This Bastille Day, we take time to recognize some of the most colorful personalities in early French flight including Jules Védrines who was known as a rough-and-tumble, foul-mouthed, and unpredictable aviator and Hubert Latham who once declared to the French president that he was "a man of the world."
With all the activities going on lately about World War II aircraft, I’d like to tell the story of Russian naval pilot Alexander de Seversky, that country’s top naval ace in World War I, who later became one of the most influential proponents of the use of strategic air power in warfare — and Disney film star — in the United States. De Seversky was born in Triflis, Russia on June 7, 1894, to an aristocratic family. He learned how to fly by age 14 from his father who owned one of the first airplanes in Russia. De Seversky earned a degree in aeronautical engineering from the Imperial Russian Naval Academy in 1914 — at the outbreak of World War I — and became a second lieutenant in the Imperial Naval Air Service the following year.
As people start making their summer vacation plans, I often daydream about traveling around the world. Then I realize that I don’t even need to leave the office to see far off places. The National Air and Space Museum Archives' photography collection allows me to travel anywhere (and almost any time in the past 100 or so years)! My virtual vacation begins with the pyramids in Giza, Egypt, in 1926.
The Friendship 7 space capsule was designed to orbit the earth and it did just that on February 20, 1962, with John Glenn, Jr. on board. It circled the globe three times before landing in the Atlantic Ocean. Three months later Friendship 7 began its second mission, or what was popularly referred to as its “fourth orbit:” a worldwide exhibition that was organized to promote and represent the United States and its space program in nearly 30 cities around the world.
In the years following WWII the United States and her Allies conducted engineering and flight tests of many different types of captured or surrendered Axis aircraft, primarily from Germany and Japan. Many of these aircraft were acquired by Allied and US technical intelligence collection teams. It was ordered that at least one of each type of enemy aircraft be captured and evaluated by these teams, and that each aircraft type be maintained in flyable condition for a minimum of one year. To make this possible all technical data and support materiel available (such as tool kits, parts, etc.) had to also be captured to meet this requirement.
In the 1990s the United States collaborative space policy entered an extended period of transition from the earlier era of Cold War, one in which NASA has been compelled to deal with international partners on a much more even footing than ever before.
To get to Antarctica, I first flew on commercial flights from Washington, D.C. to Christchurch, New Zealand. While in Christchurch, I picked up special gear for the cold and harsh conditions in Antarctica from the US Antarctic Program Clothing Distribution Center. Several days later, I boarded a C-17 plane bound for McMurdo Station, Antarctica. In November, the temperatures are still cold enough that the sea ice surrounding McMurdo is used as a runway for aircraft. As I first stepped off the plane in Antarctica onto that expansive sheet of snow-covered ice, I was greeted by a blast of icy air, biting wind, and an amazing view of Mt. Erebus, the southernmost historically active volcano. It was so beautiful, it almost took my breath away!
On June 23, 1948, the Soviet Union blockaded ground access to West Berlin, at that time occupied by the United States, Great Britain, and France. All road, rail, and barge traffic was shut down. President Harry S. Truman and Gen. Lucius D. Clay, the American Military Governor of Germany, resolved to keep the city supplied by air. The resulting “Operation Vittles” – also known as the Berlin Airlift – was a massive combined effort of all the U.S. armed services and the Western powers.