Airline Vintage

Description: WRIGHT VIN FIZThe first crossing of the United States by airplane was achieved by Calbraith Perry Rodgers in 1911. In 1910, famed publishing magnate William Randolph Hearst announced his offer of a $50,000-prize for a U.S. transcontinental flight in thirty days or less. Rodgers' Wright EX biplane was named the Vin Fiz after his sponsor's grape soda product. He left Sheepshead Bay, New York, on September 17, 1911. A "hangar" car, a rolling workshop filled with spare parts to repair and maintain the airplane, followed along. The flight was punctuated by numerous stops, delays, and accidents. When Hearst's 30-day time limit expired, Rodgers had only reached Kansas City, Missouri. Undaunted, he continued on, determined to make the first transcontinental airplane flight whether he received the money or not. He arrived in Pasadena, California, to a hero's welcome, 49 days after setting out. Although Pasadena was the official end of the coast-to-coast journey, Rodgers flew on to Long Beach to complete the flight at the shore of the Pacific Ocean. The total distance covered was 6,914 km (4,321 mi) in 82 hours, 4 minutes, total flying time at an average speed of 82.4 kph (51.5 mph).https://airandspace.si.edu/collection-object/wright-ex-vin-fiz/nasm_A19340060000 FOKKER T-2Under the auspices of the U.S. Army Air Service, the Fokker T-2 made the first nonstop U.S. transcontinental flight in 1923. Two failed attempts at a west-to-east crossing were followed by a successful east-to-west flight when Air Service Lieutenants Oakley Kelly and John Macready took off from Long Island, New York, on May 2 and landed at Rockwell Field, San Diego, California, on May 3, slightly more than 26 hours and 50 minutes later.The airplane was the fourth in a series of transport designs by famed Dutch manufacturer Anthony Fokker and his chief designer, Rheinhold Platz. Manufactured as a Fokker F-IV, the aircraft was purchased by the U.S. Army Air Service in June 1922 and re-designated the Air Service Transport 2, or T-2. Required modifications for the transcontinental flight, such as increasing the fuel capacity, making structural reinforcements, and adding a second set of controls, were carried out at McCook Field, Dayton, Ohio.https://airandspace.si.edu/collection-object/fokker-t-2/nasm_A19240003000 FOKKER D-VII ?U.10?The Fokker D.VII was a German World War I fighter aircraft designed by Reinhold Platz of the Fokker-Flugzeugwerke. Germany produced around 3,300 D.VII aircraft in the second half of 1918. In service with the Luftstreitkräfte, the D.VII quickly proved itself to be a formidable aircraft. The Armistice ending the war specifically required, as the fourth clause of the "Clauses Relating to the Western Front", that Germany was required to surrender all D.VIIs to the Allies.[1]Surviving aircraft saw much service with many countries in the years after World War I.https://en.wikipedia.org/wiki/Fokker_D.VII ALBATROS D.VaIn 1916, Albatros Werke produced the remarkably advanced Albatros D.I. It featured a streamlined semi-monocoque fuselage, with an almost fully-enclosed 160-horsepower in-line Mercedes engine, and the propeller spinner neatly contoured into the nose of the fuselage. A sesquiplane version with narrow-chord lower wings, designated the D-III, was introduced early in 1917, and served with great success, despite the narrow lower wing being susceptible to frequent failure in prolonged dives. The Albatros D.V model was fitted with a more powerful 180-horsepower engine, but was plagued by a rash of upper-wing failures. The wings were strengthened, resulting in a re-designation, the D.Va. Unfortunately, the necessary strengthening increased the weight and negated the performance advantage of the new engine. The D.V and D.Va also continued to experience the same lower wing failure problems in a dive similar to the earlier D.III. A small auxiliary strut was added at the bottom of the outer wing struts to address the issue, but was not entirely successful. Approximately 4,800 Albatros fighters of all types were built during World War I. They were used extensively by the German Air Service throughout 1917, and remained in action in considerable numbers until the end of the war. Many of the highest-scoring German aces achieved the majority of their victories while flying Albatros fighters. https://airandspace.si.edu/collection-object/albatros-dva/nasm_A19500092000 DOUGLAS WORLD CRUISER ?CHICAGO?With the successful crossings of the Atlantic in 1919 by the U.S. Navy's NC-4 and Alcock and Brown in a Vickers Vimy, circumnavigation of the globe by airplane was a natural next challenge. In July 1923, U.S. Army Air Service disclosed that it intended to attempt a global flight the following year. Four specially built aircraft were commissioned from the Douglas Aircraft Company. The World Cruisers, as they were called, were christened the Seattle, the Chicago, the Boston, and the New Orleans.Only the New Orleans and the Chicago completed the arduous 44,085 km (27,553 mi) flight. It took 175 days, with a flying time of 371 hours 11 minutes. Throughout the journey the crews prevailed against an endless series of forced landings, repairs, bad weather, and other mishaps that continually threatened the success of the flight. A monumental logistical accomplishment, it was an important step toward world-wide air transport.https://airandspace.si.edu/collection-object/douglas-world-cruiser-chicago/nasm_A19250008000 CURTISS NC-4The U.S. Navy achieved the first transatlantic flight eight years before Charles Lindbergh became world famous for crossing the Atlantic nonstop and alone. Three Curtiss flying boats, each with a crew of six, were involved: NC-1, NC-3, and NC-4. The Navy wanted to prove the capability of the airplane as a transoceanic weapon and technology.The five-leg flight began on May 8, 1919, at the naval air station at Rockaway Beach, New York. It followed a route to Nova Scotia; Newfoundland; the Azores in the middle of the Atlantic; Lisbon, Portugal; and Portsmouth, England. Only NC-4, commanded by Albert C. Read, flew the whole way. The entire trip took 24 days.Conceived during the First World War, the NC class of flying boats, popularly known as "Nancy Boats," was intended to meet a U.S. Navy requirement for extended range aircraft for anti-submarine patrol. An important design consideration of the NC class held that these flying boats be capable of flying under their own power from the continental United States to the European war zone because shipping space was in short supply during this period in 1917. The German U-boat offensive at the time was sinking close to one million tons of Allied shipping every month.The NC-4 was put on public display in Central Park in New York City and in several other locations, including Philadelphia and Washington, D.C. The hull of the NC-4 was exhibited at the Smithsonian Institution in 1920 and it was transferred to the Smithsonian in 1927. The remaining components were retained in Navy storage until they were obtained by the Smithsonian in 1961. The Smithsonian decided to fully restore the NC-4 for the 50th anniversary of the first transatlantic crossing. With the assistance of three Navy technicians, the restoration of the NC-4 was completed and the aircraft was displayed on the national Mall for the 50th anniversary celebration on May 8, 1969. After the brief exhibition, the NC-4 was disassembled and placed in storage until it was loaned to the Naval Aviation Museum in Pensacola, Florida, in 1974.https://airandspace.si.edu/collection-object/curtiss-nc-4/nasm_A19270032000 De HAVILLAND DH-4The United States possessed no combat-worthy aircraft upon entry into World War I in 1917. Several European aircraft were considered. The British DH-4 was selected because of its comparatively simple construction and its apparent adaptability to mass production. It was also well-suited to the new American 400-horsepower Liberty V-12 engine. American-built DH-4s were dubbed the "Liberty Plane." By war's end, 13 Army Air Service squadrons, five of them bomber squadrons, were equipped with them. In addition, four combined Navy-Marine squadrons were flying DH-4s along the Belgian coast. Of the 4,346 DH-4s built in the United States, 1,213 were delivered to France, but of those only 696 reached the Zone of Advance. In the postwar period, the DH-4 was the principal aircraft used by the U.S. Government when air mail service began in 1918. The DH-4 in the NASM collection was the prototype American-built DH-4, manufactured by the Dayton-Wright Airplane Company. This airplane was used in more than 2,600 experiments until its retirement in April 1919. On May 13, 1918, Orville Wright made his last flight as a pilot in a 1911 Wright Model B alongside this DH-4, flown by Howard Max Rinehart. He then made a flight as a passenger in the DH-4 with Rinehart.https://airandspace.si.edu/collection-object/de-havilland-dh-4/nasm_A19190051000 BLERIOT XIThe Blériot Type XI was designed primarily by Raymond Saulnier, but it was a natural evolution from earlier Blériot aircraft, and one to which Louis Blériot himself made substantial contributions. Blériot achieved immortality in the Type XI on July 25, 1909, when he made the first airplane crossing of the English Channel, covering the 40 km (25 mi) between Calais and Dover in 36 minutes, 30 seconds.The Blériot XI in the NASM collection was manufactured in 1914 and was powered by a 50-horsepower Gnôme rotary engine. The airplane was purchased by the Swiss aviator John Domenjoz, a Blériot company flight instructor. Domenjoz earned a reputation as one of the era's most celebrated stunt pilots, performing in major European cities and in North and South America through 1916, at which time he returned to France. Following wartime service as a civilian flight instructor both in France and the United States, Domenjoz made one final barnstorming tour with his Blériot in 1919.https://airandspace.si.edu/collection-object/blériot-xi/nasm_A19500095000 The cost of shipping is roughly $60 per picture.

Price: 2000 USD

Location: Cumming, Georgia

End Time: 2024-11-14T14:49:25.000Z

Shipping Cost: N/A USD