jet engines, and Curtiss-Wright electrical generators. The twin propellers are driven by powerful electric motors. Once across the bridge the landscape once again became familiar and yet different. Over 60 years had passed since I was here as a Maine Maritime Academy cadet but some things don’t change in Maine. The scenery is still beautiful and the people are friendly, as long as you don’t step on their toes. Yes, in many ways things are still the same and most likely will stay the same for years to come. As for me I like New England especially Maine but it gets just a little too cold in the winter!

Herr Reichsmarschall, it is no contraption. Guaranteed your personal and material support, I am convinced that in a few years there will be few propellered aircraft to be seen in the skies!

The aircraft’s engines in the original design had so much power that we could not swing a propeller of the proper diameter to take advantage of it. We really needed a 17-foot propeller, which would have chopped about a foot into the fuselage! Starting with a new design, we put the engine nacelles far enough out on the wing to provide for the proper-diameter propeller. Ten feet, six inches was the largest diameter we could handle with that configuration.

Once a country is included on the “counterinsurgency” list, or any other such category, a move is made to develop a CIA echelon, usually within the structure of whatever U.S. military organization exists there at the time. Then the CIA operation begins Phase I by proposing the introduction of some rather conventional aircraft. No developing country can resist such an offer, and this serves to create a base of operations, usually in a remote and potentially hostile area. While the aircraft program is getting started the Agency will set up a high frequency radio network, using radios positioned in villages throughout the host country. The local inhabitants are told that these radios will provide a warning of guerrilla activity. Phase II of such a project calls for the introduction of medium transport type aircraft that meet anti-guerrilla warfare support requirements. The crew training program continues, and every effort is made to develop an in-house maintenance capability. As the level of this activity increases, more and more Americans are brought in, ostensibly as instructors and advisers; at this phase many of the Americans are Army Special Forces personnel who begin civic action programs. The country is sold the idea that it is the Army in most developing nations that is the usual stabilizing influence and that it is the Army that can be trusted. This is the American doctrine; promoting the same idea, but in other words, it is a near paraphrase of the words of Chairman Mao. In the final phase of this effort, light transports and liaison type aircraft are introduced to be used for border surveillance, landing in remote areas, and for resupplying small groups of anti-guerrilla warfare troops who are operating away from fixed bases. These small specialized aircraft are usually augmented by helicopters. When the plan has developed this far, efforts are made to spread the program throughout the frontier area of the country. Villagers are encouraged to clear off small runways or helicopter landing pads, and more warning network radios are brought into remote areas. While this work is continuing, the government is told that these activities will develop their own military capability and that there will be a bonus economic benefit from such development, each complementing the other. It also makes the central government able to contact areas in which it may never have been able to operate before, and it will serve as a tripwire warning system for any real guerrilla activities that may arise in the area. There is no question that this whole political economic social program sounds very nice, and most host governments have taken the bait eagerly. What they do not realize, and in many cases what most of the U.S. Government does not realize, is that this is a CIA program, and it exists to develop intelligence. If it stopped there, it might be acceptable but intelligence serves as its own propellant, and before long the agents working on this type of project see, or perhaps are a factor in creating, internal dissension.

Messerschmitt Me 264 with steam turbine In August 1944, the firm of Osermaschinen G.m.b.H. founded by Professor Losel was commissioned to carry out the design and development of a steam turbine power unit for aircraft. The design called for 6000hp at 6000rpm with a weight/power ratio of 0.7kg/hp and a consumption of 190 grams/hp/hour. A Me 264 airframe was to have been placed at the disposal of the firm, but it was destroyed in an air raid. Two forms of propeller were envisaged, one of 17.5ft diameter and revolving at 400-500rpm and the other 6.5ft in diameter revolving at 600rpm. The whole system consisted of four boilers (capillary tube boilers of special design) boiler feed water pump and auxiliary turbine, main turbine, combustion air draught fan, condenser, controls and auxiliaries. At the time of the German collapse many components of the system had been produced, including the turbine blades, and auxiliaries such as the combustion air draught fan and condenser pump were ready for use. A start had been made with the assembly of the auxiliary and main turbine and one boiler had been manufactured in its entirety. The first system was designed to use 65% solid fuel (pulverised coal) and 35% liquid fuel (petrol) but it was intended to use liquid fuel only when it became available in quantity. The advantages claimed for the steam-turbine system are: 1)       Constant power at varying heights. 2)     Capacity for 100% overloading, even for long periods. 3)      Full steam output attained in 5-10 seconds. 4)     The system is not sensitive to low temperatures. 5)     Long life and simple servicing. 6)      Simple and rapid control. 7)      The system lends itself to incorporation in an airframe, since it can be broken down into separate components. The four main boilers are 3ft in diameter and 4ft high. The main turbine is 2ft in diameter and 6ft in length.     Messerschmitt Me 265     Messerschmitt Me 309 fighter A single-seat

athodyd propulsion. There are some ambitious designs for jet-propelled long-range bombers and multi-seat fighters, and among the rotating-wing aircraft is a fighter entirely novel in

Research aircraft 12. Emphasis was placed on the athodyd propulsion system of the Lippisch P.13. Concerning the DFS 228 rocket-propelled reconnaissance aircraft (described by the Germans as a "glider with rocket unit for altitudes in excess of 65,000ft.") it was stated that the best employment of this type would be decided when test results were to hand. Many points were to be clarified; for example, baling out from great heights. Ten prototypes would be completed.   13. Three examples of the 8-332 rocket-propelled glider were ordered. This was a pure research aircraft for profile measurements at high Reynolds numbers which could not be obtained in the wind tunnel.   14. Work on the

The P-39 "Aircobra" had its big, heavy, Allison piston engine mounted behind its single-seat cockpit. The spinning propeller shaft ran between the pilot's legs up to the nose. It was one of the least successful fighter aircraft of WWII.

last words to parents, friends, wives or fiancées and wanted these greetings to be taken home surrounded them. With a mixture of relief and disgrace for leaving all the other men to their fate, the airmen put the papers in their pockets and entered the aircraft. But the aircraft could not be launched. After a while, it was discovered that a splinter originating from a shell fired by the Prince of Wales had punctured the container with the compressed air that propelled the catapult. It could not be repaired

We were also shown latest aircraft without propellers, driven by air sucked in in front and squirted out behind! Apparently likely to be the fighter of the future.

Reciprocating (piston) engines rotating aircraft propellers dominated commercial aviation until the late 1950s, but in 1943 both the UK and Germany were preparing to deploy their first jet fighter planes (the Gloster Meteor and the Messerschmitt 262, respectively, with the Germans being first in combat) powered by turbojet, continuous-combustion gas turbines. While the Mustang, America’s most successful propeller fighter, could reach about 630 km/h and the British Supermarine Spitfire less than 600 km/h, the maximum speeds of the two pioneering jet fighters, 970 km/h and 900 km/h, approached the speed of sound.

Type for type, ships in general, and warships in particular, have always been bigger than their land-bound equivalents, often representing by far the largest and most complicated movable machines produced by, and at the disposal of, a given society at a given time and place. This was true in regard to the junks of pre-modern China, the galleys and sailing ships of the ancient Mediterranean, and the cogs of medieval Europe. As even a casual glance at a nuclear-propelled aircraft carrier of 90,000 tons burden will confirm, that still remains true today.

BITE tries to address many of these issues and lets the engineer focus on actual exploratory and regression testing—not the process and mechanics. Modern jet fighters have dealt with this information overload problem by building Heads Up Displays (HUDs). HUDs streamline information and put it in context, right over the pilot’s field of view. Much like moving from propeller-driven aircraft to jets, the frequency with which we ship new versions of software at Google also adds to the amount of data and the premium on the speed at which we can make decisions. We’ve taken a similar approach with BITE for regression and manual testing. We implemented BITE as a browser extension because it allows us to watch what the tester is doing (see Figure 3.35) and examine the inside of the web application (DOM). It also enables us to project a unified user experience in the toolbar for quick access to data while overlaying that data on the web application at the same time, much like a HUD.