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The Makhonine Mak-10, was a variable-geometry research aircraft, built to investigate variable area / telescopic wings during 1931 in France. In the early 1930s several designers became interested in the possibility of changing the configuration of wings between take off and fast flight. Two routes were explored, the first primarily involving camber and hence lift coefficient reduction and the other a decrease of wing area by span reduction at high speed. The Schmeidler variable wing and that of the Gloster built Antoni-Breda Ba.15[3] were examples of the first group and the Makhonine Mak-10 of the second. Details of the Mak-10 are sparse but its novel feature was a telescopic wing which increased the span for take-off by 8 m (26 ft 3 in) or 60% of its high speed configuration. The outer panels retracted into the central ones, their inner ends supported on bearings rolling along one or more spars. The ends of the centre section were reinforced with cuffs. The wing apart, it was a conventional cantilever low wing monoplane, with twin open cockpits, the rear one sometimes faired in, and faired, fixed landing gear. It was powered by a 480 kW (644 hp), three bank, W-configuration, twelve cylinder Lorraine 12Eb engine. The first flight of the Mak-10 was on 11 August 1931. During four years of development the Mak-10 was re-engined with a 600 kW (800 hp) Gnome-Rhône 14K Mistral Major fourteen cylinder, two row radial engine which gave it a top speed of 380 km/h (240 mph) and the new designation Mak-101. 44 years later, the Akaflieg Stuttgart FS-29 experimental high performance sailplane also used telescopic wings to optimise both low speed thermalling and high speed penetration performance without the added induced drag of camber and area changing flaps.

Thanks Red. I will check it out. Copy and paste from the reference page.

This Daimler Benz aircraft project was basically designed around an engine that was being developed at that time. The Daimler Benz Jäger (not its official name) was of a conventional layout with the exception of the propellers location. The engine was mounted in the fuselage nose, with an annular radiator in front. The wings were unswept and exhibited no dihedral and were mounted below the fuselage. The tail was of a conventional design, with its single fin and rudder. Because of the propellers arrangement, a tricycle landing gear had to be used. A single pilot sat in the cockpit that was located towards the rear, just ahead of the contrarotating propellers. Where the Daimler Benz Jäger differed from most aircraft was its unusual propeller placement. The Daimler Benz DB 609 development began in September 1942, and it was to be an in-line, 16 cylinder injection-type aircraft engine. It was to develop 2700 horsepower, although this could be increased in later version to 3400 horsepower. Allowance was made for fitting a four-stage supercharger, and with its inverted V design, the DB 609 would have been ideal for a large caliber cannon installation, such as the MK 103, MK 108 or MK 212 cannons. Although a mockup of the forward fuselage was built (as far back as the propeller location), and because of this engine's long development time (actual delivery wasn't schduled to begin until April 1947), the RLM cancelled its development in May 1943. And, along with the DB 609 cancellation, so went the Daimler Benz Jäger project.

During the second quarter - April to June, 2025.

The Fairey FB-1 Gyrodyne is an experimental British rotorcraft that used single lifting rotor and a tractor propeller mounted on the tip of the starboard stub wing to provide both propulsion and anti-torque reaction. In April 1946, Fairey announced a private-venture project for a rotary-wing aircraft, to be built to a design developed by Dr. J.A.J. Bennett while he was chief technical officer at the Cierva Autogiro Company in 1936–1939. The Gyrodyne, constituting a third distinct type of rotorcraft and designated C.41 by the Cierva Autogiro Company, was in 1938 successfully tendered to the Royal Navy in response to Specification S.22/38 for a naval helicopter. Though preliminary work started on the project, it was abandoned with the outbreak of the Second World War, and G & J Weir, Ltd., the financiers of the Cierva Autogiro Company, declined to undertake further development in addition to their successful experiments with the W.5 and W.6 lateral twin-rotor helicopters. After the Second World War, the Cierva Autogiro Company was engaged with the development of the Cierva W.9 "Drainpipe" and the W.11 Air Horse helicopters under the direction of Cyril Pullin, and Bennett joined Fairey in late 1945 as head of the newly established rotary wing aircraft division. The Gyrodyne was a compact, streamlined rotorcraft weighing just over 4,410 lb (2,000 kg) and powered by a 520–540 hp (390–400 kW) Alvis Leonides 522/2 radial engine, the power from which could be transmitted in variable ratios to the fixed-shaft/swashplate-actuated tilting hub-controlled rotor and the wing tip mounted propeller. The Gyrodyne possessed the hovering capability of a helicopter, while its propeller provided the necessary thrust for forward flight to enable its rotor, driven at low torque in cruise flight, to operate at low collective pitch with the tip-path plane parallel to the flight path to minimise vibration at high airspeed. Collective pitch was an automatic function of throttle setting and power loading of the propeller, which to maintain rpm diverted torque away from the rotor as airspeed increased. A government contract to Specification E.4/46 was awarded for two prototypes with the first Fairey Gyrodyne exhibited as an almost complete airframe at White Waltham on 7 December 1946. On 4 December 1947, the first of the two prototypes took off from White Waltham airfield, and continued to build up flying time until March 1948 when it was dismantled for a thorough examination. The second prototype, basically similar to the first but with more comfortable interior furnishings befitting its role as a passenger demonstrator, was flying by the time of the next SBAC Farnborough Airshow, in September 1948. The first prototype was reassembled and, following further test flying, took part in an attempt to set a new world helicopter speed record in a straight line. On 28 June 1948, flown by test pilot Basil Arkell, the Gyrodyne made two flights in each direction over a low-altitude 2-mile-long (3.2 km) course at White Waltham, achieving 124 mph (200 km/h), enough to secure the record. A maximum airspeed of 133 mph (214 km/h) was achieved during the flight, keeping seven inches of boost in reserve in the event a rapid climb became necessary as the flight was conducted at an altitude of less than 100 ft (30 m) above the ground. An attempt was to be made in April 1949 to set a 62 mi (100 km) closed-circuit record, but two days before the date selected a poorly machined flapping link in the rotor hub failed during flight and resulted in the crash of the aircraft at Ufton, near Reading, killing the pilot, Foster H. Dixon and observer, Derek Garraway. The second Gyrodyne was grounded during the accident investigation which determined flapping hinge retaining nut failure due to poor machining as the cause. The extensively modified second prototype, renamed Jet Gyrodyne, flew in January 1954. Though retaining the name "Gyrodyne", the Jet Gyrodyne was a compound gyroplane, and did not operate on the same principle as the original aircraft. It had a two-blade rotor manually controlled with cyclic and collective pitch mechanisms that acted directly on each rotor blade and was driven by tip jets fed with air from two compressors driven by the Alvis Leonides radial engine. Pusher propellers, one mounted at the tip of each stub wing, provided yaw control through differential collective pitch and thrust for forward flight. The Jet Gyrodyne was constructed to provide rotor drive and operational data for the Fairey Rotodyne compound gyroplane. Gyrodyne Jet Gyrodyne

The Williams V-Jet II was designed and built by Burt Rutan's Scaled Composites for Williams International as a test bed and demonstrator aircraft for Williams' new FJX-1 turbofan engine. Williams International had been building small turbofan engines for cruise missile applications since the 1950s, and had successfully entered the general aviation market in the late 1980s with the FJ44 engine. In 1992, NASA initiated a program, Advanced General Aviation Transport Experiments (AGATE) to partner with manufacturers and help develop technologies that would revitalize the sagging general aviation industry. In 1996, Williams joined AGATE's General Aviation Propulsion (GAP) program to develop a fuel-efficient turbofan engine that would be even smaller than the FJ44. The result was the FJX-2 engine, which produced 550 lbf (2,400 N) thrust. Williams then contracted with Burt Rutan's Scaled Composites to design and build the V-Jet II, considered a Very Light Jet (VLJ), to use as a testbed and technology demonstrator to showcase the new engine.[2] At Scaled, the aircraft was known as the Model 271. The aircraft and engine were debuted at the 1997 Oshkosh Airshow. Scaled's test pilot Doug Shane received the Iven C. Kincheloe Award from the Society of Experimental Test Pilots for his flight test work on the plane. The V-Jet II was an all-composite structure with a forward-swept wing, a V-tail, each fin of which was mounted on the nacelle of one of the two engines. The overall design was quite reminiscent of the LearAvia Lear Fan, although much smaller. Williams had not intended to produce the aircraft, but it attracted a lot of attention, and Eclipse Aviation was founded in 1998 to further develop and produce the aircraft. The airframe was significantly redesigned as an all-metal structure sporting a T-tail, and the name Eclipse 500. The prototype flew with a pair of EJ-22 engines, a variant of the FJX-2. However, performance was not satisfactory, and the design was changed to use two Pratt & Whitney Canada PW610F engines, which had been specifically designed by Pratt for the Eclipse. The prototype and only V-Jet II aircraft was obtained by Eclipse Aviation along with the program, and was donated to the Experimental Aircraft Association AirVenture museum in Oshkosh, Wisconsin in 2001.

The SIPA S.1100 was a French twin engine observation and ground support aircraft flown in 1958. The first prototype was destroyed in a fatal crash only a few weeks after its first flight and no more were constructed. In 1958 France was in the middle of the Algerian War and felt a need for a counter-insurgency aircraft capable of observation, photography and ground support. This official programme led to three aircraft: the SIPA S.1100, the Sud Aviation SE.116 Voltigeur and, slightly later the Dassault Spirale. All three were propeller driven designs with twin engines, though the SIPA was the only one never fitted with turboprops. The SIPA SE.1100 was a mid wing cantilever monoplane. All its flying surfaces were straight tapered and square tipped; the wing carried flaps. Its 455 kW (610 hp) Pratt & Whitney R-1340 Wasp nine cylinder radial engines were mounted ahead of the wing leading edges, with cowlings which extended rearwards, both above and below the wing, nearly to the trailing edge. Its main wheels retracted backwards into the lower cowling and the tail wheel also retracted. Its crew compartment was in the extreme nose of a deepened forward fuselage, with multiple transparencies to provide good sideways and downward vision. For ground support work it was fitted with two 20 mm (0.79 in) guns. There were underwing attachment points for other armament packages. Ten SE.1100 prototypes were ordered but then cancelled before the SE.1100's first flight, flown on 24 April 1958 by Pierre Ponthus. Less than three months later, Ponthus and his colleague André Bouthonnet were killed and the aircraft destroyed when it crashed at Villacoublay during a low level demonstration. The unfinished second prototype was then abandoned.

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Boeing's troubled 787 faces yet another safety concern as a United Airlines plane was forced to make an unplanned landing after cockpit navigation screens failed. There was slight panic in the cockpit on during a flight from Los Angeles to London as both the captain's primary flight and navigation displays failed to a blank screen. While flying at an altitude of 35,000 feet in a remote region over Canada's frigid and inhospitable Hudson Bay, the plane's flight management computers entered 'a degraded mode with limited capabilities,' Transportation Safety Board of Canada reported. The report added that the commercial plane was left without lateral navigation - or LNAV - an autopilot mode that involves following a programmed flight path.

The Dale Weejet 800, or Weejet VT-1 was an early light jet intended for high-speed personal transport or primary military training. Harold Dale, an engineer at North American Aviation who had designed several homebuilt aircraft, teamed up with Edward Gagnier, a former North American engineer, to develop the Weejet. The name was registered in February 1952 and the prototype was built in 2 1/2 years. The Weejet was a two-seat side-by-side, mid-winged all-aluminum, retractable tricycle gear aircraft with a V-tail arrangement. The aircraft was powered by a 920lb thrust Continental-Turbomeca Marbore II J-69-T-15 engine. Air was fed to the engine through two triangular inlets mounted on the inboard wing roots. Fuel was carried in the leading edge of the wings, and tip tanks. The aircraft had oxygen tanks and was pressurized to 3 psi differential pressure. The seats were designed to accommodate parachutes. The rudder pedals were adjustable for different pilot heights. The first test flight was conducted by Harold Dale on 30 March 1956. The aircraft completed several spin tests, but during one test the canopy opened and the aircraft went into an inverted spin. The pilot bailed out safely and the prototype crashed after performing an unmanned inverted loop. It was later found that the trim tab was set to full nose-down attitude during the test. A scheduled demonstration of the aircraft for the U.S. Navy was canceled. No other Weejets were produced.

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The Portsmouth Aerocar was a British light utility aircraft design of the late 1940s. It was intended to be an aircraft that could be used for a variety of tasks including transport "mobile office" but only one prototype was built being scrapped in 1950. The Aerocar was a high-wing monoplane with gondola fuselage and twin-boom tailplane and tricycle undercarriage. The cabin could hold five passengers in addition to the pilot. Four doors were fitted to the cabin. The manufacturer claimed that as well as taking off in 160 yards on (dry) grass, it could climb on one engine at full load at 230 ft/min (70 m/min). It was of composite construction; fabric-covered wooden wings, tail booms and tail fitted to a metal fuselage but the production model would have been all-metal. Clamshell doors at the rear of the fuselage were advertised. Construction of both a Major and Minor variants was started but the company decided that the Minor would not have enough power and construction was abandoned. The Major prototype was completed and started taxying trials at Portsmouth on 18 June 1947, Frank Luxmoore was pleased with the trials so he undertook the maiden flight the same day. It was exhibited at the Society of British Aircraft Constructors airshow but funding for the development of the Aerocar was dependent on an agreement for licence manufacture in India. With the uncertainty arising from the partition of India in 1947, this became unlikely and Portsmouth Aviation was unable to continue with development. With Lionel Balfour, the driving force behind the Aerocar, no longer part of the company the Aerocar was stored until scrapped.

The Mil Mi-20 was a small, multipurpose helicopter developed in the mid-1960s to replace the Mil Mi-1. It was designed for transport, cargo, agricultural, training, and light combat roles. Equipped with Falanga or Malyutka missiles or UB-16-57 rocket pods in its gunship configuration, the Mi-20 failed to gain traction and was cancelled after the second prototype.

That has been suggested before, but the next para in the copied article said: Claims that the photo was actually retouched have since been invalidated, but in the absence of any other piece of evidence, it is hard to know whether Dixon's helicopter was as successful as he hoped. Still, the "Flying Ginny" must have been good enough since it made an impression on the Twin Coach Company of Kent, Ohio, previously known only as builders of motor buses, who hired Dixon and his machine and asked him to improve on it. For more information, Dixon helicopter photo was accurate - The Andalusia Star-News | The Andalusia Star-News WWW.ANDALUSIASTARNEWS.COM In November, I wrote an article for publication in the Star-News. The article was about Jesse Dixon and his helicopter. The article included a photograph of Jesse at the controls of his helicopter and airborne. I...

Flying Ginny Jess Dixon of Andalusia, Alabama (1886-1963), was a man continuously investigating mechanical or experimental fields, and he tinkered with almost anything mechanical. Even before receiving any formal flight training, he constructed and flew a glider of his own design that was flown successfully from Dixon airport. Tired of being tied up in traffic jams, he then devoted his efforts in 1936 to the development of a unique flying machine, a combination of automobile, helicopter, autogiro, and motorcycle. Dixon spent a lot of his spare time at the local airport with some of the early pilots and worked on gliders as well as his helicopter project. He did make a considerable contribution to the development of the machine and sought a patent on some of the apparatus that controlled the pitch of the blades. He then built a framework to hold a motor and provide a seat for the pilot. The “Flying Ginny,” as Dixon liked to call it, was designed to allow for the transfer of engine power from the rotor blades to the wheels, which enabled its operation on surface roads. For flight and hover, it had two large lifting rotors in a single head, revolving in opposite directions, with cyclic and collective pitch control. Foot pedals actuated a hinged vane on the tail, counting on rotor downwash for yaw control. The undesignated machine could fly forward, backward or straight up, or hover in the air. It could run on road or fly across country. Although Dixon himself called it a "helicopter", it was just as much an automobile, and even required automobile license plates. Powered by a 40 h.p. air-cooled angine, the Dixon helicopter could reach speeds to 100 m.p.h. and was supposedly test-flown in 1940-41. However, only one photograph of the type is known to exist, and although it appears that the machine is actually flying in that picture, no records have survived of the test flights. At times, Dixon would take ropes and tie the machine to the ground and the overhead blades would actually lift the machine. Initially, he had a big tail that was not enough to handle that torque, and that eventually brought about the tail fin motor.

The Martin Marietta X-24 is an American experimental aircraft developed from a joint United States Air Force-NASA program named PILOT (1963–1975). It was designed and built to test lifting body concepts, experimenting with the concept of unpowered reentry and landing, later used by the Space Shuttle. Originally built as the X-24A, the aircraft was later rebuilt as the X-24B. The X-24 was drop launched from a modified B-52 Stratofortress at high altitudes before igniting its rocket engine; after expending its rocket fuel, the pilot would glide the X-24 to an unpowered landing. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Armstrong Flight Research Center) in a joint program with the U.S. Air Force at Edwards Air Force Base in California from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies’ aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. The X-24 (Model SV-5P) was built by Martin Marietta and flown from Edwards AFB, California. The X-24A was the fourth lifting body design to fly; it followed the NASA M2-F1 in 1964, the Northrop HL-10 in (1966), the Northrop M2-F2 in 1966 and preceded the Northrop M2-F3 (1970). The X-24A was a fat, short teardrop shape with vertical fins for control. It made its first, unpowered, glide flight on April 17, 1969 with Air Force Maj. Jerauld R. Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The craft was taken to around 45,000 feet (13.7 km) by a modified B-52 and then drop launched, then either glided down or used its rocket engine to ascend to higher altitudes before gliding down. The X-24A was flown 28 times at speeds up to 1,036 mph (1,667 km/h) and altitudes up to 71,400 feet (21.8 km). X-24B The X-24B's design evolved from a family of potential reentry shapes, each with higher lift-to-drag ratios, proposed by the Air Force Flight Dynamics Laboratory. To reduce the costs of constructing a research vehicle, the Air Force returned the X-24A to the Martin Marietta Corporation (as Martin Aircraft Company became after a merger) for modifications that converted its bulbous shape into one resembling a "flying flatiron"—rounded top, flat bottom, and a double delta planform that ended in a pointed nose. John Manke was the first to fly the X-24B, a glide flight on 1 August 1973. He was also the pilot on the first powered mission 15 November 1973. The X-24A was modified into the more stable X-24B with an entirely different shape in 1972. The bulbous shape of the X-24A was converted into a "flying flatiron" shape with a rounded top, flat bottom, and double delta planform that ended in a pointed nose. It was the basis for the Martin SV-5J. The X-24A shape was later borrowed for the X-38 Crew Return Vehicle (CRV) technology demonstrator for the International Space Station. X-24C There were a variety of "X-24C" proposals floated between 1972 and 1978. Perhaps the most notable was a Lockheed Skunk Works design, the L-301, which was to use scramjets to reach a top speed of Mach 8. X-24B

Martin SV-5J After learning about a remark by Chuck Yeager that he would like to have some jet-powered lifting bodies for training purposes, Martin designed and built, on their own initiative, two examples of the SV-5J. The SV-5J was a jet-powered version of the rocket-powered X-24A. The SV-5J had identical dimensions to the X-24A, but was powered by a single Pratt & Whitney J60-PW-1 jet engine of 1360 kgf, in place of the X-24A's Reaction Motors XLR-11-RM-13 rocket engine. Martin also manufactured a full-scale, unflyable, mock-up of the SV-5J. (Confusion over number built may be due to the mock-up being included in the production list.) Martin were unable to convince Milt Thompson to fly the SV-5J, even after offering a $20,000 bonus. Both examples remained unflown. As the original X-24A was converted to X-24B, one of the SV-5Js eventually was converted to represent the X-24A, for display at the National Museum of the United States Air Force, Wright-Patterson AFB, Ohio, beside the original X-24B.

The Beardmore Inflexible, also known as the Rohrbach Ro VI, was a three-engined all-metal prototype transport aircraft built by William Beardmore and Company at Dalmuir, Scotland. William Beardmore and Company had acquired a licence for the use of the Rohrbach principle for stressed-skin construction. Using these principles and drawings supplied by Rohrbach for the RoVI, the Beardmore company built a massive all-metal three-engined transport, the Beardmore Inflexible. The aircraft was built in sections at Dalmuir between 1925 and 1927 which were shipped by sea to Felixstowe and from there delivered by road to the Aeroplane & Armament Experimental Establishment (A&AEE) at Martlesham Heath Airfield where it first flew on 5 March 1928. It appeared at the Hendon RAF Display later in the year. The aircraft was structurally advanced for its time and had good flying qualities. It was also a very large aircraft for the time, having a wingspan of 157 ft (48 m) - around 16 ft (4.9 m) greater than the Boeing B-29 Superfortress heavy bomber of World War II. However, with an all up weight of 37,000 lb (17,000 kg) it was underpowered and, with no interest forthcoming from the RAF for a production contract, the aircraft was dismantled at Martlesham Heath in 1930. It was then examined for the effects of corrosion on light-alloy stressed skin structures. One of the aircraft's wheels survives, and is on exhibit in the Science Museum, London.

The Piper PA-35 Pocono was an American 16/18 seat commuter airliner developed by Piper in the late 1960s. Only one aircraft was built and the design was not developed. Piper started the design work in 1965 for a twin-engined piston non-pressurized commuter airliner and the prototype first flew on 13 May 1968. It was a low-wing monoplane that was intended to be powered by two 475 hp (354 kW) Lycoming TIO-720-B1A piston engines then under development. It was planned that the aircraft would be built at the new factory at Lakeland Municipal Airport in Florida. Due to problems during development the tail area was increased, the fuselage stretched and the engines uprated to 520 hp (388 kW) variants. Development was stopped in 1969 initially to let the company develop other aircraft, but the halt was also influenced by the lack of a suitable engine and a number of third-level airline operators in the United States going out of business. In 1970 the company proposed a four-engined and a turboprop version, but they were not developed. In about 1978 a cooperation program between Piper and WSK Mielec (Poland) was planned. As part of this one fuselage with wings was transported from Florida to Poland and a team of designers was assembled at the R&D Center in Mielec. The program was named M-19, with designer Tadeusz Widełka as the team leader. The program was abandoned when the An-28 program was launched in Mielec and the PA-35 fuselage was moved to the Technical University in Rzeszów. Later, probably in 1994, the aircraft was moved to the city of Widełka.

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