This article, published in the January 1959 edition of Air Facts, shows just how long we’ve been talking about flying cars. Molt Taylor was perhaps the most successful (or least unsuccessful) flying car entrepreneur of the last century. Many of the questions he asked are still being asked today about the Terrafugia Transition and other flying car concepts.
In 1954, just after the cessation of hostilities in the Korean war, the Marines wanted an improved model of Cessna’s L-19 Army Liaison/Observation airplane. The Marines only wanted a few of these good airplanes, and they were willing to pay–quite a bit more–for them.
Back in 1968 I was the relief copilot on Pan Am’s Boeing 707 Rome to New York morning flight. I was doing pre-departure checks when the purser entered the cockpit with news that Charles Lindbergh would be traveling with us in first class.
Nearly 70 years ago, Air Facts editor Leighton Collins called out the need for a better flight training system. In particular, he lamented that “we have never had a flying system designed for the civilian.” His comments are a surprisingly relevant contribution to today’s debates about flight training.
You don’t think of leading edge aeronautical research being conducted in the General Aviation industry, especially in Wichita, Kansas. But Cessna did just that, in the early 1950s, and on its own planes. And not only was it successful, but it was incorporated in some famous long run production airplanes–unfortunately, not Cessna airplanes.
Foster Lane was born in 1903, the year the Wright Brothers changed everything with their first powered flight. He started flying in 1925, getting his first ride in a barnstormer’s Curtiss JN4 Jenny. Lessons began and he bought his first airplane, a used Waco 9, in 1928. He literally lived the birth of aviation in the 1920s.
From time to time, we revisit an original Air Facts article that we think would make enjoyable and worthwhile reading today. So it is with Leighton’s “Flight 700,” his story of flying with iconic Captain Robert Buck in a 707 at the beginning of the Jet Age. This is a detailed description of a flight, and like us, you will no doubt marvel at how much has changed.
When the Wright brothers finally had a flying machine that could take off and fly under complete control, they still had no place to fly it from. Phil Scott shares the fascinating history of how airports came to be, from grass fields to WPA airports in the 1930s.
In very early 1952, I was an undergraduate working part time in Cessna’s Flight Test, Aerodynamics and Preliminary Design Group when a request for proposal for the TX came in from the Air Force. The TX was to be the first, that is the primary, trainer in a series of three new trainers which would finish with the TZ, a supersonic one.
Ask the average person on the street, “Who was the first woman to fly around the world solo?” and you’ll likely hear, “Amelia Earhart.” Of course, they would be wrong. Ask that same question of a pilot and you’ll get a blank stare. That’s because most pilots know that someone must have done it, but they aren’t sure who.
The author played a key role in designing and testing the ground-breaking Cessna 310. In this one-of-a-kind article, he shares some of the struggles that went on behind the scenes, including issues with stability and performance. He also shares his suspicions, untold for over 50 years, about a unsigned drawing he discovered.
They were ragged and starving, these kids who had gathered, amid the ruins, to watch airplanes bring food to Berlin. It was mid-July 1948. Twenty-seven-year-old Lt. Gail Halvorsen had been on the airlift for two weeks, flying an exhausting three round trips each day.
Our Vice President of Engineering at Cessna during my time there in the Golden 1950s was sort of a contrary guy. He was absolutely sure that wind tunnel tests were a waste of time. But after heartfelt discussion, he reluctantly agreed to let us do it on the proposed Cessna 620.
In 1935 I was six years old, and we were living in Ponca City, Oklahoma. One day a Ford Tri-motor flew into our grass airfield and offered rides, at a price, to our “city’s” inhabitants. I was completely hooked on aviation from that moment on, and determined that I wanted to be part of it.
Former Cessna engineer and test pilot Harry Clements shares his personal history of designing the Cessna 180. As you might expect, not everything went smoothly during this bush plane’s development.
Here is a brief list of my favorite aviation books, making special note of the practical hands-on airplane knowledge they impart. And what’s more important, they’re all in easy-to-understand English. Do you have a favorite aviation book? Add it to our list.
It was a mission late in the war. Lieutenant Robert Anspach was flying cover in his P-47 Thunderbolt for a group of B-26 Marauders near the Messerschmitt factory airfield at Lechfeld, Germany. From out of nowhere an enemy airplane rocketed past, blasting off a few rounds. It looked like nothing they’d seen before. Ever.
More than two decades after the Wright brothers made history, only one African American, Bessie Coleman, possessed an international pilot’s license. That didn’t sit well with William Powell, who sought to expose more African Americans to the art of flying. In the process he inspired blacks to take a greater role in aviation, and along the way he formed history’s first all-black aerobatic team.
The author, an engineer at Cessna in the 1950s, helped to design the legendary Cessna 172–but didn’t realize it until much later. Read Harry Clements’ fascinating story of how the iconic Skyhawk came to be.
It’s known as the Pucker Factor, and everyone contracts it at that particular airport where, frankly, it sucks to land. Phil Scott reviews some of the worst, from Catalina Island to the Himalayas. Read his list, then add your own nominees.