Some cool becoming a personal trainer images:
Steven F. Udvar-Hazy Center: Boeing 367-80 (prototype 707, first jet airliner), and De Havilland Canada DHC-1A Chipmunk Pennzoil Special
Image by Chris Devers
Quoting 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
De Havilland Canada Ltd.
Country of Origin:
United States of America
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
Overall: 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 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
Boeing Aircraft Co.
Country of Origin:
United States of America
Height 19′ 2": Length 73′ 10": Wing Span 129′ 8": Weight 33,279 lbs.
Prototype Boeing 707; yellow and brown.
1930’s Jockey Talent – Explore #271 9/2/14
Image by goingslo
In the early 1970’s I bought an old piece of furniture at auction and was delighted to find this photograph hidden away in one of the drawers. After Googling jockeys’ names I spent most of a day learning of the careers and successes of these tiny athletes.
Standing from left . . .
In 1941 Renick broke a leg when his horse stumbled leaving the gate and went down hard. Sammy needed quick medical attention but there was neither ambulance nor medical personnel on site. It was the assistant starters who picked him up and placed him on the back seat of an old truck and drove him to the hospital – a painful, 30 minute ride.
This accident was the impetus for Renick (with Eddie Arcaro and Johnny Longden) to each put up 00 of their own money to form the Jockeys’ Guild that 74 years later still speaks to jockeys’ concerns. Now standard at race tracks: Ambulance on Site, First Aide Room, Required Caliente Safety Helmet, Safety Vests (Flak Jackets)…for the first time in many years, there was not a single death of a jockey on the racetrack in 1992.
After retiring Sammy became one of the first hosts of a horse racing television program, ”Racing With Renick”.
He lived to be 87.
Fellow jockey Eddie Arcaro was set to ride Shut Out in the 1942 Kentucky Derby but Arcaro later chose to ride a competing horse leaving Wayne Wright as the second choice to mount Shut Out.
Shut Out & Wright won that Derby.
Arcaro came in a distant 6th.
Battling weight gains throughout his career, Wayne retired from riding in 1950 then spent time training horses through 1956.
He passed away in 2003 at the age of 86.
The nation’s leading jockey in 1932.
The little Syrian jockey’s 18-year riding career came to an abrupt end in January 1951 when he suffered a broken neck in a racing accident at Santa Anita. He was initially paralyzed and the injury was feared to be fatal but he eventually achieved a ninety percent recovery. He could no longer ride but having 22 years experience working around horses, he started a new career as a trainer.
In 1931 Silvio’s performance at Agua Caliente brought him to the attention of the extremely wealthy Mrs. Payne Whitney in New Jersey. Mrs. Whitney bought out Coucci’s contract and in 1932 the
17 year old jockey burst onto the American racing scene with such success that he was being hailed as "The second Earl Sande."
I haven’t Googled Earl Sande yet (he’s not in this photo) but I’ll get to him soon.
By 1934 Silvio was second in the jockey standings behind Wayne Wright and in 1935 was the U.S. ‘Champion Jockey by earnings’ with 9,760 in purse money. Time Magazine reported in 1942 that
27 year old Silvio Coucci died as the result of a leap or fall from a hotel window.
Winner of the 1933 Kentucky Derby riding Brokers Tip, the only horse in history whose sole win was in the Kentucky Derby (I loved learning of this). This Derby went down in history as the "Fighting Finish" because 18 year old Don Meade and Herb Fisher (the jockey aboard rival Head Play) literally fought one another atop their mounts, grabbing, hitting and throwing blows at each other down the homestretch. In an era before photo finishes, Brokers Tip was declared the winner by a nose.
Meade was the top earning jockey in 1941 with 8,627.
Active 1934 – 1936. Other than winning multiple handicaps I didn’t find much personal information on him.
Seated from left…
Robert "Bobby" Jones:
In 1932 the Chicago Daily Tribune wrote that Jones was "one of the greatest jockeys ever to come out of the west."
While he met with little success riding for earlier stables
he led all jockeys in the U.S. in 1933 in ‘purse money won’, finishing ahead of greats such as Silvio Coucci, Raymond Workman and Wayne Wright (all pictured here).
Bobby Jones made three consecutive appearances in the Kentucky Derby between 1933 and 1935 but finished off the board each time.
After a serious fall at a San Bruno racetrack and a difficult attempt at a comeback, he died of pneumonia in 1938.
Jimmy was mentioned in The Winnipeg Tribune in May 1934 as displaying a winning form while weighing in at a mere 107 pounds.
Raymond "Sonny" Workman:
Sonny studied to be a member of the clergy before choosing a career as a jockey and was eventually inducted into the National Thoroughbred Racing Hall of Fame (sharing this roster with the likes of Willie Shoemaker and Laffit Pincay Jr.). The Chicago Tribune once described him as a ‘riding demon’ and the New York Times called him a ‘bulldog in silks’. By the tender age of 18 he had won his first Preakness.
Interesting tidbits . . .
*There were 14 starters in the first Kentucky Derby.
Thirteen of those jockeys were African-Americans.