Boeing 747 Forward Fuselage | National Air and Space Museum

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Spad XIII "Smith IV"

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the cockpit of the Spad XIII "Smith IV."
Beechcraft 35 Bonanza

The classic Beechcraft Bonanza was introduced in 1947 and is still built today by Raytheon Aircraft. The four-place aircraft sported all-metal construction and retractable landing gear. On March 7-8, 1949, William P. Odom set a light-plane, nonstop distance record from Honolulu, Hawaii, to Teterboro, New Jersey.
Beechcraft 35 Bonanza V-tail

The classic Beechcraft Bonanza was introduced in 1947 and is still built today by Raytheon Aircraft. The four-place aircraft sported all-metal construction and retractable landing gear. On March 7-8, 1949, William P. Odom set a light-plane, nonstop distance record from Honolulu, Hawaii, to Teterboro, New Jersey. Highlighted in this image is the V-tail of the Beechcraft 35 Bonanza.
Douglas DC-3

The Douglas DC-3 was one of the most successful airliners in history. The aircraft's efficiency, speed, and safety popularized air travel. It was the first airliner able to profit only from carrying passengers. Highlight in this image are the propellers and engines of a Douglas DC-3 that flew more than 56,700 hours with Eastern Air Lines. Its last commercial flight was on October 12, 1952, when it flew from San Salvador to Miami.
Douglas DC-3

The Douglas DC-3 was one of the most successful airliners in history. The aircraft's efficiency, speed, and safety popularized air travel. It was the first airliner able to profit only from carrying passengers. Highlight in this image is the cockpit of a Douglas DC-3 that flew more than 56,700 hours with Eastern Air Lines. Its last commercial flight was on October 12, 1952, when it flew from San Salvador to Miami.
Douglas DC-3

The Douglas DC-3 was one of the most successful airliners in history. The aircraft's efficiency, speed, and safety popularized air travel. It was the first airliner able to profit only from carrying passengers. Highlight in this image are the propeller and fuselage of a Douglas DC-3 that flew more for Eastern Air Lines. Its last commercial flight was on October 12, 1952, when it flew from San Salvador to Miami.
Douglas DC-3

The Douglas DC-3 was one of the most successful airliners in history. The aircraft's efficiency, speed, and safety popularized air travel. It was the first airliner able to profit only from carrying passengers. Highlight in this image is the vertical stabilizer of a Douglas DC-3 that flew more for Eastern Air Lines. Its last commercial flight was on October 12, 1952, when it flew from San Salvador to Miami.
Wittman Special 20 "Buster" Propeller

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls. Highlighted in this image are the engine and propellers of the Wittman Special 20.
Wittman Special 20 "Buster" Propeller

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls. Highlighted in this image is the propeller of the Wittman Special 20.
Wittman Special 20 "Buster" Landing Gear

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls. Highlighted in this image is the landing gear of the Wittman Special 20.
Wittman Special 20 "Buster" Detail

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls. Painted on the engine of the Wittman Special 20 are the words ?buster by S.J. Wittman Oshkosh, WIS.?
Wittman Special 20 "Buster" Wing

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls. Highlighted in this image is the wings of the Wittman Special 20.
Wittman Special 20 "Buster" Wing and Tire

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls. Painted on a wing of the Wittman Special 20 is the number twenty.
Wittman Special 20 "Buster" Fuselage

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls. Highlighted in this image is the Fuselage of the Wittman Special 20.
Wittman Special 20 "Buster" Rudder and Vertical stabilizer

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls. Highlighted in this image is the rudder and vertical stabilizer of the Wittman Special 20.
McDonnell FH-1 Phantom I Tailhook

The McDonnell FH-1 Phantom was the first U.S. jet aircraft to take off from and land on an aircraft carrier, and subsequently it became the first U.S. jet fighter in operational service with both the Navy and Marine Corps. Its development during World War II was a major technological achievement that played a significant role in transforming U.S. aircraft at sea from piston power to jet propulsion. Highlighted in this image is the tailhook of the McDonnell FH-1 Phantom.
McDonnell FH-1 Phantom I Engines

The McDonnell FH-1 Phantom was the first U.S. jet aircraft to take off from and land on an aircraft carrier, and subsequently it became the first U.S. jet fighter in operational service with both the Navy and Marine Corps. Its development during World War II was a major technological achievement that played a significant role in transforming U.S. aircraft at sea from piston power to jet propulsion. Highlighted in this image are the engines of the McDonnell FH-1 Phantom.
McDonnell FH-1 Phantom I Vertical Stabilizer and Horizontal Stabilizer

The McDonnell FH-1 Phantom was the first U.S. jet aircraft to take off from and land on an aircraft carrier, and subsequently it became the first U.S. jet fighter in operational service with both the Navy and Marine Corps. Its development during World War II was a major technological achievement that played a significant role in transforming U.S. aircraft at sea from piston power to jet propulsion. Highlighted in this image are the vertical stabilizer and horizontal stabilizer of the McDonnell FH-1 Phantom.
McDonnell FH-1 Phantom I Cockpit

The McDonnell FH-1 Phantom was the first U.S. jet aircraft to take off from and land on an aircraft carrier, and subsequently it became the first U.S. jet fighter in operational service with both the Navy and Marine Corps. Its development during World War II was a major technological achievement that played a significant role in transforming U.S. aircraft at sea from piston power to jet propulsion. Highlighted in this image is the cockpit of the McDonnell FH-1 Phantom.
McDonnell FH-1 Phantom I Wing

The McDonnell FH-1 Phantom was the first U.S. jet aircraft to take off from and land on an aircraft carrier, and subsequently it became the first U.S. jet fighter in operational service with both the Navy and Marine Corps. Its development during World War II was a major technological achievement that played a significant role in transforming U.S. aircraft at sea from piston power to jet propulsion. Highlighted in this image is a wing of the McDonnell FH-1 Phantom.
Douglas D-558-2

Piloted by A. Scott Crossfield, on November 20, 1953, the Douglas D-558-2 Skyrocket became the first aircraft to fly faster than Mach 2, twice the speed of sound. Air-launched from a U.S. Navy Boeing P2B-1S (B-29) the swept-wing, rocket-powered D-558-2 reached Mach 2.005 in a shallow dive at 18,898 meters (62,000 feet).
Douglas D-558-2 Exhaust Nozzle.

Piloted by A. Scott Crossfield, on November 20, 1953, the Douglas D-558-2 Skyrocket became the first aircraft to fly faster than Mach 2, twice the speed of sound. Air-launched from a U.S. Navy Boeing P2B-1S (B-29) the swept-wing, rocket-powered D-558-2 reached Mach 2.005 in a shallow dive at 18,898 meters (62,000 feet). Highlighted in this images is the exhaust nozzle of the Douglas D-558-2.
Douglas D-558-2 Horizontal Stabilizer and Vertical Stabilizer

Piloted by A. Scott Crossfield, on November 20, 1953, the Douglas D-558-2 Skyrocket became the first aircraft to fly faster than Mach 2, twice the speed of sound. Air-launched from a U.S. Navy Boeing P2B-1S (B-29) the swept-wing, rocket-powered D-558-2 reached Mach 2.005 in a shallow dive at 18,898 meters (62,000 feet). Highlighted in this images is the horizontal stabilizer and vertical stabilizer of the Douglas D-558-2.
Douglas D-558-2 Horizontal Stabilizer and Vertical Stabilizer

Piloted by A. Scott Crossfield, on November 20, 1953, the Douglas D-558-2 Skyrocket became the first aircraft to fly faster than Mach 2, twice the speed of sound. Air-launched from a U.S. Navy Boeing P2B-1S (B-29) the swept-wing, rocket-powered D-558-2 reached Mach 2.005 in a shallow dive at 18,898 meters (62,000 feet). Highlighted in this images is the horizontal stabilizer and vertical stabilizer of the Douglas D-558-2.
Douglas D-558-2 Engine Exhaust

Piloted by A. Scott Crossfield, on November 20, 1953, the Douglas D-558-2 Skyrocket became the first aircraft to fly faster than Mach 2, twice the speed of sound. Air-launched from a U.S. Navy Boeing P2B-1S (B-29) the swept-wing, rocket-powered D-558-2 reached Mach 2.005 in a shallow dive at 18,898 meters (62,000 feet). Highlighted in this images is the engine exhaust of the Douglas D-558-2.
Douglas D-558-2 Wing and Fuselage

Piloted by A. Scott Crossfield, on November 20, 1953, the Douglas D-558-2 Skyrocket became the first aircraft to fly faster than Mach 2, twice the speed of sound. Air-launched from a U.S. Navy Boeing P2B-1S (B-29) the swept-wing, rocket-powered D-558-2 reached Mach 2.005 in a shallow dive at 18,898 meters (62,000 feet). Highlighted in this images is the wing and fuselage of the Douglas D-558-2.
Douglas SBD-6 Dauntless

The Douglas SBD Dauntless on display in the Sea-Air Operations exhibition.
Rescue label and Nose of the North American x-15

The North American X-15 rocket-powered research aircraft bridged the gap between manned flight within the atmosphere and manned flight beyond the atmosphere into space. After completing its initial test flights in 1959, the X-15 became the first winged aircraft to attain velocities of Mach 4, 5, and 6. Highlighted in this image is rescue label and nose of the North American x-15.
Label for the Hydrogen Release Vent on the North American X-15

The North American X-15 rocket-powered research aircraft bridged the gap between manned flight within the atmosphere and manned flight beyond the atmosphere into space. After completing its initial test flights in 1959, the X-15 became the first winged aircraft to attain velocities of Mach 4, 5, and 6. Highlighted in this image is Label for the Hydrogen Release Vent on the North American x-15.
Hughes H-1 Racer

The Hughes H-1 racer, designed by Howard Hughes and Richard Palmer and built by Glenn Odekirk, was developed to be the fastest landplane in the world. On September 13, 1935, Hughes achieved this design goal by flying the H-1 to a new world speed record of 567 kilometers (352 miles) per hour at Santa Ana, California. Highlighted in this image are the propellers and engine of the Hughes H-1 racer.
Ranger Spacecraft Cameras

Built between 1961 through 1965, the Ranger spacecraft were designed to give scientists their first detailed closeup images of the lunar surface. The spacecraft were built to crash into its surface, collecting images as they approached. After six failed attempts, Rangers 7, 8, and 9 successfully completed their 65-hour journeys to the Moon. Highlighted in this image are the cameras on the Ranger spacecraft.
Cameras on Ranger Spacecraft

Built between 1961 through 1965, the Ranger spacecraft were designed to give scientists their first detailed closeup images of the lunar surface. The spacecraft were built to crash into its surface, collecting images as they approached. After six failed attempts, Rangers 7, 8, and 9 successfully completed their 65-hour journeys to the Moon. Highlighted in this image are the cameras on the Ranger spacecraft.
Beechcraft C17L Staggerwing Vertical Stabilizer

The Beechcraft C17L Staggerwing was the first aircraft produced by the new Beech Aircraft Company of Wichita, Kansas. It was a gamble for President Walter Beech and Vice-president Ted Wells who was chief designer of the aircraft. Produced during the depths of the Great Depression, this expensive aircraft was designed as a high-speed, comfortable business airplane. The gamble was successful with 781 Beech 17s produced in eight different series. The aircraft was technologically advanced for its time, and the negative staggered wing arrangement, which improved the pilot's visibility from the aircraft and the airplane's gentle stall characteristics, also contributed to the design's classic beauty. Highlighted in this image is the vertical stabilizer of the Beechcraft C17L Staggerwing.
Mariner 10

Mariner 10 was the seventh successful launch in the Mariner series and the first spacecraft to use the gravitational pull of one planet (Venus) to reach another (Mercury). It was also the first probe to visit two planets. Launched on November 3, 1973, it reached Venus on February 5, 1974. Using a gravity assist from this planet, Mariner 10 first crossed the orbit of Mercury on March 29, 1974 and did so a second time on September 21, 1974. A third and last Mercury encounter took place on March 16, 1975. It measured the environments of both Venus and Mercury.
Model of USS Enterprise Aircraft Carrier

In 1982, the Museum acquired this 11-foot model of the aircraft carrier USS Enterprise. It was built and donated by Stephen Henninger, who spent about 1,000 hours a year for 12 years to construct the 1:100 scale ship. Highlighted in this image are aircraft models and the hangar.
Model of USS Enterprise Aircraft Carrier

In 1982, the Museum acquired this 11-foot model of the aircraft carrier USS Enterprise. It was built and donated by Stephen Henninger, who spent about 1,000 hours a year for 12 years to construct the 1:100 scale ship. Highlighted in this image are the stabilizers of an airplane inside the hangar.
Model of USS Enterprise Aircraft Carrier

In 1982, the Museum acquired this 11-foot model of the aircraft carrier USS Enterprise. It was built and donated by Stephen Henninger, who spent about 1,000 hours a year for 12 years to construct the 1:100 scale ship. Highlighted in this image are the airplane catapults, the flight deck, and the island.
Model of USS Enterprise Aircraft Carrier

In 1982, the Museum acquired this 11-foot model of the aircraft carrier USS Enterprise. It was built and donated by Stephen Henninger, who spent about 1,000 hours a year for 12 years to construct the 1:100 scale ship. Highlighted in this image are the airplane catapults, the flight deck, and the island.
Model of USS Enterprise Aircraft Carrier

In 1982, the Museum acquired this 11-foot model of the aircraft carrier USS Enterprise. It was built and donated by Stephen Henninger, who spent about 1,000 hours a year for 12 years to construct the 1:100 scale ship. Highlighted in this image are airplanes, the flight deck, and the island.
Model of USS Enterprise Aircraft Carrier

In 1982, the Museum acquired this 11-foot model of the aircraft carrier USS Enterprise. It was built and donated by Stephen Henninger, who spent about 1,000 hours a year for 12 years to construct the 1:100 scale ship. Highlighted in this image are airplanes, the airplane catapults, the flight deck, and the island.
Model of USS Enterprise Aircraft Carrier

In 1982, the Museum acquired this 11-foot model of the aircraft carrier USS Enterprise. It was built and donated by Stephen Henninger, who spent about 1,000 hours a year for 12 years to construct the 1:100 scale ship. Highlighted in this image are airplanes, airplanes catapults, the flight deck, and the island.
Model, 1:5, Hubble Space Telescope

This a 1:5 scale model of the support systems module of the Hubble Space Telescope. It was fabricated by the Lockheed Missile and Space Company, the contractor responsible for building the flight spacecraft. The model depicts the exterior shell of the spacecraft as well as the exterior assemblies required for its operation. Prominent features on the model include the sun shield/aperture door and the two wing-like solar arrays which flank the main tubular assembly.
Hubble Space Telescope 1:5 Model Solar Arrays

This a 1:5 scale model of the support systems module of the Hubble Space Telescope. It was fabricated by the Lockheed Missile and Space Company, the contractor responsible for building the flight spacecraft. The model depicts the exterior shell of the spacecraft as well as the exterior assemblies required for its operation. Prominent features on the model include the light shield/aperture door and the two wing-like solar arrays which flank the main tubular assembly. This is one of four scale models of the HST in the NASM collection (see also Catalogue No. 19810041000, 19830232000). The model was donated to NASM by the Lockheed Company in August 1983 for display in the Stars Gallery until October 1997. It is now on display in the Explore the Universe gallery. Highlighted in this image are the solar arrays of the Hubble Space Telescope 1:5 Model.
Hubble Space Telescope 1:5 Model High Gain Antenna

This a 1:5 scale model of the support systems module of the Hubble Space Telescope. It was fabricated by the Lockheed Missile and Space Company, the contractor responsible for building the flight spacecraft. The model depicts the exterior shell of the spacecraft as well as the exterior assemblies required for its operation. Prominent features on the model include the light shield/aperture door and the two wing-like solar arrays which flank the main tubular assembly. This is one of four scale models of the HST in the NASM collection (see also Catalogue #s 19810041000, 19830232000). The model was donated to NASM by the Lockheed Company in August 1983 for display in the Stars Gallery until October 1997. It is now on display in the Explore the Universe gallery. Highlighted in this image are the high gain antenna of the Hubble Space Telescope 1:5 Model.
Extra 260

The Extra 260 is a one-of-a kind aircraft created by Walter Extra. This hand-built aircraft, first flown in 1986, is recognized for its beauty, high performance, and maneuverability. It can roll at the rate of 360 degrees per second and climb vertically at 1,200 meters (4,000 feet) per minute. Patty Wagstaff became the first woman to win the U.S. National Aerobatic Championship with this aircraft in 1991, and again in 1992. Highlighted in this image is the fuselage. Painted in black, blue, and red is BF Goodrich Aerospace and Jet Electronics and Technology, Inc.
Extra 260

The Extra 260 is a one-of-a kind aircraft created by Walter Extra. This hand-built aircraft, first flown in 1986, is recognized for its beauty, high performance, and maneuverability. It can roll at the rate of 360 degrees per second and climb vertically at 1,200 meters (4,000 feet) per minute. Patty Wagstaff became the first woman to win the U.S. National Aerobatic Championship with this aircraft in 1991, and again in 1992. Highlighted in this image is the cockpit and sponsor logos. Sponsors of Patty Wagstaff include Aircraft Spruce & Specialty Co, U.S. Aerobatic Team, BF Goodrich Aerospace, Jet Electronics and Technology Inc, and Shell.
Clement V-2 Engine

Type: Reciprocating, 2 cylinders, air-cooled Power rating: 2.237 kW (3 hp) at 1,000 rpm Displacement: 0.36 L (21.8 cu in) Bore and Stroke: 5.72cm (2.25 in.) x 6.99 cm (2.75 in.) Weight: 12.0 kg (26.4 lb)
1909 Wright Military Flyer Propeller

The 1909 Wright Military Flyer is the world's first military airplane. In 1908, the U.S. Army Signal Corps sought competitive bids for a two-seat observation aircraft. Winning designs had to meet a number specified performance standards. Flight trials with the Wrights' entry began at Fort Myer, Virginia, on September 3, 1908. After several days of successful flights, tragedy occurred on September 17, when Orville Wright crashed with Lt. Thomas E. Selfridge, the Army's observer, as his passenger. Orville survived with severe injuries, but Selfridge was killed, becoming the first fatality in a powered airplane. Highlighted in this image is the propeller of the 1909 Wright Military Flyer.
1909 Wright Military Flyer Tail

The 1909 Wright Military Flyer is the world's first military airplane. In 1908, the U.S. Army Signal Corps sought competitive bids for a two-seat observation aircraft. Winning designs had to meet a number specified performance standards. Flight trials with the Wrights' entry began at Fort Myer, Virginia, on September 3, 1908. After several days of successful flights, tragedy occurred on September 17, when Orville Wright crashed with Lt. Thomas E. Selfridge, the Army's observer, as his passenger. Orville survived with severe injuries, but Selfridge was killed, becoming the first fatality in a powered airplane. Highlighted in this image is the tail of the 1909 Wright Military Flyer.
1909 Wright Military Flyer

The 1909 Wright Military Flyer is the world's first military airplane. In 1908, the U.S. Army Signal Corps sought competitive bids for a two-seat observation aircraft. Winning designs had to meet a number specified performance standards. Flight trials with the Wrights' entry began at Fort Myer, Virginia, on September 3, 1908. After several days of successful flights, tragedy occurred on September 17, when Orville Wright crashed with Lt. Thomas E. Selfridge, the Army's observer, as his passenger. Orville survived with severe injuries, but Selfridge was killed, becoming the first fatality in a powered airplane.
1909 Wright Military Flyer Elevators

The 1909 Wright Military Flyer is the world's first military airplane. In 1908, the U.S. Army Signal Corps sought competitive bids for a two-seat observation aircraft. Winning designs had to meet a number specified performance standards. Flight trials with the Wrights' entry began at Fort Myer, Virginia, on September 3, 1908. After several days of successful flights, tragedy occurred on September 17, when Orville Wright crashed with Lt. Thomas E. Selfridge, the Army's observer, as his passenger. Orville survived with severe injuries, but Selfridge was killed, becoming the first fatality in a powered airplane. Highlighted in this image is the canvas-covered tail of the 1909 Wright Military Flyer.
1909 Wright Military Flyer Seat

The 1909 Wright Military Flyer is the world's first military airplane. In 1908, the U.S. Army Signal Corps sought competitive bids for a two-seat observation aircraft. Winning designs had to meet a number specified performance standards. Flight trials with the Wrights' entry began at Fort Myer, Virginia, on September 3, 1908. After several days of successful flights, tragedy occurred on September 17, when Orville Wright crashed with Lt. Thomas E. Selfridge, the Army's observer, as his passenger. Orville survived with severe injuries, but Selfridge was killed, becoming the first fatality in a powered airplane. Highlighted in this image is the cockpit of the 1909 Wright Military Flyer.
Adams-Farwell Rotary 5 Engine

As a result of its light weight, this five cylinder engine was selected by Emile Berliner, an inventor possibly better known in the acoustics field, to drive a helicopter's vertical shaft in a 1908 "test rig." It was reported by the New York Times on July 1, 1909 that a helicopter jointly designed by Berliner and J. Newton Williams, using two of these engines, successfully lifted a few feet off the ground in the last week of June 1909 with Williams aboard.
Adams-Farwell Rotary 5 Engine

As a result of its light weight, this five cylinder engine was selected by Emile Berliner, an inventor possibly better known in the acoustics field, to drive a helicopter's vertical shaft in a 1908 "test rig." It was reported by the New York Times on July 1, 1909 that a helicopter jointly designed by Berliner and J. Newton Williams, using two of these engines, successfully lifted a few feet off the ground in the last week of June 1909 with Williams aboard.
Adams-Farwell Rotary 5 Engine

As a result of its light weight, this five cylinder engine was selected by Emile Berliner, an inventor possibly better known in the acoustics field, to drive a helicopter's vertical shaft in a 1908 "test rig." It was reported by the New York Times on July 1, 1909 that a helicopter jointly designed by Berliner and J. Newton Williams, using two of these engines, successfully lifted a few feet off the ground in the last week of June 1909 with Williams aboard. Highlighted in this image are the induction tracts of the Adams-Farwell Rotary 5 Engine.
Adams-Farwell Rotary 5 Engine

As a result of its light weight, this five cylinder engine was selected by Emile Berliner, an inventor possibly better known in the acoustics field, to drive a helicopter's vertical shaft in a 1908 "test rig." It was reported by the New York Times on July 1, 1909 that a helicopter jointly designed by Berliner and J. Newton Williams, using two of these engines, successfully lifted a few feet off the ground in the last week of June 1909 with Williams aboard. Highlighted in this image is a gear of the Adams-Farwell Rotary 5 Engine.
Adams-Farwell Rotary 5 Engine

As a result of its light weight, this five cylinder engine was selected by Emile Berliner, an inventor possibly better known in the acoustics field, to drive a helicopter's vertical shaft in a 1908 "test rig." It was reported by the New York Times on July 1, 1909 that a helicopter jointly designed by Berliner and J. Newton Williams, using two of these engines, successfully lifted a few feet off the ground in the last week of June 1909 with Williams aboard.
Voisin Type 8

In November 1916, The Voisin Type 8 entered service as a French night bomber. To operate at night, the aircraft was equipped with internal bomb racks, cockpit lights, and provisions for landing lights. The Type 8 was intended to be powered by a 300-horsepower Hispano-Suiza engine. The Hispanso-Suizas?s engine was not available in sufficient numbers and a 220-horsepower Peugeot 8 Aa engine was used. To accommodate the bulkier and heavier Peugeot engine, the Type 8 required an enlarged and strengthened fuselage, and greater wingspan. It was fitted with either a single machine gun or a 37 mm cannon. Highlighted in the images are the landing gear of the Voisin Type 8 and the tail of the Pfalz D.XII.
Voisin Type 8

In November 1916, The Voisin Type 8 entered service as a French night bomber. To operate at night, the aircraft was equipped with internal bomb racks, cockpit lights, and provisions for landing lights. The Type 8 was intended to be powered by a 300-horsepower Hispano-Suiza engine. The Hispanso-Suizas?s engine was not available in sufficient numbers and a 220-horsepower Peugeot 8 Aa engine was used. To accommodate the bulkier and heavier Peugeot engine, the Type 8 required an enlarged and strengthened fuselage, and greater wingspan. It was fitted with either a single machine gun or a 37 mm cannon. Highlighted in this image is the landing gear of the Voisin Type 8.
Voisin Type 8

In November 1916, The Voisin Type 8 entered service as a French night bomber. To operate at night, the aircraft was equipped with internal bomb racks, cockpit lights, and provisions for landing lights. The Type 8 was intended to be powered by a 300-horsepower Hispano-Suiza engine. The Hispanso-Suizas?s engine was not available in sufficient numbers and a 220-horsepower Peugeot 8 Aa engine was used. To accommodate the bulkier and heavier Peugeot engine, the Type 8 required an enlarged and strengthened fuselage, and greater wingspan. It was fitted with either a single machine gun or a 37 mm cannon. Highlighted in this image is the landing gear of the Voisin Type 8.
De Havilland DH-4

The 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." Highlighted in this image are a vertical stabilizer and tail of the De Havilland DH-4.
De Havilland DH-4

The 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." Highlighted in this image is a wing of the De Havilland DH-4.
De Havilland DH-4

The 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." Highlighted in this image is a wing of the De Havilland DH-4.
De Havilland DH-4

The 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." Highlighted in this image is a wing of the De Havilland DH-4.
De Havilland DH-4

The 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." Highlighted in this image is the landing gear of the De Havilland DH-4.
De Havilland DH-4

The 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." Highlighted in this image are the cockpit and propellers of the De Havilland DH-4.
De Havilland DH-4

The 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."
Spad XIII "Smith IV"

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war.
Spad XIII "Smith IV"

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the cockpit andd engine of the Spad XIII "Smith IV."
Spad XIII "Smith IV"

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the tail and rudder of the Spad XIII.
Spad XIII "Smith IV"

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the fuselage of the Spad XIII "Smith IV."
Spad XIII "Smith IV" Propellers

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image are the propellers of the Spad XIII "Smith IV."
Spad XIII "Smith IV" Landing Gear

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the landing gear of the Spad XIII "Smith IV."
Spad XIII "Smith IV" Gun Sight

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the gun sight of the Spad XIII.
Spad XIII "Smith IV" Fuselage

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the fuselage of the Spad XIII.
Spad XIII "Smith IV"

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the cockpit of the Spad XIII.
Spad XIII "Smith IV"

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war.
Spad XIII "Smith IV" Wing

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the wing of the Spad XIII.
Spad XIII "Smith IV"

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war. Highlighted in this image is the fuselage of the Spad XIII.
Spad XIII "Smith IV" Handle

The fast and rugged Spad XIII was among the most successful fighters of World War I, in a class with the legendary Fokker D.VII and Sopwith Camel. The aircraft was particularly noted for its robust construction and its ability to dive at high speed, features that made it one of the best dog-fighting airplanes of the war.
Fokker D.VII

In response to the loss of air superiority in late 1917, the Germans organized a competition for new fighter designs held in January 1918. The in-line engine winner was the Fokker D.VII. The D.VII's unique ability to seemingly "hang on its propeller," and fire into the unprotected underside of enemy aircraft made it a highly feared combat opponent.
Fokker D.VII
Curtiss R3C-2

On Oct. 26, 1925, U.S. Army Lt. James H. Doolittle flew the Curtiss R3C-2 to victory in the Schneider Trophy Race with an average speed of 374 km/h (232.17 mph). The next day he flew the R3C-2 over a straight course at a world-record speed of 395 km/h (245.7 mph).
Curtiss D-III Headless Pusher

In 1911, Curtiss continued the evolution of the pusher design with the development of the D-II (the Golden Flyer was considered the Model D) and the D-III, to which a second set of elevators were added to the rear in place of the fixed horizontal stabilizer. The Curtiss D-III Headless Pusher resulted from an accident incurred by noted exhibition pilot, Lincoln Beachey. While flying in a competition with a standard Curtiss D-III, Beachey hit a fence upon landing and destroyed the front elevator. Rather than drop out, Beachey continued to fly without the front elevator control and found that the aircraft performed better than before.
Curtiss D-III Headless Pusher Wheel Frame

In 1911, Curtiss continued the evolution of the pusher design with the development of the D-II (the Golden Flyer was considered the Model D) and the D-III, to which a second set of elevators were added to the rear in place of the fixed horizontal stabilizer. The Curtiss D-III Headless Pusher resulted from an accident incurred by noted exhibition pilot, Lincoln Beachey. While flying in a competition with a standard Curtiss D-III, Beachey hit a fence upon landing and destroyed the front elevator. Rather than drop out, Beachey continued to fly without the front elevator control and found that the aircraft performed better than before. Highlighted in this image is the wheel frame of the Curtiss D-III Headless Pusher.
Curtiss D-III Headless Pusher Rudder and Vertical Stabilizer

In 1911, Curtiss continued the evolution of the pusher design with the development of the D-II (the Golden Flyer was considered the Model D) and the D-III, to which a second set of elevators were added to the rear in place of the fixed horizontal stabilizer. The Curtiss D-III Headless Pusher resulted from an accident incurred by noted exhibition pilot, Lincoln Beachey. While flying in a competition with a standard Curtiss D-III, Beachey hit a fence upon landing and destroyed the front elevator. Rather than drop out, Beachey continued to fly without the front elevator control and found that the aircraft performed better than before. Highlighted in this image is the rudder and vertical stabilizer of the Curtiss D-III Headless Pusher.
Curtiss D-III Headless Pusher Wing

In 1911, Curtiss continued the evolution of the pusher design with the development of the D-II (the Golden Flyer was considered the Model D) and the D-III, to which a second set of elevators were added to the rear in place of the fixed horizontal stabilizer. The Curtiss D-III Headless Pusher resulted from an accident incurred by noted exhibition pilot, Lincoln Beachey. While flying in a competition with a standard Curtiss D-III, Beachey hit a fence upon landing and destroyed the front elevator. Rather than drop out, Beachey continued to fly without the front elevator control and found that the aircraft performed better than before. Highlighted in this image are the propellers and wings of the Curtiss D-III Headless Pusher.
Curtiss D-III Headless Pusher Wing

In 1911, Curtiss continued the evolution of the pusher design with the development of the D-II (the Golden Flyer was considered the Model D) and the D-III, to which a second set of elevators were added to the rear in place of the fixed horizontal stabilizer. The Curtiss D-III Headless Pusher resulted from an accident incurred by noted exhibition pilot, Lincoln Beachey. While flying in a competition with a standard Curtiss D-III, Beachey hit a fence upon landing and destroyed the front elevator. Rather than drop out, Beachey continued to fly without the front elevator control and found that the aircraft performed better than before. Highlighted in this image is the wings of the Curtiss D-III Headless Pusher. Highlighted in this image is the wings of the Curtiss D-III Headless Pusher.
Curtiss D-III Headless Pusher Wing

In 1911, Curtiss continued the evolution of the pusher design with the development of the D-II (the Golden Flyer was considered the Model D) and the D-III, to which a second set of elevators were added to the rear in place of the fixed horizontal stabilizer. The Curtiss D-III Headless Pusher resulted from an accident incurred by noted exhibition pilot, Lincoln Beachey. While flying in a competition with a standard Curtiss D-III, Beachey hit a fence upon landing and destroyed the front elevator. Rather than drop out, Beachey continued to fly without the front elevator control and found that the aircraft performed better than before. Highlighted in this image is the wings of the Curtiss D-III Headless Pusher.
Captain H.C. Gray Balloon Basket

U.S. Army Air Corps balloonist Capt. Hawthorne Gray launched from Scott Field, Illinois, on November 4, 1927, on his third attempt to explore conditions and test equipment that would enable air crews to survive and function at altitudes of over 40,000 feet. The balloon was found in a tree near Sparta, Tennessee, the next day, with Gray's lifeless body still in the basket. He had apparently become confused, parachuting a full bottle of oxygen to earth in an effort to climb even higher.
Curtiss Ely Propeller

This propeller (A19320005000) is from a Curtiss Model D pusher biplane flown by Eugene B. Ely on January 18, 1911 for the first landing on a ship, the battleship USS Pennsylvania in San Francisco Bay, using the first ever tailhook system. It is possible, but not likely according to recollections of a relative, that the propeller may have also been used by Eli on November 14, 1910 for the first take-off of the same aircraft from a ship, the cruiser USS Birmingham in Hampton Roads, Virginia.
Curtiss Ely Propeller

This propeller is from a Curtiss Model D pusher biplane flown by Eugene B. Ely on January 18, 1911 for the first landing on a ship, the battleship USS Pennsylvania in San Francisco Bay, using the first ever tailhook system.
Wright EX Vin Fiz

The 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. When Hearst's 30-day time limit expired, Rodgers had only reached Kansas City, Missouri. He arrived in Pasadena, California, to a hero's welcome, 49 days after setting out.
Roberts 4X In-line 4 Engine

The Model 4X engine was built by the Roberts Motor Company of Sandusky, Ohio. An important design objective was light weight, which was achieved through the extensive use of aluminum and magnesium alloys in the cylinders and crankcase, and a hollow crankshaft. This engine was manufactured in 1911 and powered a Curtiss-type, float-equipped aircraft (hydroplane) built by Harry H. Ford.
Roberts 4X In-line 4 Engine

The Model 4X engine was built by the Roberts Motor Company of Sandusky, Ohio. An important design objective was light weight, which was achieved through the extensive use of aluminum and magnesium alloys in the cylinders and crankcase, and a hollow crankshaft. This engine was manufactured in 1911 and powered a Curtiss-type, float-equipped aircraft (hydroplane) built by Harry H. Ford.
Roberts 4X In-line 4 Engine

The Model 4X engine was built by the Roberts Motor Company of Sandusky, Ohio. An important design objective was light weight, which was achieved through the extensive use of aluminum and magnesium alloys in the cylinders and crankcase, and a hollow crankshaft. This engine was manufactured in 1911 and powered a Curtiss-type, float-equipped aircraft (hydroplane) built by Harry H. Ford. Highlighted in this image are gears of the Roberts 4X In-line 4 Engine.
Roberts 4X, In-line 4 Engine Valve

The Model 4X engine was built by the Roberts Motor Company of Sandusky, Ohio. An important design objective was light weight, which was achieved through the extensive use of aluminum and magnesium alloys in the cylinders and crankcase, and a hollow crankshaft. This engine was manufactured in 1911 and powered a Curtiss-type, float-equipped aircraft (hydroplane) built by Harry H. Ford.
Bleriot XI

The 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. Highlighted in this image is the tail of the Blériot XI.
Bleriot XI

The 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. Highlighted in this image is the tail and rudder of the Blériot XI.
Bleriot XI

The 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. Highlighted in this image are the propellers and landing gear of the Blériot XI.
Bleriot XI

The 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. Highlighted in this image are the propellers of the Blériot XI.
Bleriot XI

The 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. Highlighted in this image are the propellers of the Blériot XI.
Bleriot XI

The 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.
Bleriot XI

The 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. Highlighted in this image is the wing of the Blériot XI.
Bleriot XI

The 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.
Bleriot XI

The 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.
Bleriot XI

The 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.
Bleriot XI

The 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.
Douglas DC-3 Tire

The Douglas DC-3 was one of the most successful airliners in history. The aircraft’s efficiency, speed, and safety popularized air travel. It was the first airliner able to profit only from carrying passengers. Highlight in this image is the vertical stabilizer of a Douglas DC-3 that flew more for Eastern Air Lines. Its last commercial flight was on October 12, 1952, when it flew from San Salvador to Miami. Highlighted in this image is a tire of the Douglas DC-3.
Douglas DC-3 Tire

The Douglas DC-3 was one of the most successful airliners in history. The aircraft’s efficiency, speed, and safety popularized air travel. It was the first airliner able to profit only from carrying passengers. Highlight in this image is the vertical stabilizer of a Douglas DC-3 that flew more for Eastern Air Lines. Its last commercial flight was on October 12, 1952, when it flew from San Salvador to Miami. Highlighted in this image is a tire of the Douglas DC-3.
Douglas DC-3 Landing Gear

The Douglas DC-3 was one of the most successful airliners in history. The aircraft’s efficiency, speed, and safety popularized air travel. It was the first airliner able to profit only from carrying passengers. Highlight in this image is the vertical stabilizer of a Douglas DC-3 that flew more for Eastern Air Lines. Its last commercial flight was on October 12, 1952, when it flew from San Salvador to Miami. Highlighted in this image is the landing gear of the Douglas DC-3.
Douglas DC-3 Engine

The Douglas DC-3 was one of the most successful airliners in history. The aircraft's efficiency, speed, and safety popularized air travel. It was the first airliner able to profit only from carrying passengers. Highlight in this image is the vertical stabilizer of a Douglas DC-3 that flew more for Eastern Air Lines. Its last commercial flight was on October 12, 1952, when it flew from San Salvador to Miami. Highlighted in this image is the engine of the Douglas DC-3.
Pfalz D.XII Wings

The German Pfalz D.XII appeared on the western front in the summer of 1918. It climbed satisfactorily and its performance in level flight was comparable to that of the famous Fokker D.VII, but it could not turn as well and it was sluggish in combat. This Pfalz D.XII was used in several famous Hollywood movies in the 1930s. It has been restored as it appeared in the 1938 aviation classic, The Dawn Patrol. Highlighted in this image are the wings of the Pfalz D.XII.
Pfalz D.XII Fuselage

The German Pfalz D.XII appeared on the western front in the summer of 1918. It climbed satisfactorily and its performance in level flight was comparable to that of the famous Fokker D.VII, but it could not turn as well and it was sluggish in combat. This Pfalz D.XII was used in several famous Hollywood movies in the 1930s. It has been restored as it appeared in the 1938 aviation classic, The Dawn Patrol. Highlighted in this image is the fuselage of the Pfalz D.XII.
Pfalz D.XII Fuselage

The German Pfalz D.XII appeared on the western front in the summer of 1918. It climbed satisfactorily and its performance in level flight was comparable to that of the famous Fokker D.VII. But it could not turn as well and it was sluggish in combat. Highlighted in this image are the fuselage hear of the Pfalz D.XII.
Pfalz D.XII Tail and Rudder

The German Pfalz D.XII appeared on the western front in the summer of 1918. It climbed satisfactorily and its performance in level flight was comparable to that of the famous Fokker D.VII, but it could not turn as well and it was sluggish in combat. This Pfalz D.XII was used in several famous Hollywood movies in the 1930s. It has been restored as it appeared in the 1938 aviation classic, The Dawn Patrol. Highlighted in this image are the tail and rudder of the Pfalz D.XII.
Pfalz D.XII

The German Pfalz D.XII appeared on the western front in the summer of 1918. It climbed satisfactorily and its performance in level flight was comparable to that of the famous Fokker D.VII. But it could not turn as well and it was sluggish in combat. Highlighted in this image are the landing hear of the Pfalz D.XII.
Pfalz D.XII Propellers

The German Pfalz D.XII appeared on the western front in the summer of 1918. It climbed satisfactorily and its performance in level flight was comparable to that of the famous Fokker D.VII, but it could not turn as well and it was sluggish in combat. This Pfalz D.XII was used in several famous Hollywood movies in the 1930s. It has been restored as it appeared in the 1938 aviation classic, The Dawn Patrol. Highlighted in this image are the propellers of the Pfalz D.XII.
Pfalz D.XII

The German Pfalz D.XII appeared on the western front in the summer of 1918. It climbed satisfactorily and its performance in level flight was comparable to that of the famous Fokker D.VII, but it could not turn as well and it was sluggish in combat. This Pfalz D.XII was used in several famous Hollywood movies in the 1930s. It has been restored as it appeared in the 1938 aviation classic, The Dawn Patrol.
Boeing 247-D Engine Detail

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is an American flag painted on the engine of the Boeing 247-D.
Boeing 247-D Engine Detail

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is the engine of the Boeing 247-D.
Boeing 247-D Wing Detail

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is the wing of the Boeing 247-D.
Air Express logo on Boeing 247-D

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is a Air Express logo of the Boeing 247-D.
Boeing 247-D Engine

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is a engine on the fuselage of the Boeing 247-D.
Boeing 247-D Detail

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2.
Boeing 247-D Propeller

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2.
Boeing 247-D Fuselage Detail

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2.
Boeing 247-D Rear Wheel

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is a wheel of the Boeing 247-D.
Boeing 247-D Vertical Stabilizer

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is the vertical stabilizer of the Boeing 247.
Boeing 247-D Vertical Stabilizer and Horizontal Stabilizer

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image are the vertical stabilizer and horizontal stabilizer of the Boeing 247-D.
Boeing 247-D Hatch Door

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is a hatch door on the Boeing 247-D.
Boeing 247-D Vertical Stabilizer and Horizontal Stabilizer

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image are the vertical stabilizer and horizontal stabilizer of the Boeing 247-D.
Boeing 247-D Fuselage

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2.
Boeing 247-D Fuselage

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is a world painted on the fuselage of the Boeing 247-D.
Boeing 247-D Globe Fuselage Detail

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is a world painted on the fuselage of the Boeing 247-D.
UAL Emblem on Boeing 247-D

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is the UAL emblem painted on the fuselage of the Boeing 247-D.
Boeing 247-D Fuselage

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is the fuselage of the Boeing 247.
Boeing 247-D Wing

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2. Highlighted in this image is a wing of the Boeing 247-D.
Boeing 247-D

Justly labeled the first modern airliner, the Boeing 247 revolutionized air transportation when it entered service with United Air Lines in 1933. The Boeing 247 was 50 percent faster than its competitors. Its innovative design launched a new generation of commercial airliners, notably the Douglas DC-2.
Wittman Special 20 "Buster" Landing Gear

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls. Highlighted in this image is the landing gear of the Wittman Special 20.
Wittman Special 20 "Buster"

The aircraft that enjoyed what was perhaps the longest and most successful career in air racing history was Steve Wittman's Chief Oshkosh, known in the post-World War II era as Buster. From 1931 until its retirement in 1954, this midget racer set records and took numerous trophies in class races and free-for-alls
Curtiss Robin J-1 Deluxe Tail and Rudder

In 1935, this Curtiss Robin established a world record for sustained flight, using air-to-air refueling. After two unsuccessful attempts the year before, Fred and Algene Key flew Ole Miss up from Meridian, Mississippi on June 4 and did not touch the ground again until July 1, for a total time in the air of 653 hours and 34 minutes. Highlighted in this image are the tail and rudder of the Ole Miss.
Curtiss Robin J-1 Deluxe Fuselage Details

In 1935, this Curtiss Robin established a world record for sustained flight, using air-to-air refueling. After two unsuccessful attempts the year before, Fred and Algene Key flew Ole Miss up from Meridian, Mississippi on June 4 and did not touch the ground again until July 1, for a total time in the air of 653 hours and 34 minutes. Highlighted in this image is the Fuselage of the Ole Miss.
Curtiss Robin J-1 Deluxe Landing Gear

In 1935, this Curtiss Robin established a world record for sustained flight, using air-to-air refueling. After two unsuccessful attempts the year before, Fred and Algene Key flew Ole Miss up from Meridian, Mississippi on June 4 and did not touch the ground again until July 1, for a total time in the air of 653 hours and 34 minutes. Highlighted in this image is the landing gear of the Ole Miss.
Undercarriage of the Curtiss Robin J-1 Deluxe

In 1935, this Curtiss Robin established a world record for sustained flight, using air-to-air refueling. After two unsuccessful attempts the year before, Fred and Algene Key flew Ole Miss up from Meridian, Mississippi on June 4 and did not touch the ground again until July 1, for a total time in the air of 653 hours and 34 minutes. Highlighted in this image is the undercarriage of the Ole Miss.
Curtiss Robin J-1 Deluxe Engine

In 1935, this Curtiss Robin established a world record for sustained flight, using air-to-air refueling. After two unsuccessful attempts the year before, Fred and Algene Key flew Ole Miss up from Meridian, Mississippi on June 4 and did not touch the ground again until July 1, for a total time in the air of 653 hours and 34 minutes. Highlighted in this image are the propellers and engine of the Ole Miss.
Curtiss Robin J-1 Deluxe Propeller

In 1935, this Curtiss Robin established a world record for sustained flight, using air-to-air refueling. After two unsuccessful attempts the year before, Fred and Algene Key flew Ole Miss up from Meridian, Mississippi on June 4 and did not touch the ground again until July 1, for a total time in the air of 653 hours and 34 minutes. Highlighted in this image are the propellers of the Ole Miss.
Curtiss Robin J-1 Deluxe Wing

In 1935, this Curtiss Robin established a world record for sustained flight, using air-to-air refueling. After two unsuccessful attempts the year before, Fred and Algene Key flew Ole Miss up from Meridian, Mississippi on June 4 and did not touch the ground again until July 1, for a total time in the air of 653 hours and 34 minutes. Highlighted in this image is a wing of the Ole Miss.
Front of the Curtiss Robin J-1 Deluxe

In 1935, this Curtiss Robin established a world record for sustained flight, using air-to-air refueling. After two unsuccessful attempts the year before, Fred and Algene Key took Ole Miss up from Meridian, Mississippi on June 4 and did not touch the ground again until July 1, for a total time in the air of 653 hours and 34 minutes, or 27 days. During the flight, the Keys received fuel and supplies 432 times from another aircraft. Highlighted in this image is the engine of the Curtiss Robin J-1 Deluxe.
Curtiss Robin J-1 Deluxe

In 1935, this Curtiss Robin established a world record for sustained flight, using air-to-air refueling. After two unsuccessful attempts the year before, Fred and Algene Key flew Ole Miss up from Meridian, Mississippi on June 4 and did not touch the ground again until July 1, for a total time in the air of 653 hours and 34 minutes. Highlighted in this image are the propellers and engine of the Ole Miss.
Imperial German Air Force Oxygen Vaporizer

53cm high, 27cm diameter; date 7.10.18; color: od; badly dented.
French Bombsight

White metal instrument.
French Bombsight

White metal instrument.
Drift Plotter

130mm long,105mm wide; gray anodized color; plastic guide; c.1918.
Pitcairn PA-5 Mailwing

The Pitcairn PA-5 Mailwing was designed to carry air mail along the routes of the eastern United States. Efficient and economical, it helped build the route structure for what would ultimately become Eastern Air Lines. The Mailwing NC-2895 was built in 1927 and was the prototype for a series of Pitcairn mail planes.
Pitcairn PA-5 Mailwing

The Pitcairn PA-5 Mailwing was designed to carry air mail along the routes of the eastern United States. Efficient and economical, it helped build the route structure for what would ultimately become Eastern Air Lines. The Mailwing NC-2895 was built in 1927 and was the prototype for a series of Pitcairn mail planes.
Vanguard Rocket

The Vanguard TV-2BU rocket was the U.S.'s first rocket specifically designed to launch satellites. As part of the Vanguard program, the Vanguard TV-2BU test vehicle was prepared for launch by the Martin Company on September 3, 1957. Due to a technical problem, the mission was cancelled. The next launch opportunity was on June 22, 1959. However, the TV-4BU test version of the Vanguard was launched instead and orbited Vanguard 3.
Soldier Art French Aircraft Model
Soldier Art French Aircraft Model
McDonnell FH-1 Phantom I

The McDonnell FH-1 Phantom was the first U.S. jet aircraft to take off from and land on an aircraft carrier, and subsequently it became the first U.S. jet fighter in operational service with both the Navy and Marine Corps. Its development during World War II was a major technological achievement that played a significant role in transforming U.S. aircraft at sea from piston power to jet propulsion.
Primate Biocapsule

Rectangular shaped container attached to large rectangular mounting plate; cavity for cradle containing squirrel monkey "Baker"; circular plates to seal each end; contains life support equipment.
Primate Biocapsule

Rectangular shaped container attached to large rectangular mounting plate; cavity for cradle containing squirrel monkey "Baker"; circular plates to seal each end; contains life support equipment.
Primate Biocapsule

Rectangular shaped container attached to large rectangular mounting plate; cavity for cradle containing squirrel monkey "Baker"; circular plates to seal each end; contains life support equipment.
Primate Biocapsule

Rectangular shaped container attached to large rectangular mounting plate; cavity for cradle containing squirrel monkey "Baker"; circular plates to seal each end; contains life support equipment.
Primate Cradle

Hollow metal cylinder, upper 2/5ths removed to reveal form-fitting mold; perforated semicircular steel cover.
Lockheed XP-80 "Lulu Belle" Nose

Lockheed's most capable engineer, Clarence "Kelly" Johnson, and a team of designers began work on a prototype, designated the XP-80 but nicknamed "Lulu-Belle," on June 21, 1943. Lulu-Belle" flew on January 8, 1944, and later starred in a series of exercises conducted to develop tactics that American heavy bomber crews could use against attacks by jet fighters. The trials showed that enemy jet fighter pilots would much prefer rear aspect attacks. Based on these findings, AAF planners moved the formations of American fighters protecting the bombers to higher altitudes. Highlighted in this image is the nose of the Lockheed XP-80.
Lockheed XP-80 "Lulu Belle" Wheel

Lockheed's most capable engineer, Clarence "Kelly" Johnson, and a team of designers began work on a prototype, designated the XP-80 but nicknamed "Lulu-Belle," on June 21, 1943. Lulu-Belle" flew on January 8, 1944, and later starred in a series of exercises conducted to develop tactics that American heavy bomber crews could use against attacks by jet fighters. The trials showed that enemy jet fighter pilots would much prefer rear aspect attacks. Based on these findings, AAF planners moved the formations of American fighters protecting the bombers to higher altitudes. Highlighted in this image is a wheel of the Lockheed XP-80.
Lockheed XP-80 "Lulu Belle" Wheel

Lockheed's most capable engineer, Clarence "Kelly" Johnson, and a team of designers began work on a prototype, designated the XP-80 but nicknamed "Lulu-Belle," on June 21, 1943. Lulu-Belle" flew on January 8, 1944, and later starred in a series of exercises conducted to develop tactics that American heavy bomber crews could use against attacks by jet fighters. The trials showed that enemy jet fighter pilots would much prefer rear aspect attacks. Based on these findings, AAF planners moved the formations of American fighters protecting the bombers to higher altitudes. Highlighted in this image is a wheel of the Lockheed XP-80.
Lockheed XP-80 "Lulu Belle" Exhaust

Lockheed's most capable engineer, Clarence "Kelly" Johnson, and a team of designers began work on a prototype, designated the XP-80 but nicknamed "Lulu-Belle," on June 21, 1943. Lulu-Belle" flew on January 8, 1944, and later starred in a series of exercises conducted to develop tactics that American heavy bomber crews could use against attacks by jet fighters. The trials showed that enemy jet fighter pilots would much prefer rear aspect attacks. Based on these findings, AAF planners moved the formations of American fighters protecting the bombers to higher altitudes. Highlighted in this image is the air intake of the Lockheed XP-80.
Lockheed XP-80 "Lulu Belle" Cockpit

Lockheed's most capable engineer, Clarence "Kelly" Johnson, and a team of designers began work on a prototype, designated the XP-80 but nicknamed "Lulu-Belle," on June 21, 1943. Lulu-Belle" flew on January 8, 1944, and later starred in a series of exercises conducted to develop tactics that American heavy bomber crews could use against attacks by jet fighters. The trials showed that enemy jet fighter pilots would much prefer rear aspect attacks. Based on these findings, AAF planners moved the formations of American fighters protecting the bombers to higher altitudes. Highlighted in this image is the cockpit of the Lockheed XP-80.
Lockheed XP-80 "Lulu Belle" Rear Exhaust

Lockheed's most capable engineer, Clarence "Kelly" Johnson, and a team of designers began work on a prototype, designated the XP-80 but nicknamed "Lulu-Belle," on June 21, 1943. Lulu-Belle" flew on January 8, 1944, and later starred in a series of exercises conducted to develop tactics that American heavy bomber crews could use against attacks by jet fighters. The trials showed that enemy jet fighter pilots would much prefer rear aspect attacks. Based on these findings, AAF planners moved the formations of American fighters protecting the bombers to higher altitudes. Highlighted in this image is the exhaust of the Lockheed XP-80.
US Air Force Roundel on Lockheed XP-80 "Lulu Belle"

Lockheed's most capable engineer, Clarence "Kelly" Johnson, and a team of designers began work on a prototype, designated the XP-80 but nicknamed "Lulu-Belle," on June 21, 1943. Lulu-Belle" flew on January 8, 1944, and later starred in a series of exercises conducted to develop tactics that American heavy bomber crews could use against attacks by jet fighters. The trials showed that enemy jet fighter pilots would much prefer rear aspect attacks. Based on these findings, AAF planners moved the formations of American fighters protecting the bombers to higher altitudes. Highlighted in this image is the US Air Force roundel of the Lockheed XP-80.
Lockheed XP-80 "Lulu Belle" Vertical Stabilizer and Horizontal Stabilizer

Lockheed's most capable engineer, Clarence "Kelly" Johnson, and a team of designers began work on a prototype, designated the XP-80 but nicknamed "Lulu-Belle," on June 21, 1943. Lulu-Belle" flew on January 8, 1944, and later starred in a series of exercises conducted to develop tactics that American heavy bomber crews could use against attacks by jet fighters. The trials showed that enemy jet fighter pilots would much prefer rear aspect attacks. Based on these findings, AAF planners moved the formations of American fighters protecting the bombers to higher altitudes. Highlighted in this image are the vertical stabilizer and horizontal stabilizer of the Lockheed XP-80.
Lockheed XP-80 "Lulu Belle"

Lockheed's most capable engineer, Clarence "Kelly" Johnson, and a team of designers began work on a prototype, designated the XP-80 but nicknamed "Lulu-Belle," on June 21, 1943. Lulu-Belle" flew on January 8, 1944, and later starred in a series of exercises conducted to develop tactics that American heavy bomber crews could use against attacks by jet fighters. The trials showed that enemy jet fighter pilots would much prefer rear aspect attacks. Based on these findings, AAF planners moved the formations of American fighters protecting the bombers to higher altitudes.
North American P-51D

The P-51 Mustang was originally designed for the Royal Air Force. However, it became a long-range escort fighter for the U.S. armed forces against Nazi Germany. The production process was efficient and quick; about 14,000 were built during WWII.
North American P-51D

The P-51 Mustang was originally designed for the Royal Air Force. However, it became a long-range escort fighter for the U.S. armed forces against Nazi Germany. The production process was efficient and quick; about 14,000 were built during WWII. Highlighted in this image is the cockpit on the P-51 Mustang.
North American P-51D

The P-51 Mustang was originally designed for the Royal Air Force. However, it became a long-range escort fighter for the U.S. armed forces against Nazi Germany. The production process was efficient and quick; about 14,000 were built during WWII. Highlighted in this image are the fuselage on the P-51 Mustang.
North American P-51D

The P-51 Mustang was originally designed for the Royal Air Force. However, it became a long-range escort fighter for the U.S. armed forces against Nazi Germany. The production process was efficient and quick; about 14,000 were built during WWII. Highlighted in this image are the nose on the P-51 Mustang.
North American P-51D Propellers

The P-51 Mustang was originally designed for the Royal Air Force. However, it became a long-range escort fighter for the U.S. armed forces against Nazi Germany. The production process was efficient and quick; about 14,000 were built during WWII. Highlighted in this image are the propellers on the P-51 Mustang.
North American P-51D

The P-51 Mustang was originally designed for the Royal Air Force. However, it became a long-range escort fighter for the U.S. armed forces against Nazi Germany. The production process was efficient and quick; about 14,000 were built during WWII. Highlighted in this image are the vertical stabilizers on the P-51 Mustang.
North American P-51D
Messerschmitt Bf 109 G-6/R3 Cockpit
Messerschmitt Bf 109 G-6/R3
Messerschmitt Bf 109 G-6/R3
Messerschmitt Bf 109 G-6/R3 Front Propellers
Unit Insignia on Messerschmitt Bf 109 G-6/R3
Messerschmitt Bf 109 G-6/R3 Cockpit
Messerschmitt Bf 109 G-6/R3 Air Intake
Messerschmitt Bf 109 G-6/R3 Detail
Messerschmitt Bf 109 G-6/R3 Cockpit
Messerschmitt Bf 109 G-6/R3 Fuselage
Messerschmitt Bf 109 G-6/R3 Vertical Stabilizer and Horizontal Stabilizer
Messerschmitt Bf 109 G-6/R3 Wing
Messerschmitt Bf 109 G-6/R3 Machine Guns
Messerschmitt Me 262 A-1a Schwalbe (Swallow) Tail and Rudder

Nicknamed Schwalbe (Swallow), the Messerschmitt Me 262 surpassed the performance of every other World War II fighter. Faster than the North American P-51 Mustang by 190 kilometers (120 miles) per hour, the Schwalbe restored to the faltering German Luftwaffe a short-lived qualitative superiority that it had enjoyed earlier in the war. The Me 262 appeared in only relatively small numbers in the closing year of World War II. Messerschmitt factories produced 1,443 Me 262s, but only about 300 saw combat. Highlighted in this image is the tail and rudder of the Messerschmitt Me 262 A-1a.
Messerschmitt Me 262 A-1a Schwalbe (Swallow) Engine

Nicknamed Schwalbe (Swallow), the Messerschmitt Me 262 surpassed the performance of every other World War II fighter. Faster than the North American P-51 Mustang by 190 kilometers (120 miles) per hour, the Schwalbe restored to the faltering German Luftwaffe a short-lived qualitative superiority that it had enjoyed earlier in the war. The Me 262 appeared in only relatively small numbers in the closing year of World War II. Messerschmitt factories produced 1,443 Me 262s, but only about 300 saw combat. Highlighted in this image is the engine of the Messerschmitt Me 262 A-1a.
Messerschmitt Me 262 A-1a Schwalbe (Swallow) Wheel

Nicknamed Schwalbe (Swallow), the Messerschmitt Me 262 surpassed the performance of every other World War II fighter. Faster than the North American P-51 Mustang by 190 kilometers (120 miles) per hour, the Schwalbe restored to the faltering German Luftwaffe a short-lived qualitative superiority that it had enjoyed earlier in the war. The Me 262 appeared in only relatively small numbers in the closing year of World War II. Messerschmitt factories produced 1,443 Me 262s, but only about 300 saw combat. Highlighted in this image is the wheel of the Messerschmitt Me 262 A-1a.
Messerschmitt Me 262 A-1a Schwalbe (Swallow) Gear and Wheel

Nicknamed Schwalbe (Swallow), the Messerschmitt Me 262 surpassed the performance of every other World War II fighter. Faster than the North American P-51 Mustang by 190 kilometers (120 miles) per hour, the Schwalbe restored to the faltering German Luftwaffe a short-lived qualitative superiority that it had enjoyed earlier in the war. The Me 262 appeared in only relatively small numbers in the closing year of World War II. Messerschmitt factories produced 1,443 Me 262s, but only about 300 saw combat. Highlighted in this image is the tire of the Messerschmitt Me 262 A-1a.
Messerschmitt Me 262 A-1a Schwalbe (Swallow) Nose

Nicknamed Schwalbe (Swallow), the Messerschmitt Me 262 surpassed the performance of every other World War II fighter. Faster than the North American P-51 Mustang by 190 kilometers (120 miles) per hour, the Schwalbe restored to the faltering German Luftwaffe a short-lived qualitative superiority that it had enjoyed earlier in the war. The Me 262 appeared in only relatively small numbers in the closing year of World War II. Messerschmitt factories produced 1,443 Me 262s, but only about 300 saw combat. Highlighted in this image is the nose of the Messerschmitt Me 262 A-1a Schwalbe.
Supermarine Spitfire HF. Mk. VIIc

The Supermarine Spitfire is a legend in British air history. With the Hawker Hurricane, it successfully defended England against the Luftwaffe in the Battle of Britain, and throughout the war it saw service on every major front. Performance and handling were superb. The Mk.VII, the second high-altitude version developed, was used in England and the Middle East. Several Mk 2EXVIs, the last production version to use the Merlin engine, remained in service through 1950.
Supermarine Spitfire HF. Mk. VIIc Propellers

The Supermarine Spitfire is a legend in British air history. With the Hawker Hurricane, it successfully defended England against the Luftwaffe in the Battle of Britain, and throughout the war it saw service on every major front. Performance and handling were superb. The Mk.VII, the second high-altitude version developed, was used in England and the Middle East. Several Mk 2EXVIs, the last production version to use the Merlin engine, remained in service through 1950. Highlighted in this image are the propellers of the Supermarine Spitfire HF. Mk. VIIc.
Supermarine Spitfire HF. Mk. VIIc Cockpit

The Supermarine Spitfire is a legend in British air history. With the Hawker Hurricane, it successfully defended England against the Luftwaffe in the Battle of Britain, and throughout the war it saw service on every major front. Performance and handling were superb. The Mk.VII, the second high-altitude version developed, was used in England and the Middle East. Several Mk 2EXVIs, the last production version to use the Merlin engine, remained in service through 1950. Highlighted in this image is the cockpit of the Supermarine Spitfire HF. Mk. VIIc.
Supermarine Spitfire HF. Mk. VIIc Cockpit

The Supermarine Spitfire is a legend in British air history. With the Hawker Hurricane, it successfully defended England against the Luftwaffe in the Battle of Britain, and throughout the war it saw service on every major front. Performance and handling were superb. The Mk.VII, the second high-altitude version developed, was used in England and the Middle East. Several Mk 2EXVIs, the last production version to use the Merlin engine, remained in service through 1950. Highlighted in this image is the cockpit of the Supermarine Spitfire HF. Mk. VIIc.
Aeronautica Macchi C.202 Folgore

Virtually unknown outside Italy, the C.202 Folgore was the best fighter airplane fielded in significant numbers by the Regia Aeronautica (Italian Royal Air Force or RA) during World War II. This airplane demonstrated that Italy could design and build fighter aircraft to world-class standards.
Aeronautica Macchi C.202 Folgore Cockpit and Air Intake

Virtually unknown outside Italy, the C.202 Folgore was the best fighter airplane fielded in significant numbers by the Regia Aeronautica (Italian Royal Air Force or RA) during World War II. This airplane demonstrated that Italy could design and build fighter aircraft to world-class standards. Highlighted in this image are the cockpit and air intake of the Aeronautica Macchi C.202 Folgore.
Aeronautica Macchi C.202 Folgore Landing Gear

Virtually unknown outside Italy, the C.202 Folgore was the best fighter airplane fielded in significant numbers by the Regia Aeronautica (Italian Royal Air Force or RA) during World War II. This airplane demonstrated that Italy could design and build fighter aircraft to world-class standards. Highlighted in this image is the landing gear of the Aeronautica Macchi C.202 Folgore.
Aeronautica Macchi C.202 Folgore Fuselage

Virtually unknown outside Italy, the C.202 Folgore was the best fighter airplane fielded in significant numbers by the Regia Aeronautica (Italian Royal Air Force or RA) during World War II. This airplane demonstrated that Italy could design and build fighter aircraft to world-class standards. Highlighted in this image is the fuselage of the Aeronautica Macchi C.202 Folgore.
Aeronautica Macchi C.202 Folgore Air Intake

Virtually unknown outside Italy, the C.202 Folgore was the best fighter airplane fielded in significant numbers by the Regia Aeronautica (Italian Royal Air Force or RA) during World War II. This airplane demonstrated that Italy could design and build fighter aircraft to world-class standards. Highlighted in this image is the air intake of the Aeronautica Macchi C.202 Folgore.
Aeronautica Macchi C.202 Folgore Engine

Virtually unknown outside Italy, the C.202 Folgore was the best fighter airplane fielded in significant numbers by the Regia Aeronautica (Italian Royal Air Force or RA) during World War II. This airplane demonstrated that Italy could design and build fighter aircraft to world-class standards. Highlighted in this image are the engine of the Aeronautica Macchi C.202 Folgore.
Aeronautica Macchi C.202 Folgore Propellers

Virtually unknown outside Italy, the C.202 Folgore was the best fighter airplane fielded in significant numbers by the Regia Aeronautica (Italian Royal Air Force or RA) during World War II. This airplane demonstrated that Italy could design and build fighter aircraft to world-class standards. Highlighted in this image are the propellers of the Aeronautica Macchi C.202 Folgore.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image is the hinomaru on the fuselage of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image is the vertical stabilizer of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image are the propellers and landing gear of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image is the landing gear of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image is a wing of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image are the propellers of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image are the propellers of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image is the cockpit of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image is the cockpit of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image is the vertical stabilizer of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image is a Fuselage of the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter. Highlighted in this image is a Hinomaru National Insignia on the Mitsubishi A6M5 Reisen.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter.
Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE

The Mitsubishi A6M Reisen ("ree-sin," Japanese for Zero Fighter) was the symbol of Japanese air power during World War II. Mitsubishi designed the Zero fighter but co-produced the airplane with Nakajima. The two companies built more than 10,000 Zeros between March 1939 and August 1945. Design work began in 1937 when the Japanese Navy staff directed Mitsubishi and Nakajima to submit proposals for a new aircraft to replace the Mitsubishi A5M carrier fighter.
Side of V-1 (Fi 103, FZG 76) Cruise Missile

The V-1 (Vergeltungswaffe Eins, or Vengeance Weapon One), was the world's first operational cruise missile. This name was given to it by the Nazi Propaganda Ministry. Powered by a simple but noisy pulsejet that earned it the Allied nicknames of "buzz bomb" and "doodle bug," more than 20,000 were launched at British and continental targets, mostly London and Antwerp, from June 1944 to March 1945.
V-1 Cruise Missile

The V-1 (Vergeltungswaffe Eins, or Vengeance Weapon One), was the world's first operational cruise missile. This name was given to it by the Nazi Propaganda Ministry. Powered by a simple but noisy pulsejet that earned it the Allied nicknames of "buzz bomb" and "doodle bug," more than 20,000 were launched at British and continental targets, mostly London and Antwerp, from June 1944 to March 1945.
V-1 (Fi 103, FZG 76) Cruise Missile

The V-1 (Vergeltungswaffe Eins, or Vengeance Weapon One), was the world's first operational cruise missile. This name was given to it by the Nazi Propaganda Ministry, but the original Air Ministry designation was Fi 103, after its airframe designer, the Fieseler company. Powered by a simple but noisy pulsejet that earned it the Allied nicknames of "buzz bomb" and "doodle bug," more than 20,000 were launched at British and continental targets, mostly London and Antwerp, from June 1944 to March 1945.
V-1 (Fi 103, FZG 76) Cruise Missile

The V-1 (Vergeltungswaffe Eins, or Vengeance Weapon One), was the world's first operational cruise missile. This name was given to it by the Nazi Propaganda Ministry, but the original Air Ministry designation was Fi 103, after its airframe designer, the Fieseler company. Powered by a simple but noisy pulsejet that earned it the Allied nicknames of "buzz bomb" and "doodle bug," more than 20,000 were launched at British and continental targets, mostly London and Antwerp, from June 1944 to March 1945.
1903 Wright Flyer Engine

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting. The best flight of the day, with Wilbur at the controls, covered 255.6 m (852 ft) in 59 seconds. Highlighted in this image is the engine of the 1903 Wright Flyer.
1903 Wright Flyer

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting. The best flight of the day, with Wilbur at the controls, covered 255.6 m (852 ft) in 59 seconds.
1903 Wright Flyer

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting. The best flight of the day, with Wilbur at the controls, covered 255.6 m (852 ft) in 59 seconds.
1903 Wright Flyer Richard Anemometer and Stopwatch

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting. The best flight of the day, with Wilbur at the controls, covered 255.6 m (852 ft) in 59 seconds. Highlighted in this image are a richard anemometer to record airspeed and a stopwatch to time the flights.
1903 Wright Flyer Riichard Anemometer and Stopwatch

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting. The best flight of the day, with Wilbur at the controls, covered 255.6 m (852 ft) in 59 seconds. Highlighted in this image are the richard anemometer and stopwatch of the 1903 Wright Flyer.
1903 Wright Flyer

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting. The best flight of the day, with Wilbur at the controls, covered 255.6 m (852 ft) in 59 seconds.
1903 Wright Flyer Pilot's Position

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting. The best flight of the day, with Wilbur at the controls, covered 255.6 m (852 ft) in 59 seconds. Highlighted in this image is the pilot’s position in the 1903 Wright Flyer.
1903 Wright Flyer

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting.
1903 Wright Flyer

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting. The best flight of the day, with Wilbur at the controls, covered 255.6 m (852 ft) in 59 seconds. Highlighted in this image are the propellers and wings of the 1903 Wright Flyer.
1903 Wright Flyer Richard anemometer and Stopwatch

The Wright brothers inaugurated the aerial age with the world's first successful flights of a powered heavier-than-air flying machine. The Wright Flyer was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. After building and testing three full-sized gliders, the Wrights' first powered airplane flew at Kitty Hawk, North Carolina, on December 17, 1903, making a 12-second flight, traveling 36 m (120 ft), with Orville piloting. The best flight of the day, with Wilbur at the controls, covered 255.6 m (852 ft) in 59 seconds. Highlighted in this image are Richard anemometer to record airspeed and a stopwatch to time the flights.
Douglas D-558-2

Piloted by A. Scott Crossfield, on November 20, 1953, the Douglas D-558-2 Skyrocket became the first aircraft to fly faster than Mach 2, twice the speed of sound. Air-launched from a U.S. Navy Boeing P2B-1S (B-29) the swept-wing, rocket-powered D-558-2 reached Mach 2.005 in a shallow dive at 18,898 meters (62,000 feet).
Douglas D-558-2

Piloted by A. Scott Crossfield, on November 20, 1953, the Douglas D-558-2 Skyrocket became the first aircraft to fly faster than Mach 2, twice the speed of sound. Air-launched from a U.S. Navy Boeing P2B-1S (B-29) the swept-wing, rocket-powered D-558-2 reached Mach 2.005 in a shallow dive at 18,898 meters (62,000 feet).
Douglas D-558-2 Tail

Piloted by A. Scott Crossfield, on November 20, 1953, the Douglas D-558-2 Skyrocket became the first aircraft to fly faster than Mach 2, twice the speed of sound. Air-launched from a U.S. Navy Boeing P2B-1S (B-29) the swept-wing, rocket-powered D-558-2 reached Mach 2.005 in a shallow dive at 18,898 meters (62,000 feet). Highlighted in this image is the vertical stabilizer of the Douglas D-558-2.
Douglas SBD-6 Dauntless Landing Gear

The Douglas SBD Dauntless was one of the truly great aircraft of World War II. It played a major role throughout the Pacific. On June 4, 1942, during the Battle of Midway, SBDs destroyed four Japanese carriers, dramatically altering the course of the war. The SBD's design was based on the Northrop BT-1, but with engine and structural changes. Production orders were placed in April 1939, with all SBD-1s going to U.S. Marine Corps units
Douglas SBD-6 Dauntless Undercarriage

The Douglas SBD Dauntless was one of the truly great aircraft of World War II. It played a major role throughout the Pacific. On June 4, 1942, during the Battle of Midway, SBDs destroyed four Japanese carriers, dramatically altering the course of the war. The SBD's design was based on the Northrop BT-1, but with engine and structural changes. Production orders were placed in April 1939, with all SBD-1s going to U.S. Marine Corps units. Highlighted in this image are the Undercarriage and landing gear of the Douglas SBD-6 Dauntless.
Douglas SBD-6 Dauntless Undercarriage

The Douglas SBD Dauntless was one of the truly great aircraft of World War II. It played a major role throughout the Pacific. On June 4, 1942, during the Battle of Midway, SBDs destroyed four Japanese carriers, dramatically altering the course of the war. The SBD's design was based on the Northrop BT-1, but with engine and structural changes. Production orders were placed in April 1939, with all SBD-1s going to U.S. Marine Corps units. Highlighted in this image are the Undercarriage and landing gear of the Douglas SBD-6 Dauntless.
Douglas SBD-6 Dauntless

The Douglas SBD Dauntless was one of the truly great aircraft of World War II. It played a major role throughout the Pacific. On June 4, 1942, during the Battle of Midway, SBDs destroyed four Japanese carriers, dramatically altering the course of the war. The SBD's design was based on the Northrop BT-1, but with engine and structural changes. Production orders were placed in April 1939, with all SBD-1s going to U.S. Marine Corps units.
Douglas SBD-6 Dauntless Antenna

The Douglas SBD Dauntless was one of the truly great aircraft of World War II. It played a major role throughout the Pacific. On June 4, 1942, during the Battle of Midway, SBDs destroyed four Japanese carriers, dramatically altering the course of the war. The SBD's design was based on the Northrop BT-1, but with engine and structural changes. Production orders were placed in April 1939, with all SBD-1s going to U.S. Marine Corps units. Highlighted in this image is a antenna on the Douglas SBD-6 Dauntless.
Douglas SBD-6 Dauntless Tire and Tailhook

The Douglas SBD Dauntless was one of the truly great aircraft of World War II. It played a major role throughout the Pacific. On June 4, 1942, during the Battle of Midway, SBDs destroyed four Japanese carriers, dramatically altering the course of the war. The SBD's design was based on the Northrop BT-1, but with engine and structural changes. Production orders were placed in April 1939, with all SBD-1s going to U.S. Marine Corps units. Highlighted in this image are the tire and tailhook of the Douglas SBD-6 Dauntless.
Douglas SBD-6 Dauntless Rear Gun

The Douglas SBD Dauntless was one of the truly great aircraft of World War II. It played a major role throughout the Pacific. On June 4, 1942, during the Battle of Midway, SBDs destroyed four Japanese carriers, dramatically altering the course of the war. The SBD's design was based on the Northrop BT-1, but with engine and structural changes. Production orders were placed in April 1939, with all SBD-1s going to U.S. Marine Corps units. Highlighted in this image is the rear gun of the Douglas SBD-6 Dauntless.
Grumman FM-1 (F4F-4) Wildcat Wing

Leroy Grumman's F4F Wildcat was not the fastest or most advanced fighter aircraft of World War II, but during the dark months after Pearl Harbor, Wildcat pilots stood firm, held the line, and stopped the Imperial Japanese military air forces when they seemed invincible. After war erupted in the Pacific, the Grumman F4F Wildcat was the primary fighter aircraft operated by the United States Navy and the Marine Corps. Highlighted in this image is a wing of the Grumman FM-1 (F4F-4) Wildcat.
Grumman FM-1 (F4F-4) Wildcat Landing Gear

Leroy Grumman's F4F Wildcat was not the fastest or most advanced fighter aircraft of World War II, but during the dark months after Pearl Harbor, Wildcat pilots stood firm, held the line, and stopped the Imperial Japanese military air forces when they seemed invincible. After war erupted in the Pacific, the Grumman F4F Wildcat was the primary fighter aircraft operated by the United States Navy and the Marine Corps. Highlighted in this image is the landing gear of the Grumman FM-1 (F4F-4) Wildcat.
Grumman FM-1 (F4F-4) Wildcat Folding Wing

Leroy Grumman's F4F Wildcat was not the fastest or most advanced fighter aircraft of World War II, but during the dark months after Pearl Harbor, Wildcat pilots stood firm, held the line, and stopped the Imperial Japanese military air forces when they seemed invincible. After war erupted in the Pacific, the Grumman F4F Wildcat was the primary fighter aircraft operated by the United States Navy and the Marine Corps. Highlighted in this image is a wing of the Grumman FM-1 (F4F-4) Wildcat.
Grumman FM-1 (F4F-4) Wildcat Rear Wheel

Leroy Grumman's F4F Wildcat was not the fastest or most advanced fighter aircraft of World War II, but during the dark months after Pearl Harbor, Wildcat pilots stood firm, held the line, and stopped the Imperial Japanese military air forces when they seemed invincible. After war erupted in the Pacific, the Grumman F4F Wildcat was the primary fighter aircraft operated by the United States Navy and the Marine Corps. Highlighted in this image is the rear wheel of the Grumman FM-1 (F4F-4) Wildcat.
Boeing F4B-4 Propeller and Landing Gear

The Boeing F4B/P-12 series served as the primary fighter of the U.S. Navy and U.S. Army Air Corps in the early 1930s, and it remained in service in numerous roles until the early 1940s. It was the last wooden-winged, biplane fighter produced by Boeing and used by the U.S. military. Highlighted in this image are the propeller and landing gear on the Boeing F4B-4.
Rear View of Boeing F4B-4

The Boeing F4B/P-12 series served as the primary fighter of the U.S. Navy and U.S. Army Air Corps in the early 1930s, and it remained in service in numerous roles until the early 1940s. It was the last wooden-winged, biplane fighter produced by Boeing and used by the U.S. military. Highlighted in this image are the vertical stabilizer and rudder on the Boeing F4B-4.
Model, Static, Fokker D.VII,

Uncovered scale model, no markings; wheels replaced; tires remain original; fabricated and installed 1 false rib in starboard wing; 5 spacers in upper wing; repaired tail skid with splice. 1/24 Scale. 1960.
Model, Static, Fokker D.VII,

Uncovered scale model, no markings; wheels replaced; tires remain original; fabricated and installed 1 false rib in starboard wing; 5 spacers in upper wing; repaired tail skid with splice. 1/24 Scale. 1960.
Ecker Flying Boat

Herman A. Ecker learned to fly probably in 1911, making the first flight in his hometown of Syracuse, New York, that same year. After honing his skills as a pilot and an airplane builder with several other aircraft (possibly as many as four), he built this flying boat in 1912 or early 1913.
Ecker Flying Boat

Herman A. Ecker learned to fly probably in 1911, making the first flight in his hometown of Syracuse, New York, that same year. After honing his skills as a pilot and an airplane builder with several other aircraft, he built the flying boat in the NASM collection probably in 1912 or early 1913. Ecker patterned his airplane closely after the highly successful Curtiss Model E and F flying boats
Model, Static, Douglas DC-7 Mainliner, United Air Lines

Resin and plastic cutaway manufacturer's model of a Douglas DC-7 Mainliner airliner in United Air Lines livery of white upper and gray lower surfaces. 1:24 scale. Ca 1955.
Glenn's Friendship 7 Mercury First Aid Kit

Silver-colored bag with snaps and green webbing straps, encompassing first aid kit strapped to leg to be used only in case of injury to astronaut. Contains self-injecting drugs, surgical scissors.
Friendship 7 Binoculars

Small black binoculars with cream-colored Velcro patches attached to exterior, 50 power, double adjusting focus.
Friendship 7 Binoculars

Small black binoculars with cream-colored Velcro patches attached to exterior, 50 power, double adjusting focus.
Friendship 7 Binoculars

Small black binoculars with cream-colored Velcro patches attached to exterior, 50 power, double adjusting focus.
BMW Model IIIA In-line 6 Engine

The Daimler-Benz company's virtual monopoly on the production of aircraft engines in Germany stifled research and development of other engines. As a result, when the Allies introduced a new generation of high-performance engines in 1916, Germany found itself without a suitable replacement for the 119 kw (160-shp) Daimler-Benz Mercedes. Designer Max Fritz proposed a new engine that used the same technology as the older Mercedes. But his ideas met with resistance, so Fritz left and joined Bayerische Motoren Werke (BMW). There he designed an engine that retained the 6-cylinder in-line configuration of the earlier Daimler-Benz engines, but was superior in many respects.
Airway Beacon and Tower

Night flying presented special hazards for air mail pilots. In the 1920s, the Post Office established a system of lighted airways marked by powerful rotating beacons. Placed 16 km (10 mi) apart, they rotated every 10 seconds and were visible 60 km (40 mi) away.
Airway Beacon and Tower

Night flying presented special hazards for air mail pilots. In the 1920s, the Post Office established a system of lighted airways marked by powerful rotating beacons. Placed 16 km (10 mi) apart, they rotated every 10 seconds and were visible 60 km (40 mi) away.
Airway Beacon and Tower

Night flying presented special hazards for air mail pilots. In the 1920s, the Post Office established a system of lighted airways marked by powerful rotating beacons. Placed 16 km (10 mi) apart, they rotated every 10 seconds and were visible 60 km (40 mi) away.
Balloon Basket, USMC, World War I

World War I USMC Balloon Basket.
Balloon Basket, USA, World War I, United States Army Air Service

World War I United States Army Air Service balloon basket.
Apollo Command and Service Modules

This Block II Apollo Command and Service Module combination (CSM 105), manufactured by North American Rockwell, was originally used for vibration and acoustic tests. In 1973 it was refurbished for display at the Paris Air Show. The CSM was displayed docked to a Soviet Soyuz spacecraft, as was planned for the Apollo-Soyuz Test Program (ASTP) mission that took place in July 1975
Apollo No. 105 Command and Service Modules ASTP Mockup

This Block II Apollo Command and Service Module combination (CSM 105), manufactured by North American Rockwell, was originally used for vibration and acoustic tests. In 1973 it was refurbished for display at the Paris Air Show. The CSM was displayed docked to a Soviet Soyuz spacecraft, as was planned for the Apollo-Soyuz Test Program (ASTP) mission that took place in July 1975.
Apollo No. 105 Command and Service Modules ASTP Mockup

This Block II Apollo Command and Service Module combination (CSM 105), manufactured by North American Rockwell, was originally used for vibration and acoustic tests. In 1973 it was refurbished for display at the Paris Air Show. The CSM was displayed docked to a Soviet Soyuz spacecraft, as was planned for the Apollo-Soyuz Test Program (ASTP) mission that took place in July 1975.
Apollo No. 105 Command and Service Modules ASTP Mockup

This Block II Apollo Command and Service Module combination (CSM 105), manufactured by North American Rockwell, was originally used for vibration and acoustic tests. In 1973 it was refurbished for display at the Paris Air Show. The CSM was displayed docked to a Soviet Soyuz spacecraft, as was planned for the Apollo-Soyuz Test Program (ASTP) mission that took place in July 1975.
Apollo No. 105 Command and Service Modules ASTP Mockup

This Block II Apollo Command and Service Module combination (CSM 105), manufactured by North American Rockwell, was originally used for vibration and acoustic tests. In 1973 it was refurbished for display at the Paris Air Show. The CSM was displayed docked to a Soviet Soyuz spacecraft, as was planned for the Apollo-Soyuz Test Program (ASTP) mission that took place in July 1975.
Apollo #105 Command and Service Modules ASTP Mockup

This Block II Apollo Command and Service Module combination (CSM 105), manufactured by North American Rockwell, was originally used for vibration and acoustic tests. In 1973 it was refurbished for display at the Paris Air Show. The CSM was displayed docked to a Soviet Soyuz spacecraft, as was planned for the Apollo-Soyuz Test Program (ASTP) mission that took place in July 1975. The Soyuz spacecraft was made of residual test hardware. Highlighted in this image are the engines of the Apollo #105 Command and Service Modules ASTP.
Alexander de Seversky Navy Aero School Badge

Silver anchor with wings and wreath of chain links.
Hughes H-1 Racer Landing Gear

The Hughes H-1 racer, designed by Howard Hughes and Richard Palmer and built by Glenn Odekirk, was developed to be the fastest landplane in the world. On September 13, 1935, Hughes achieved this design goal by flying the H-1 to a new world speed record of 567 kilometers (352 miles) per hour at Santa Ana, California.
Hughes H-1 Racer

The Hughes H-1 racer, designed by Howard Hughes and Richard Palmer and built by Glenn Odekirk, was developed to be the fastest landplane in the world. On September 13, 1935, Hughes achieved this design goal by flying the H-1 to a new world speed record of 567 kilometers (352 miles) per hour at Santa Ana, California.
Hughes H-1 Racer

The Hughes H-1 racer, designed by Howard Hughes and Richard Palmer and built by Glenn Odekirk, was developed to be the fastest landplane in the world. On September 13, 1935, Hughes achieved this design goal by flying the H-1 to a new world speed record of 567 kilometers (352 miles) per hour at Santa Ana, California.
Hughes H-1 Racer

The Hughes H-1 racer, designed by Howard Hughes and Richard Palmer and built by Glenn Odekirk, was developed to be the fastest landplane in the world. On September 13, 1935, Hughes achieved this design goal by flying the H-1 to a new world speed record of 567 kilometers (352 miles) per hour at Santa Ana, California.
Hughes H-1 Racer

The Hughes H-1 racer, designed by Howard Hughes and Richard Palmer and built by Glenn Odekirk, was developed to be the fastest landplane in the world. On September 13, 1935, Hughes achieved this design goal by flying the H-1 to a new world speed record of 567 kilometers (352 miles) per hour at Santa Ana, California.
Hughes H-1 Racer

The Hughes H-1 racer, designed by Howard Hughes and Richard Palmer and built by Glenn Odekirk, was developed to be the fastest landplane in the world. On September 13, 1935, Hughes achieved this design goal by flying the H-1 to a new world speed record of 567 kilometers (352 miles) per hour at Santa Ana, California.
Hughes H-1 Racer

The Hughes H-1 racer, designed by Howard Hughes and Richard Palmer and built by Glenn Odekirk, was developed to be the fastest landplane in the world. On September 13, 1935, Hughes achieved this design goal by flying the H-1 to a new world speed record of 567 kilometers (352 miles) per hour at Santa Ana, California.
M2-F3 Lifting Body

This M2-F3 lifting body was the first of the heavyweight, wingless lifting body research craft of the 1960s. The lifting body programs tested the concept of achieving aerodynamic lift from just the shape of wingless craft, a concept used in designing the Space Shuttle.
Skylab 4 Command Module

The Skylab 4 Command Module, which served as the crew cabin for going to and from Skylab, was the first U.S. space station. Skylab 4, the third and last of the Skylab missions, was launched on November 16, 1973 with Command and Service Modules CSM-118. The three-person crew, Gerald P. Carr, William R. Pogue, and Edward G. Gibson, spent 84 days on orbit, landing on February 8, 1974. Highlighted in this image is the rendezvous window of Skyland 4.
Ranger Spacecraft

Built between 1961 through 1965, the Ranger spacecraft were designed to give scientists their first detailed closeup images of the lunar surface. The spacecraft were built to crash into its surface, collecting images as they approached. After six failed attempts, Rangers 7, 8, and 9 successfully completed their 65-hour journeys to the Moon. Highlighted in this image are the solar panels on the Ranger spacecraft.
Skylab Force Measuring Unit

Metal platform with foot restraints and attached sensor assembly on a mounting frame; six blue sensor units and one black box unit with a multi-pin connector jack.
Skylab Force Measuring Unit

Metal platform with foot restraints and attached sensor assembly on a mounting frame; six blue sensor units and one black box unit with a multi-pin connector jack.
Skylab Force Measuring Unit

Metal platform with foot restraints and attached sensor assembly on a mounting frame; six blue sensor units and one black box unit with a multi-pin connector jack.
Beechcraft C17L Staggerwing

The Beechcraft C17L Staggerwing was the first aircraft produced by the new Beech Aircraft Company of Wichita, Kansas. It was a gamble for President Walter Beech and Vice-president Ted Wells who was chief designer of the aircraft. Produced during the depths of the Great Depression, this expensive aircraft was designed as a high-speed, comfortable business airplane. The gamble was successful with 781 Beech 17s produced in eight different series. The aircraft was technologically advanced for its time, and the negative staggered wing arrangement, which improved the pilot's visibility from the aircraft and the airplane's gentle stall characteristics, also contributed to the design's classic beauty.
Beechcraft C17L Staggerwing

The Beechcraft C17L Staggerwing was the first aircraft produced by the new Beech Aircraft Company of Wichita, Kansas. It was a gamble for President Walter Beech and Vice-president Ted Wells who was chief designer of the aircraft. Produced during the depths of the Great Depression, this expensive aircraft was designed as a high-speed, comfortable business airplane. The gamble was successful with 781 Beech 17s produced in eight different series. The aircraft was technologically advanced for its time, and the negative staggered wing arrangement, which improved the pilot's visibility from the aircraft and the airplane's gentle stall characteristics, also contributed to the design's classic beauty.
Model, Space Shuttle, North American Rockwell Final Design, 1:15

This model represents the final Space Shuttle design that emerged from NASA-industry studies in 1969-1972. This design was selected as the best combination of a reusable orbiter, a disposable external tank, and two recoverable solid rocket boosters after it became evident that a completely reusable system would be too large and too costly. The model depicts the orbiter Columbia and the Shuttle "stack" poised for launch on the mobile launch platform and crawler transporter.
North American Rockwell Final Design Space Shuttle Model

This model represents the final Space Shuttle design that emerged from NASA-industry studies in 1969-1972. This design was selected as the best combination of a reusable orbiter, a disposable external tank, and two recoverable solid rocket boosters after it became evident that a completely reusable system would be too large and too costly. The model depicts the orbiter Columbia and the Shuttle "stack" poised for launch on the mobile launch platform and crawler transporter.
North American Rockwell Final Design Space Shuttle Model

This model represents the final Space Shuttle design that emerged from NASA-industry studies in 1969-1972. This design was selected as the best combination of a reusable orbiter, a disposable external tank, and two recoverable solid rocket boosters after it became evident that a completely reusable system would be too large and too costly. The model depicts the orbiter Columbia and the Shuttle "stack" poised for launch on the mobile launch platform and crawler transporter.
North American Rockwell Final Design Space Shuttle Model

This model represents the final Space Shuttle design that emerged from NASA-industry studies in 1969-1972. This design was selected as the best combination of a reusable orbiter, a disposable external tank, and two recoverable solid rocket boosters after it became evident that a completely reusable system would be too large and too costly. The model depicts the orbiter Columbia and the Shuttle "stack" poised for launch on the mobile launch platform and crawler transporter.
North American Rockwell Final Design Space Shuttle Model

This model represents the final Space Shuttle design that emerged from NASA-industry studies in 1969-1972. This design was selected as the best combination of a reusable orbiter, a disposable external tank, and two recoverable solid rocket boosters after it became evident that a completely reusable system would be too large and too costly. The model depicts the orbiter Columbia and the Shuttle "stack" poised for launch on the mobile launch platform and crawler transporter.
North American Rockwell Final Design Space Shuttle Model

This model represents the final Space Shuttle design that emerged from NASA-industry studies in 1969-1972. This design was selected as the best combination of a reusable orbiter, a disposable external tank, and two recoverable solid rocket boosters after it became evident that a completely reusable system would be too large and too costly. The model depicts the orbiter Columbia and the Shuttle "stack" poised for launch on the mobile launch platform and crawler transporter.
North American Rockwell Final Design Space Shuttle Model

This model represents the final Space Shuttle design that emerged from NASA-industry studies in 1969-1972. This design was selected as the best combination of a reusable orbiter, a disposable external tank, and two recoverable solid rocket boosters after it became evident that a completely reusable system would be too large and too costly. The model depicts the orbiter Columbia and the Shuttle "stack" poised for launch on the mobile launch platform and crawler transporter.
North American Rockwell Final Design Space Shuttle Model

This model represents the final Space Shuttle design that emerged from NASA-industry studies in 1969-1972. This design was selected as the best combination of a reusable orbiter, a disposable external tank, and two recoverable solid rocket boosters after it became evident that a completely reusable system would be too large and too costly. The model depicts the orbiter Columbia and the Shuttle "stack" poised for launch on the mobile launch platform and crawler transporter.
Lockheed U-2C Tail and Rudder

Still shrouded in secrecy over 35 years after its creation, the Lockheed U-2C was originally designed as a strategic reconnaissance aircraft, playing a crucial role during the tense years of the Cold War. Built by the famous ‘Skunk Works" by Lockheed under the direction of Clarence L. "Kelly" Johnson, the U-2C was truly one of the most successful intelligence- gathering aircraft ever produced. The U-2C on display at NASM flew the first operational mission over the USSR on 4 July 1956, piloted by Hervey Stockman. Highlighted in this image are the tail and rudder on the Lockheed U-2C.
Lockheed U-2C Exhaust

Still shrouded in secrecy over 35 years after its creation, the Lockheed U-2C was originally designed as a strategic reconnaissance aircraft, playing a crucial role during the tense years of the Cold War. Built by the famous ‘Skunk Works" by Lockheed under the direction of Clarence L. "Kelly" Johnson, the U-2C was truly one of the most successful intelligence- gathering aircraft ever produced. The U-2C on display at NASM flew the first operational mission over the USSR on 4 July 1956, piloted by Hervey Stockman. Highlighted in this image is the exhaust on the Lockheed U-2C.
Lockheed U-2C WIng

Still shrouded in secrecy over 35 years after its creation, the Lockheed U-2C was originally designed as a strategic reconnaissance aircraft, playing a crucial role during the tense years of the Cold War. Built by the famous ‘Skunk Works" by Lockheed under the direction of Clarence L. "Kelly" Johnson, the U-2C was truly one of the most successful intelligence- gathering aircraft ever produced. The U-2C on display at NASM flew the first operational mission over the USSR on 4 July 1956, piloted by Hervey Stockman. Highlighted in this image is the wing of the Lockheed U-2C.
Model of USS Enterprise Aircraft Carrier

In 1982, the Museum acquired this 11-foot model of the aircraft carrier USS Enterprise. It was built and donated by Stephen Henninger, who spent about 1,000 hours a year for 12 years to construct the 1:100 scale ship. Highlighted in this image are airplanes, airplanes catapults, the flight deck, and the island.
United States Army Air Corps Service Officer Coat

Wool; 4 brass buttons; open collar; 1st lt. bars; olive drab color; silver bullion pilot badge and aerial gunner award.
United States Army Air Corps Service Officer Coat

This United States Army Air Corps Service Officer coat displays a silver bullion pilot badge, revealing its owner was a pilot of the U.S. Army Air Corps. The wool coat is completed with the Great Seal of the United States engraved on its four brass buttons.
United States Army Air Corps Service Officer Coat

This United States Army Air Corps Service Officer coat displays a silver bullion pilot badge, revealing its owner was a pilot of the U.S. Army Air Corps. The wool coat is completed with the Great Seal of the United States engraved on its four brass buttons.
United States Army Air Corps Service Officer Coat

Wool; 4 brass buttons; open collar; 1st lt. bars; olive drab color; silver bullion pilot badge and aerial gunner award.
Wes Archer Royal Flying Corps Service Officer Cap

O.D. billed cap with RFC badge and RAF cloth badge worn over band.
Wes Archer Royal Flying Corps Service Officer Cap

O.D. billed cap with RFC badge and RAF cloth badge worn over band.
Wes Archer Royal Flying Corps Service Officer Cap

O.D. billed cap with RFC badge and RAF cloth badge worn over band.
Royal Flying Corps Swagger Stick

Wood swagger stick with bullet cartridge tip and brass handle.
Hare Aerial Patent Field Camera

Wooden box camera with 3 glass negative trays and 3 lenses.Camera in leather case lined in green felt. Kit with 7 film frames. 2 1/2x8x8 1/4 when closed.
Hare Aerial Patent Field Camera

Wooden box camera with 3 glass negative trays and 3 lenses.Camera in leather case lined in green felt. Kit with 7 film frames. 2 1/2x8x8 1/4 when closed.
Piper J-2 Cub

William Piper and the Piper Aircraft Corporation board of directors anointed this Cub, completed on November 2, 1937, as the first official Piper J-2 and flew it as the company plane until April 1939. The tandem two-place J-2 is the transition model of stable and economical Cub light aircraft that made flying easy to learn and afford. The J-2 cost $1,470 or could be rented for $10 an hour. A total of 1,207 Taylor and Piper J-2 Cubs were built from 1935 to 1938.
Piper J-2 Cub

William Piper and the Piper Aircraft Corporation board of directors anointed this Cub, completed on November 2, 1937, as the first official Piper J-2 and flew it as the company plane until April 1939. The tandem two-place J-2 is the transition model of stable and economical Cub light aircraft that made flying easy to learn and afford. The J-2 cost $1,470 or could be rented for $10 an hour. A total of 1,207 Taylor and Piper J-2 Cubs were built from 1935 to 1938.
Piper J-2 Cub

William Piper and the Piper Aircraft Corporation board of directors anointed this Cub, completed on November 2, 1937, as the first official Piper J-2 and flew it as the company plane until April 1939. The tandem two-place J-2 is the transition model of stable and economical Cub light aircraft that made flying easy to learn and afford. The J-2 cost $1,470 or could be rented for $10 an hour. A total of 1,207 Taylor and Piper J-2 Cubs were built from 1935 to 1938.
Gemini 10 Checklist (A19850127000

Michael Collins carried this checklist card into orbit during the Gemini 10 mission, July 18-21, 1966. In any mission of the Gemini program, the astronauts spent a great deal of their time manipulating controls and monitoring displays on the main display console.
Spoon, Command Module Pilot, Apollo 11

Small metal spoon
Spoon, Command Module Pilot, Apollo 11

Small metal spoon
Zeppelin Bomb

Metal WWI German spherical aerial bomb as dropped from Zeppelins. Cast metal spherel with one bolted suspension lug next to threaded fuse hole; fuse and contents missing; sphere seamed together in three parts. Marked "Inert" and date.
Zeppelin Bomb

Metal WWI German spherical aerial bomb as dropped from Zeppelins. Cast metal spherel with one bolted suspension lug next to threaded fuse hole; fuse and contents missing; sphere seamed together in three parts. Marked "Inert" and date.
Zeppelin Bomb

Metal WWI German spherical aerial bomb as dropped from Zeppelins. Cast metal spherel with one bolted suspension lug next to threaded fuse hole; fuse and contents missing; sphere seamed together in three parts. Marked "Inert" and date.
Altimeter, Zeppelin, L-49,

Aluminum case, black face, luminous markings, scale 0-8 km.
Pershing II

The Pershing II was a mobile, intermediate-range ballistic missile deployed by the U.S. Army at American bases in West Germany beginning in 1983. It was aimed at targets in the western Soviet Union. Each Pershing II carried a single, variable-yield thermonuclear warhead with an explosive force equivalent to 5-50 kilotons of TNT.
Sopwith 7F.1 Snipe

In the spring of 1917, Britain's most famous World War I fighter, the Sopwith Camel, made its debut. Shortly after deliveries to front-line squadrons of the Camel began, Sopwith designed a new single-seat fighter called the Snipe. The new airplane was simply intended to be a derivation of the Camel, with improved visibility for the pilot and gentler handling qualities. After nearly a year in development, the new fighter went into production in spring 1918.
Sopwith 7F.1 Snipe

In the spring of 1917, Britain's most famous World War I fighter, the Sopwith Camel, made its debut. Shortly after deliveries to front-line squadrons of the Camel began, Sopwith designed a new single-seat fighter called the Snipe. The new airplane was simply intended to be a derivation of the Camel, with improved visibility for the pilot and gentler handling qualities. After nearly a year in development, the new fighter went into production in spring 1918. Highlighted in this image is the tail and rudder of the Sopwith 7F.1 Snipe.
Sopwith 7F.1 Snipe

In the spring of 1917, Britain's most famous World War I fighter, the Sopwith Camel, made its debut. Shortly after deliveries to front-line squadrons of the Camel began, Sopwith designed a new single-seat fighter called the Snipe. The new airplane was simply intended to be a derivation of the Camel, with improved visibility for the pilot and gentler handling qualities. After nearly a year in development, the new fighter went into production in spring 1918. Highlighted in this image are the wings of the Sopwith 7F.1 Snipe .
Sopwith 7F.1 Snipe

In the spring of 1917, Britain's most famous World War I fighter, the Sopwith Camel, made its debut. Shortly after deliveries to front-line squadrons of the Camel began, Sopwith designed a new single-seat fighter called the Snipe. The new airplane was simply intended to be a derivation of the Camel, with improved visibility for the pilot and gentler handling qualities. After nearly a year in development, the new fighter went into production in spring 1918. Highlighted in this image is the landing gear of the Sopwith 7F.1 Snipe.
Brevetto Superiore Aviator's License

Paper certificate with cordavon leather case.
Model, Rocket, Saturn V, 1:34

This is a 1:34 scale model of the Saturn V and its launch tower. The Saturn V was one of several rockets developed by the National Aeronautics and Space Administration for use in the Apollo program. America's largest operational launch vehicle, a Saturn V first launched a manned Apollo spacecraft in December 1968 when the crew of Apollo 8 were placed into lunar orbit. In July 1969, the rocket sent astronauts Neil Armstrong and Edward Aldrin, Jr. of Apollo 11 to the surface of the moon, while Michael Collins remained in lunar orbit.
Pioneer RQ-2A UAV

The RQ-2A provides field commanders with real-time reconnaissance, surveillance, target acquisition, and battle damage information. Ground controllers pilot the aircraft over its 185-kilometer (115-mile) range. The RQ-2A can be recovered by flying into a large net aboard a ship or by using a tail hook and arresting wire on land. Highlighted in this image is the vertical stabilizers of the Pioneer RQ-2A UAV.
Pioneer RQ-2A UAV

The RQ-2A provides field commanders with real-time reconnaissance, surveillance, target acquisition, and battle damage information. Ground controllers pilot the aircraft over its 185-kilometer (115-mile) range. The RQ-2A can be recovered by flying into a large net aboard a ship or by using a tail hook and arresting wire on land.
Pioneer RQ-2A UAV

The RQ-2A provides field commanders with real-time reconnaissance, surveillance, target acquisition, and battle damage information. Ground controllers pilot the aircraft over its 185-kilometer (115-mile) range. The RQ-2A can be recovered by flying into a large net aboard a ship or by using a tail hook and arresting wire on land.
Hubble Space Telescope Backup Mirror

This is the backup primary mirror for the Hubble Space Telescope manufactured by the Eastman Kodak Company. The blank for this mirror was fabricated by the Corning Glass Works using their high silicon Ultra Low Expansion Glass (ULE 7971). It consists of two 1-inch glass disks fused to the faces of a thin square eggcrate-like support structure.
Hubble Space Telescope Primary Backup Mirror

This is the backup primary mirror for the Hubble Space Telescope manufactured by the Eastman Kodak Company. The blank for this mirror was fabricated by the Corning Glass Works using their high silicon Ultra Low Expansion Glass (ULE 7971). It consists of two 1-inch glass disks fused to the faces of a thin square eggcrate-like support structure.
Hopkins Ultraviolet Telescope Module

Original 36-inch reflecting telescope that flew on the Shuttle twice as part of the ASTRO mission. It employs a medium dispersion spectrometer at a modified prime focus. It was designed to observe faint celestial objects in the ultraviolet region of the spectrum.
Hopkins Ultraviolet Telescope Module

Original 36-inch reflecting telescope that flew on the Shuttle twice as part of the ASTRO mission. It employs a medium dispersion spectrometer at a modified prime focus. It was designed to observe faint celestial objects in the ultraviolet region of the spectrum.
Telescope Module, Hopkins Ultraviolet Telescope

Original 36-inch reflecting telescope that flew on the Shuttle twice as part of the ASTRO mission. It employs a medium dispersion spectrometer at a modified prime focus. It was designed to observe faint celestial objects in the ultraviolet region of the spectrum.
1900 Wright Glider (reproduction)

On their path to the first successful powered airplane, the 1903 Wright Flyer, the Wright brothers built three full-size gliders to test their design ideas regarding control, aerodynamics, and structures. The first one in 1900 produced less lift than the brothers' calculations predicted, but its wing-warping system for lateral control and forward elevator for pitch control worked beautifully. The Wrights primarily flew the 1900 glider as a kite, with no pilot aboard, to test its performance, but they did make a few free glides with Wilbur Wright as pilot, totaling two minutes in the air.
1900 Wright Glider (reproduction)

On their path to the first successful powered airplane, the 1903 Wright Flyer, the Wright brothers built three full-size gliders to test their design ideas regarding control, aerodynamics, and structures. The first one in 1900 produced less lift than the brothers' calculations predicted, but its wing-warping system for lateral control and forward elevator for pitch control worked beautifully. The Wrights primarily flew the 1900 glider as a kite, with no pilot aboard, to test its performance, but they did make a few free glides with Wilbur Wright as pilot, totaling two minutes in the air.
New Horizons (Full-Scale Model)

New Horizons will be the first spacecraft to visit Pluto and the Kuiper Belt in the outer solar system. It was launched aboard an Atlas V rocket from Cape Canaveral Air Force Base, Florida, on January 19, 2006, and conducted a Jupiter flyby 13 months later to gain further acceleration. New Horizons will make its closest approach to Pluto on July 14, 2015.
Sally Ride's Palapa Satellite Medal

This Palapa B1 Satellite medal was owned by Dr. Sally K. Ride. Palapa is the name for a series of communication satellites owned by Indosat, an Indonesian telecommunication company. The B1 was deployed in 1983 during STS-7, the space shuttle mission in which Sally Ride became the first American woman in space.
UAV, General Atomics MQ-1L Predator A

The Predator can provide near real-time reconnaissance using a satellite data link system and perform attack missions as well. It served over the Balkans, Afghanistan, and during Operation Iraqi Freedom in 2003. The most historic use of the Predator and Hellfire missiles occurred when CIA ground forces directed attacks against Al Qaeda forces during the opening months of the war on terrorism. Highlighted in this image is the armament of the Predator.
Lunar Roving Vehicle

The Lunar Roving Vehicle (LRV) was a battery powered "dune buggy" taken to the Moon on Apollo missions 15, 16, and 17. The LRV was stowed on the descent stage of the Lunar Module and deployed upon arrival at the lunar surface. The LRV was operated with a "stick controller," rather than a steering wheel, and could move forward and backwards.
Lunar Roving Vehicle

The Lunar Roving Vehicle (LRV) was a battery powered "dune buggy" taken to the Moon on Apollo missions 15, 16, and 17. The LRV was stowed on the descent stage of the Lunar Module and deployed upon arrival at the lunar surface. The LRV was operated with a "stick controller," rather than a steering wheel, and could move forward and backwards.
Lunar Roving Vehicle

The Lunar Roving Vehicle (LRV) was a battery powered "dune buggy" taken to the Moon on Apollo missions 15, 16, and 17. The LRV was stowed on the descent stage of the Lunar Module and deployed upon arrival at the lunar surface. The LRV was operated with a "stick controller," rather than a steering wheel, and could move forward and backwards.
Lunar Roving Vehicle

The Lunar Roving Vehicle (LRV) was a battery powered "dune buggy" taken to the Moon on Apollo missions 15, 16, and 17. The LRV was stowed on the descent stage of the Lunar Module and deployed upon arrival at the lunar surface. The LRV was operated with a "stick controller," rather than a steering wheel, and could move forward and backwards.
Lunar Roving Vehicle Antenna

The Lunar Roving Vehicle (LRV) was a battery powered "dune buggy" taken to the Moon on Apollo missions 15, 16, and 17. The LRV was stowed on the descent stage of the Lunar Module and deployed upon arrival at the lunar surface. The LRV was operated with a "stick controller," rather than a steering wheel, and could move forward and backwards. Highlighted in this image is the antenna of the Lunar Roving Vehicle.
Antenna attached to a pole.

The Lunar Roving Vehicle (LRV) was a battery powered "dune buggy" taken to the Moon on Apollo missions 15, 16, and 17. The LRV was stowed on the descent stage of the Lunar Module and deployed upon arrival at the lunar surface. The LRV was operated with a "stick controller," rather than a steering wheel, and could move forward and backwards. Highlighted in this image is the antenna of the Lunar Roving Vehicle.
Stick controller and instrument panel with multiple switches and controls.

The Lunar Roving Vehicle (LRV) was a battery powered "dune buggy" taken to the Moon on Apollo missions 15, 16, and 17. The LRV was stowed on the descent stage of the Lunar Module and deployed upon arrival at the lunar surface. The LRV was operated with a "stick controller," rather than a steering wheel, and could move forward and backwards. Highlighted in this image is the instrument panel and stick controller of the Lunar Roving Vehicle.
Fulton Airphibian FA-3-101 Cockpit

Designed by Robert Fulton Jr. in 1950, the Airphibian became the first roadable aircraft approved by the Civil Aviation Administration. It could fly to an airport and then, after disengaging wings, tail, and propeller, become a car. While a technical success as a flying car, the Airphibian did not become a marketable design due to the inherent compromises of air and car technologies and financial difficulties. Highlighted in this image is the cockpit of the plane.
1903 Wright Flyer

The original 1903 Wright Flyer on display as the centerpiece of The Wright Brothers & The Invention of the Aerial Age exhibition at the National Air and Space Museum on the National Mall in Washington, DC.
1903 Wright Flyer

The 1903 Wright Flyer show on display in the Milestons of Flight exhibition in 1998 at the National Air and Space Museum in Washington, DC.

Display Status:

This object is not on display at the National Air and Space Museum. It is either on loan or in storage.

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