Flight simulator5 has some unique features which makes it different from other flight simulators, the flight simulator5 is also known as flight simulator 2005, flight simulator5 allows its users to become real aircraft pilot very specially of the Large Boeing 747, using one of the 32 liveries along with a stereo sounds, detailed panel, 550 ready to use flight with ABL adventure manager which allows them to provide (create) their own adventurous flight.
This flight simulator5 is an upgrade of the last release, it is also designed to work easily with Microsoft flight simulator 2004 only.
Here are some features of Flight Simulaot5, who makes it unique and different in its category
* Flight simulator5 has a panel of the Boeing 747.
* Flight simulator5 has the stereo sound system.
* Flight simularor5 includes Air Force One, Air China, Air Lingus, Saudi Arabian, Japan Airlines, Kim Airlines, Canadian Airlines, Cathay Pacific, Lauda Airlines, American Airlines, Marti Air, Argentinean Airlines, and also Turkish Airline.
* Flight simulaot5 has a very reflective textured mapping system which is very reliable and convenient for use.
* There is an extensive manual for the Boeing 747-400.
* The pilot has full access to all the documents inside the kneeboard along with an interactive checklist.
* There is a fleet of 550 planes ranging from the historic planes to the most advanced, modern planes that can be used in the flight simulator.
* This version allows the pilot to design his own adventurous flight.
* This Simulator gives a log book for the pilot, record of hours, statistics of the flight duration, the flight has flown, etc.
With these great features, anyone will like to try the flight simulator5. It is more attractive and easy to use as it give all the provisions to the pilot to maintain all the necessary records needed to be maintain during the flight.
Formed in 1946, the Blue Angels of the US Navy (USN) are the world's first officially sanctioned military aerial demonstration team. The group performs more than 70 shows at 34 locations throughout the United States each year, where they still employ many of the same practices and techniques in their aerial displays as in 1946. Their first performance was in 1956 in Toronto, Canada. During the four-day Paris Air Show in 1965, the Blue Angels were the only team to receive a standing ovation. Since their inception, they have flown for more than 427 million spectators worldwide. The team has operated eight aircraft so far, including the current F/A-18 Hornet.
Grumman F6F-5 Hellcat (1946)
Descended from the F4F Wildcat, the Hellcat was one of the two primary USN carrier fighters in the second half of World War II. It was the most successful aircraft in naval history, destroying 5,163 aircraft in service with the US Navy and Marine Corps, and an additional 52 with the Royal Navy's Fleet Air Arm during World War II. The Blue Angels, known simply as the "Navy Flight Exhibition Team" back then, flew three specially modified Hellcats during their inaugural performance at Craig Field, Florida. On July 19, 1946, the team officially adopted the name "Blue Angels" after a popular nightclub in New York City.
Grumman F8F-1 Bearcat (1946 - 1949)
The Bearcat was the last piston-engine carrier-based fighter plane built by Grumman. Affectionately called "Bear", it was intended to be an interceptor aircraft. It is often mentioned as one of the best handling piston-engine fighters ever built, even outperforming many early jets.
Grumman F9F-2 Panther (1949 - 1954)
The Panther was the most widely used USN jet fighter of the Korean War. It flew 78,000 sorties and was responsible for the first air kill by the Navy in the conflict. It was the first jet aircraft flown by the Blue Angels.
Grumman F9F-8 Cougar (1954 - 1957)
The Cougar is a carrier-based fighter aircraft based on the Panther. It replaced the straight wing of the Panther with a more modern swept wing.
Grumman F11F-1 Tiger (1957 - 1969)
The Tiger is a single-seat carrier-based fighter aircraft, best known for its use as a demonstration plane. Its career as a fighter lasted only four years, but the Blue Angels flew it for nearly ten. It was the squadron's first supersonic jet.
McDonnell F-4J Phantom II (1969 - 1974)
The Phantom II is a tandem-seating, supersonic, long-range, all-weather fighter-bomber. It was the primary air superiority fighter and a workhorse fighter-bomber for the US Air Force (USAF), Navy and Marine Corps during the Vietnam War. It was the only plane to be flown by both the "Blues" and the USAF Thunderbirds.
Douglas A-4F Skyhawk (1974 - 1986)
In December 1974, the team downsized to the more economical subsonic Skyhawk. It was the Navy's primary light bomber in the early years of the Vietnam War. The Skyhawk was also the pioneer of the "buddy" self air-to-air refueling concept, allowing aircraft to supply fuel to others of the same type without the need for a dedicated tanker.
McDonnell Douglas F/A-18 Hornet (1986 - Present)
The Blue Angels have been using the Hornet since they completed their 40th anniversary year and unveiled the sleek aircraft on November 8, 1986. The power and aerodynamics of the Hornet allow them to perform a slow high angle of attack "tail sitting" maneuver, and to fly a loop with landing gear down in formation, neither of which has been duplicated by the Thunderbirds.
Why did McDonnell Douglas/Boeing jump from the F5 Phantom to the F14. Why the gap?
F (fighter) designations were used by USAF since change from P (pursuit).
First they kept the numbers (for Mustang the change was from P-51 to F-51).
Later was another change, when they coordinated the USN and USAF designations. Then they started from number 1 again and many aircraft had their designations changed - including Phantom from F-110 to F-4.
The complete list is as follows:
North American F-1 (U.S. Navy FJ)
McDonnell F-2 (U.S. Navy F2H)
McDonnell F-3 (U.S. Navy F3H)
McDonnell Douglas F-4 Phantom II
Northrop F-5
Douglas F-6 Skyray (U.S. Navy F4D)
Convair YF-7A Cutlass (U.S. Navy YF2Y-1)
LTV F-8 Crusader (U.S. Navy F8U)
Grumman F-9 Cougar (U.S. Navy F9F)
Douglas F-10 Skynight (U.S. Navy F3D)
Grumman F-11 Tiger (U.S. Navy F11F)
Lockheed YF-12
F-13 (not assigned - from obvious reasons)
Grumman F-14 Tomcat
There's a world of difference between having a strategically
crafted crisis management plan in place and simply having to
manage a crisis, "from the back foot." The world was served a
painful reminder on the subject, by the inept and vintage
cold-war era handling by Russian President Vladimir Putin, of
the Kursk submarine disaster.
Blunder number one was the (then) strangely paunchy Putin not
cancelling his holiday to, guideline number one: Be there. The
most senior possible person must always be dusted off and
wheeled out. The level of seniority demonstrates the seriousness
with which the issue is viewed.
The Russians are still locked into a quasi cold war mentality.
In which anything to do with the military is shrouded in a fog
of disinformation. That might have worked OK in USSR days, but
in the days of the media-enabled global village, there's no
place for inept "spokespeople" adding to confusion and grief.
Guideline number two is: Tell the truth. There is no possibility
of having to argue later, like so many politicians, that you
were "misquoted" or that your comments were "taken out of
context." Telling the truth, up front, is the simplest and most
effective way of defusing public hostility, however vexatious
the issue.
Many corporates fall into the trap of, "we can fix this
ourselves." Sometimes you can't. When it's something requiring
outside or specialised help, it's better to bring in early, an
excess of help, rather than too little, or none. Your public,
whoever they may be, will always be impressed by your "all hands
on deck" approach.
Guideline number three is: Tell them what you're doing to fix
it. Bring the families or close ones of victims, or those
affected, to the heart of the operations control area if
possible and safe. Accommodate and feed them. Provide them with
communications to family and friends. Above all else, keep them
fully briefed. Think of then-Mayor of New York, Rudi Giuliani,
and his tireless communication with the media and those affected
by September 11th 2001. Corporate heads around the world can
learn from his example. Provide counselling, support and any
other facilities that might be needed to help the affected to
cope. Airlines now have this down to a formula.
So, guideline number four: Handle those affected, with utmost
sensitivity. Expect and treat their emotive outbursts with
empathy. They're "normal", given the circumstances. A South
African case in point is the insensitive media statement made by
the Everite (they of asbestos products notoriety) "Reputation
Management" spokesperson, via the media, to the bereaved, in
defence of his client. He said something to the effect that "the
circumstances surrounding the death are most unfortunate, but
future statements will be made only within the strict confines
of the law." That truly is, as the Zulu aphorism says, "speaking
out of both sides of the mouth."
Company responses such as this and those from Cape PLC - also
involved in slow-and-painful-death, asbestosis claims-related
issues, don't win themselves any friends with such undiplomatic,
cavalier, hide-behind-the-legal-veil pronouncements. Remember
that potential investors today look to your triple bottom line
of fiscal, social and environmental performance and sensitivity.
Companies exhibiting scant regard for their past ill-doings,
deserve to go bust.
If ever there is a need for unambiguous, simple, clear
communication, this is it. Set up a communications task force
and ensure that they're all at the same stage of familiarity on
the situation, at all times. Guideline five is: Sing off the
same, simple, song sheet. There's nothing more awful than
conflicting views or "updates" on the situation. This can do
image and share price damage and anger the public - as did the
Russians, or years previously, those mismanaging the Exxon
Valdez oil spill disaster in Alaska. It will look as if you
don't know what's going on and haven't got a handle on the
situation. Which clearly will be the case.
Guideline six is: Come up real quick with A plan showing how you
propose to avoid a repeat in the future. Think of the French
authorities and the Concorde crash. They swung speedily into
action - for which air crash investigations are not renowned -
and along with British Airways, grounded all Concordes until
designers came up with a fuel tank protection solution.
Guideline seven says: Don't be tempted to lie or "cover" for the
boss or the corporation. South African National Minister of
Health, Dr Manto Tshabalala-Msimang, has made a right royal dolt
of herself, by refusing to make HIV/AIDS-related statements at
odds with those of President Thabo Mbeki. This guideline is not
in conflict with the "sing off the same song sheet" dictum. It's
a warning to remember that your responsibility does not include
"covering" for someone else's maverick stance. When they're
discredited, so will you be. This may pose a moral and career
dilemma for you. Look long-term before you act.
Guideline eight is: Go the added mile. Deliver the unexpected,
go beyond the requirements of the situation. Set up a trust.
Establish a bursary fund. Create an institution. Shell, Sappi,
Sasol and numerous other environmental sinners have very
cleverly implemented wild life, ornithological or other
environmental awareness programs. You may have noticed the
inordinately frequent flighting of Shell "environmental
friendliness" commercials during Discovery Channel's damp-squib
Egyptian, "drill through the pyramid wall" broadcast. These
"show that they care" about the environment, right? Well, that
stuff works on unthinking people, even if it does mean sailing a
tad close to the wind at times. Thank God for Greenpeace though,
to keep the record straight.
Guideline nine: When it's good, localise or take credit for it.
When it's bad, globalise it and "share the problem." Example:
You've had (as did Shoprite Checkers, following the acquisition
of OK Bazaars) a dreadful year, because OK Bazaars "shrinkage"
had dented their bottom line. Globalise by stating quite
truthfully that no retail chain in the world is impervious to
staff theft. Tell 'em that the people in the newly acquired
company were disaffected and demotivated and hence, destructive.
Then localise, and say what you've done to reassure and
remotivate the staff, and improve the security aspect. So you're
sharing the bad and claiming the good. You should not attempt to
do this dishonestly, or hide the real story. It's simply being
candid - but intelligently so. Tony Blair did this well, when
discussing the intoxicated and very public behaviour of his
errant son, Euan.
Guideline ten is: The media is your umbilical cord to your
public. You need to be available to the women and men of the
media day and night. You should set up a media crisis centre.
Appropriately catered with food, plenty of caffeine and
non-alcoholic beverages. The American mine management and their
State Governor did well with the coal-mine cave-in in
Pennsylvania. TV viewers valued seeing the pale, drawn,
exhausted, bags-under-the-eyes Governor, investing some "sweat
equity."
As they did, you should have someone senior and diplomatic from
your corporate affairs team, on duty at all times. Don't be
smart with the media. Don't try to feed them "spin." Don't think
you can manipulate them. Don't put them down, or belittle their
perspectives. The better you keep them in the loop, the less
vitriolic they're likely to be. You need them at this time more
than any other. How you treat them will be reciprocated. If you
don't already have a media relations program underway, you'd
better start one. You don't know when you're going to need it.
Don't use a crisis as your getting-to-know-the-media opportunity.
The bottom line? What I call the "three A's." Acknowledge or
admit to the situation. Specify what Action you're taking right
now to contain or repair the damage. Tell them what you're going
to do to Avoid a repeat in the future. If you don't, you might
well be blowing the accumulated benefits of your combined
marketing, advertising, and communications budgets and efforts,
in one fell swoop. You don't have to.
About the Author
Clive is a marketing & communications strategist. He specialises
in helping people and organizations make sustainable change.
http://www.imbizo.com
Is the British Airways Concorde still flown today?
Nope, the concorde has been retired by the two airlines that flew them, british airways and air france.
Some common whips such as the bullwhip or sparewhip are able to move faster than sound: the tip of the whip breaks the sound barrier and causes a sharp crackiterally a sonic boom. Firearms since the 19th century have generally had a supersonic muzzle velocity. However, the sound barrier may have been first breached some 150 million years prior to the inventions of these implements. Some paleobiologists report that, based on computer models of their biomechanical capabilities, certain long-tailed dinosaurs such as apatosaurus and diplodocus may have possessed the ability to flick their tails at supersonic velocities, possibly used to generate an intimidating booming sound. This finding is theoretical and disputed by others in the field.
Early problems
The tip of the propeller on many early aircraft may reach supersonic speeds, producing a noticeable buzz that differentiates such aircraft. This is particularly noticeable on the Stearman, and noticeable on the T-6 Texan when it enters a sharp-breaking turn. This is undesirable, as the transonic air movement creates disruptive shock waves and turbulence. It is due to these effects that propellers are known to suffer from dramatically decreased performance as they approach the speed of sound. It is easy to demonstrate that the power needed to improve performance is so great that the weight of the required engine grows faster than the power output of the propeller. This problem was one of the issues that led to early research into jet engines, notably by Frank Whittle in England and Hans von Ohain in Germany, who were led to their research specifically in order to avoid these problems in high-speed flight.
Propeller aircraft were, nevertheless, able to approach the speed of sound in a dive. This led to numerous crashes for a variety of reasons. These included the rapidly increasing forces on the various control surfaces, which led to the aircraft becoming difficult to control to the point where many suffered from powered flight into terrain when the pilot was unable to overcome the force on the control stick. The Mitsubishi Zero was infamous for this[citation needed] problem, and several attempts to fix it only made the problem worse. In the case of the Supermarine Spitfire, the wings suffered from low torsional stiffness, and when ailerons were moved the wing tended to flex such that they counteracted the control input, leading to a condition known as control reversal. This was solved in later models with changes to the wing. The P-38 Lightning suffered from a particularly dangerous interaction of the airflow between the wings and tail surfaces in the dive that made it difficult to "pull out", a problem that was later solved with the addition of a "dive flap" that upset the airflow under these circumstances. Flutter due to the formation of shock waves on curved surfaces was another major problem, which led most famously to the breakup of de Havilland Swallow and death of its pilot, Geoffrey de Havilland, Jr.
All of these effects, although unrelated in most ways, led to the concept of a "barrier" that makes it difficult for an aircraft to break the speed of sound.
Early claims
There are, however, several claims that the sound barrier was broken during World War II. Hans Guido Mutke claimed to have broken the sound barrier on April 9, 1945 in a Messerschmitt Me 262. Mtke reported not just transonic buffeting but the resumption of normal control once a certain speed was exceeded, then a resumption of severe buffeting once the Me 262 slowed again. He also reported engine flame out. However, this claim is widely disputed by various experts believing the Me 262's structure could not support high transonic, let alone supersonic flight. The lack of area ruled fuselage and 10 percent thick wings did not prevent other aircraft from exceeding Mach 1 in dives. Chuck Yeager's Bell X-1, the F-86 Sabre (with Me-262 profile ) and the Convair Sea Dart seaplane exceeded Mach 1 without area rule fuselages. Computational tests carried out by Professor Otto Wagner of the Munich Technical University in 1999 suggest the Me 262 was capable of supersonic flight during steep dives. Recovering from the dive and the resumption of severe buffeting once subsonic flight was resumed would have been very likely to damage the craft terminally.
On page 13 of the "Me 262 A-1 Pilot's Handbook" issued by Headquarters Air Materiel Command, Wright Field, Dayton, Ohio as Report No. F-SU-1111-ND on January 10, 1946:
"Speeds of 950 km/h (590 mph) are reported to have been attained in a shallow dive 20 to 30 from the horizontal. No vertical dives were made. At speeds of 950 to 1,000 km/h (590 to 620 mph) the air flow around the aircraft reaches the speed of sound, and it is reported that the control surfaces no longer affect the direction of flight. The results vary with different airplanes: some wing over and dive while others dive gradually. It is also reported that once the speed of sound is exceeded, this condition disappears and normal control is restored."
The comments about restoration of flight control and cessation of buffeting above Mach 1 are very significant in a 1946 document.
In his book Me-163, former Me-163 pilot Mano Ziegler claims that his friend, test pilot Heini Dittmar, broke the sound barrier when steep-diving the rocket plane and that several on the ground heard the sonic bangs. Heini Dittmar had been accurately and officially recorded at 1,004.5 km/h (623.8 mph) in level flight on October 2, 1941 in the prototype Me-163a V4. He reached this speed at less than full throttle as he was concerned by the transonic buffeting. The craft's Walter RII-203 cold rocket engine produced 7.34 kN (750 kgp / 1,650 lbf) thrust. The flight was made after a drop launch from a carrier plane to conserve fuel, a record that was kept secret until the war's end. The craft's potential performance in a powered dive is unknown but the Me 163B test version of the series rocket plane had an even more powerful engine (HWK 109-509 A-2) and a greater wing sweep as the Me 163 A. Ziegler claims that on July 6, 1944, Heini Dittmar flying a test Comet Me-163BV18 VA + SP was measured traveling at a speed of 1,130 km/h.
Similar claims for the Spitfire and other propeller aircraft are more suspect. It is now known that traditional airspeed gauges using a pitot tube give inaccurately high readings in the transonic, apparently due to shock waves interacting with the tube or the static source. This led to problems then known as "Mach jump".
Attempts to break the sound barrier
The first self-propelled vehicle to break the sound barrier was probably the first successful test launch of the German V-2 ballistic missile on October 3, 1942, at Peenemnde in Germany. By September 1944, the V-2s routinely achieved Mach 4 (4,900 km/h) during terminal descent.
In 1942 the United Kingdom's Ministry of Aviation began a top secret project with Miles Aircraft to develop the world's first aircraft capable of breaking the sound barrier. The project resulted in the development of the prototype Miles M.52 jet aircraft, which was designed to reach 1,000 mph (417 m/s; 1,600 km/h) at 36,000 feet (11 km) in 1 minute 30 sec.
The aircraft's design introduced many innovations which are still used on today's supersonic aircraft. The single most important development was the all-moving tailplane, giving extra control to counteract the Mach tuck which allowed control to be maintained to and beyond supersonic speeds. This was wind-tunnel tested at Mach 0.86 in 1944 in the UK. In the immediate postwar era new data from captured German records suggested that major savings in drag could be had through a variety of means such as swept wings, and Director of Scientific Research, Sir Ben Lockspeiser, decided to cancel the project in light of this new information. Later experimentation with the Miles M.52 design proved that the aircraft would indeed have broken the sound barrier, with an unpiloted 3/10 scale replica of the M.52 achieving Mach 1.5 in October 1948. By that time, the sound barrier had been broken by the Americans, and also by the British De Havilland DH 108.
Sound barrier officially broken
U.S. efforts progressed apace soon after Britain had disclosed all its research and designs to the U.S. government, on the promise that U.S. information would be shared the other way. They took the technological information provided by the British and began work on the Bell XS-1. The final version of the Bell XS-1 has many design similarities to the original Miles M.52 version. Also featuring the all-moving tail, the XS-1 was later known as the X-1. It was in the X-1 that Chuck Yeager was credited with being the first man to break the sound barrier in level flight on 14 October 1947, flying at an altitude of 45,000 ft (13.7 km). George Welch made a plausible but officially unverified claim to have broken the sound barrier on 1 October 1947, while flying an XP-86 Sabre. He also claimed to have repeated his supersonic flight on October 14, 1947, 30 minutes before Yeager broke the sound barrier in the Bell X-1. Although evidence from witnesses and instruments strongly imply that Welch achieved supersonic speed, the flights were not properly monitored and are not officially recognized. The XP-86 officially achieved supersonic speed on 26 April 1948.
On October 14, 1947, just under a month after the United States Air Force had been created as a separate service, the tests culminated in the first manned supersonic flight, piloted by Air Force Captain Charles "Chuck" Yeager in aircraft #46-062, which he had christened Glamorous Glennis. The rocket-powered aircraft was launched from the bomb bay of a specially modified B-29 and glided to a landing on a runway. XS-1 flight number 50 is the first one where the X-1 recorded supersonic flight, at Mach 1.06 (361 m/s, 1,299 km/h, 807.2 mph) peak speed; however, Yeager and many other personnel believe Flight #49 (also with Yeager piloting), which reached a top recorded speed of Mach 0.997 (339 m/s, 1,221 km/h), may have, in fact, exceeded Mach 1.[citation needed] (The measurements were not accurate to three significant figures and no sonic boom was recorded for that flight.)
As a result of the X-1's initial supersonic flight, the National Aeronautics Association voted its 1948 Collier Trophy to be shared by the three main participants in the program. Honored at the White House by President Harry S. Truman were Larry Bell for Bell Aircraft, Captain Yeager for piloting the flights, and John Stack for the NACA contributions.
Jackie Cochran was the first woman to break the sound barrier on May 18, 1953, in a Canadair Sabre, with Yeager as her wingman.
The sound barrier fades
Chuck Yeager broke the sound barrier on October 14, 1947 in the Bell X-1, as shown in this newsreel.
As the science of high-speed flight became more widely understood, a number of changes led to the eventual disappearance of the "sound barrier". Among these were the introduction of swept wings, the area rule, and engines of ever increasing performance. By the 1950s many combat aircraft could routinely break the sound barrier in level flight, although they often suffered from control problems when doing so, such as Mach tuck. Modern aircraft can transit the "barrier" without it even being noticeable.
By the late 1950s the issue was so well understood that many companies started investing in the development of supersonic airliners, or SSTs, believing that to be the next "natural" step in airliner evolution. History has proven this not to be the case, at least yet, but Concorde and the Tupolev Tu-144 both entered service in the 1970s regardless.
Although Concorde and the Tu-144 were the first aircraft to carry commercial passengers at supersonic speeds, they were not the first or only commercial airliners to break the sound barrier. On August 21, 1961, a Douglas DC-8 broke the sound barrier at Mach 1.012 or 1,240 km/h (776.2 mph) while in a controlled dive through 41,088 feet (12,510 m). The purpose of the flight was to collect data on a new leading-edge design for the wing. A China Airlines 747 almost certainly broke the sound barrier in an unplanned descent from 41,000 ft (12,500 m) to 9,500 ft (2,900 m) after an in-flight upset on February 19, 1985. It also reached over 5g.
Breaking the sound barrier on land
On 15 October 1997, in a vehicle designed and built by a team led by Richard Noble, British driver (and Royal Air Force pilot) Andy Green became the first person to break the sound barrier in a land vehicle. The vehicle, called the ThrustSSC ("Super Sonic Car"), captured the record exactly 50 years and one day after Yeager's flight.
^ Refer to the speed of sound for the science behind the velocity referred to as the sound barrier, and to sonic boom for information on the sound associated with supersonic flight.
^ Wilford, John Noble (1997-12-02). "Did Dinosaurs Break the Sound Barrier?". The New York Times. Archived from the original on 2009-01-15. http://www.webcitation.org/5dq7UdVkC. Retrieved 2009-01-15.
^ Portway 1940, p. 18. Quote: "For various reasons it is fairly certain that the maximum attainable speed under self-propelled conditions will be that of sound in air," i.e., 750 mph (1,210 km/h).
^ Me 262 and the Sound Barrier
^ Willy Radinger and Schick 1996, p. 15.
^ Willy and Schick 1996, p. 32.
^ Ksmann, Ferdinand C.W. 1999, pp. 17, 122. Die schnellsten Jets der Welt (in German). Berlin: Aviatic-Verlag GmbH, 1999. ISBN 3-925505-26-1.
^ The Amazing George Welch, First Through the Sonic Wall
^ Comments by Eric "Winkle" Brown
^ Brown 1980, p. 40.
^ Brown 1980, pp. 3840.
^ Wagner 1963, p. 17.
^ Douglas Passenger Jet Breaks Sound Barrier
^ China Airlines Flight 006
Bibliography
"Breaking the Sound Barrier." Modern Marvels (TV program). July 16, 2003.
Brown, Eric. "Miles M.52: The Supersonic Dream." Air Enthusiast Thirteen, August-November 1980. ISSN 01443-5450.
Hallion, Dr. Richard P. "Saga of the Rocket Ships." AirEnthusiast Five, November 1977-February 1978. Bromley, Kent, UK: Pilot Press Ltd., 1977.
Miller, Jay. The X-Planes: X-1 to X-45, Hinckley, UK: Midland, 2001. ISBN 1-85780-109-1.
Pisano, Dominick A., R. Robert van der Linden and Frank H. Winter. Chuck Yeager and the Bell X-1: Breaking the Sound Barrier. Washington, DC: Smithsonian National Air and Space Museum (in association with Abrams, New York), 2006. ISBN 0-8109-5535-0.
Portway, Donald. Military Science Today. London: Oxford University Press, 1940.
Wagner, Ray. The North American Sabre. London: Macdonald, 1963.
Winchester, Jim. "Bell X-1." Concept Aircraft: Prototypes, X-Planes and Experimental Aircraft (The Aviation Factfile). Kent, UK: Grange Books plc, 2005. ISBN 1-84013-309-2.
Wolfe. Tom. The Right Stuff. New York: Farrar, Straus and Giroux, 1979. ISBN 0-374-25033-2.
Yeager, Chuck, Bob Cardenas, Bob Hoover, Jack Russell and James Young. The Quest for Mach One: A First-Person Account of Breaking the Sound Barrier. New York: Penguin Studio, 1997. ISBN 0-670-87460-4.
Yeager, Chuck and Leo Janos. Yeager: An Autobiography. New York: Bantam, 1986. ISBN 0-553-25674-2.
External links
Wikimedia Commons has media related to: Sound barrier
Fluid Mechanics, a collection of tutorials by Dr. Mark S. Cramer, Ph.D
Breaking the Sound Barrier with an Aircraft by Carl Rod Nave, Ph.D
a video of a Concorde reaching Mach 1 at intersection TESGO taken from below
An interactive Java applet, illustrating the sound barrier.
v d e
Extremes of motion
Speed
Air (transcontinental) Land (railed road car motorcycle) Water (underwater transatlantic) Space
Distance
Flight (altitude endurance)
Ocean depth Space
See also
Sound barrier FAI records Boundary of space List of vehicle speed records List of spaceflight records Speed of light
Categories: Aviation terminology | AirspeedHidden categories: All articles with unsourced statements | Articles with unsourced statements from June 2009 | Articles with unsourced statements from October 2008 About the Author
Has anyone here flown on the De Havilland Comet, the world's first jet airliner?
I flew from London to Glasgow (a short trip mind you) back in the 1960s, and it was the most comfortable plane I've ever been on, and I've flown five times round the world since, NZ to UK and return. Which plane, in your memory, was the best to fly in?
It was a Comet 4B flown by BEA but with Olympic Airways insignia. May have been chartered by BEA.
Sorry, Ian, but the Comet was first. It went into commercial service in 1952. The TU-104 went into service in 1955.
I would love to have flown on a Comet, but never had an opportunity. I'd have to pick the DC-10 as my favorite. It was short on overhead bin space (until some airlines started installing them over the center session), but the open center section made the aircraft feel more spacious. My second pick would be the 747 back in the days of the inflight lounges.
US $3.09
![[24676] OLD ENGLISH POSTCARD DE HAVILLAND COMET MARK AIRPLANE ARTIST SIGNED](http://www.greatwesternair.com/images/e/190604280731_0.jpg)