By 1974 the prototype was unflyable. The aircraft was later metalized, the turtledeck was removed, and it was converted to use a Wright R-975 radial engine.
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Subsequent criticisms of the Wrights have included accusations of secrecy before coming to Europe in 1908, the use of a catapult-assisted launch and such a lack of aerodynamic stability as to make the machine almost unflyable.
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Friedman, p. 367 During wartime, the ship's crew totaled 1200.Chesneau, p. 21 The ship carried a self-propelled lighter under the rear of the flight deck to allow unflyable aircraft to be transferred between ships or to shore facilities.
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Friedman, p. 367 Two large cranes were mounted on the flight deck to move aircraft and stores to and from the flight deck. The ship carried two small self-propelled lighters to allow unflyable aircraft to be transferred between ships or to shore facilities. Bulk petrol storage consisted of .
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He was able to maneuver his craft to pick up 56 survivors. Space in the plane was limited, so Marks had men lashed to the wing with parachute cord. His actions rendered the aircraft unflyable. After nightfall, the destroyer escort , the first of seven rescue ships, used its search light as a beacon and instilled hope in those still in the water.
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It damaged the wings, rendering the aircraft unflyable. Marks rescued 56 men. After nightfall, the destroyer escort (DE 368), the first of seven rescue ships, used its search light as a beacon and instilled hope in those still in the water. The Doyle and others picked up the remaining survivors and after everyone was off Marks' PBY, the Doyle sank her.
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These 12 aircraft had been stored unsold when production ceased. All were withdrawn in 1995 following a report issued in May of that year which recommended the type's withdrawal from military duties amid concerns over airworthiness. Most were sold on to the Indonesian Navy, but two unflyable airframes are retained as training aids. The Royal Australian Air Force (RAAF) acquired an N22B in 1977.
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Formerly believed destroyed alongside F-ANPZ (see below), F-ANPY was last seen in an unflyable condition at Étampes in France in 1940.Ricco 2010, p. 34. Black Magic was sold to Portugal for a projected flight from Lisbon to Rio de Janeiro. Re-registered CS-AAJ and renamed Salazar it was damaged on its attempted takeoff at Sintra Air Base for the Atlantic crossing.
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Retrieved: 8 June 2010. A CF-188 Hornet after refueling over Iraq on 4 March 2015. The F-14 almost entered Canadian service through the backdoor due to the Iranian Revolution. In the aftermath of the revolution, the United States cut off all military supplies to Iran, which meant that the Iranians' new fleet of F-14s would potentially be rendered unflyable due to a lack of spares.
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Lieutenant Commander (USN) Robert Adrian "Adrian" Marks (February 18, 1917 - March 7, 1998) was the U.S. Navy pilot who rescued 56 crewman of the USS Indianapolis after it was sunk by Japanese torpedoes. Marks disobeyed standing orders not to land in open ocean and rescued survivors by lashing them to the wing. His actions rendered the aircraft unflyable. He was awarded the Air Medal by Chester W. Nimitz.
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The Roton ATV scored a 10 — the vehicle simulator was found to be almost unflyable by anyone except the Rotary test pilots, and even then there were short periods where the vehicle was out of control. Other aspects of the flight plan remained unproven and it is unknown whether Roton could have developed sufficient performance to reach orbit with a single stage, and return – although on paper this might have been possible.
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10 (27th revised edition) The term derives from the French language word empenner which means "to feather an arrow". Most aircraft feature an empennage incorporating vertical and horizontal stabilising surfaces which stabilise the flight dynamics of yaw and pitch, as well as housing control surfaces. In spite of effective control surfaces, many early aircraft that lacked a stabilising empennage were virtually unflyable. Even so-called "tailless aircraft" usually have a tail fin (usually a vertical stabiliser).
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The leading edge and ribs are inflated by the user with a pump prior to launching the kite. The profile of an LEI type kite comes from the inflatable edge and ribs. LEI kites are primarily used for kitesurfing, as they retain their structure when wet and can be easily relaunched from the water after sitting on the surface for an extended period. Conversely, an open-celled foil kite crashed into the sea immediately becomes saturated with water and unflyable.
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This can make an exact scale model unflyable, and the model has to be modified in some way. For example, drag is generally greater in proportion at low Reynolds number so a flying scale model usually requires a larger-than-scale propeller. At higher speeds approaching or exceeding the speed of sound, the Mach number becomes important (the speed of sound is Mach 1). At these speeds the air becomes compressible and its characteristics change dramatically, with shock waves forming.
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This decision came under Congressional review in 1955 and drew sharp criticism from Congress. Time Magazine called the Navy's grounding of all Westinghouse-powered F3H-1 Demons a "fiasco", with 21 unflyable planes, that could be used only for Navy ground training at a loss of $200 million.Time Magazine "Demon on the Ground" Nov. 7, 1955 One high point of the J40 was the 1955 setting of an unofficial time-to-climb record, in a Demon, of in 71 seconds.
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Another key capability of the PBMs was that they were seaworthy boats if need be. On a number of its missions, VH-3 would land its PBMs in less rough seas close to shore and then taxi many miles to the rescue site. JATO allowed them to take off in seas they could not land in. In one rescue, after a very rough landing had caused severe structural damage making the plane unflyable, a PBM taxied back to base in open seas.
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The tiny jet also appeared in two James Bond movies; Octopussy starring Sir Roger Moore, and later in a cameo appearance, hanging from the wall of Q's workshop in Die Another Day starring Pierce Brosnan as Agent 007. A later design, the BD-10 powered by the same engine (GE J-85) used on Lear Jet business jets, claimed to be the first supersonic personal jet built from a kit. Five examples were built in total and three of these crashed. Only two examples remain, both unflyable.
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The technique, known as "big ears", is used to increase the rate of descent (see picture and the full description below). The risers connecting to the rear of the wing can also be manipulated for steering if the brakes have been severed or are otherwise unavailable. For ground-handling purposes, a direct manipulation of these lines can be more effective and offer more control than the brakes. The effect of sudden wind blasts can be countered by directly pulling on the risers and making the wing unflyable, thereby avoiding falls or unintentional takeoffs.
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Its engines overboosted and unflyable, Z7513 was abandoned where it lay. After an Axis air raid on Kufra on 25 September 1942, it was cannibalised for spare parts to repair a Bisley damaged in the raid. In February 1959, a geological survey party rediscovered Z7513, and the bodies of its three crewmen were exhumed and reburied in Knightsbridge War Cemetery at Acroma, Libya. When de Wet's nephew visited the site again in November 2001, Z7513 was found to have been destroyed by scavenging, with its engines, propellers, and undercarriage missing.
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As one could not expect to stop every attacker, and any one of those would destroy some portion of the V-force, the only way to ensure the V-force survived in sufficient numbers to present a credible deterrent was to launch every available bomber whenever a serious threat appeared. If this was the case, any defensive systems would be protecting empty airfields and unflyable aircraft. While the need for early warning of the attack still required a powerful radar, requirements for anything beyond that, the interceptors and missiles, was questionable. Debate on the topic raged from 1956.
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If both were lost, the pilot would be forced to rely on a controls reversion system. With reduced control and possibly loss of electrical power, the pilot was then faced with the challenge of ditching the aircraft into the sea while maintaining a relation to the horizon over water on a moonless night. In this scenario, the aircraft was essentially unflyable. With an engine lost, the airplane slowly descended and about 10 to 30 seconds later crashed into the Atlantic Ocean at a point approximately 1.5 miles offshore, and 2.5 miles on the 040-degree radial from the western end of Runway 25.
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The propeller supply problem was not fully resolved until October of that year, so many unflyable aircraft accumulated at the CAC factory at Fisherman's Bend. However, during this time the opportunity was taken to incorporate modifications to the thickness of the lower wing skins that in-service use had shown were required. Following the outbreak of the Pacific War production was increased to make way for the Boomerang and the last Wackett was delivered to the Royal Australian Air Force on 22 April 1942. In the 1950s several aircraft were converted by Kingsford Smith Aviation Services Pty. Ltd.
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After learning about a remark by Chuck Yeager, that he would like to have some jet-powered lifting bodies for training purposes, Martin designed and built, on their own initiative, two examples of the SV-5J. The SV-5J was a jet-powered version of the rocket-powered X-24A. The SV-5J had identical dimensions to the X-24A, but was powered by a single Pratt & Whitney J60-PW-1 jet engine of 1360 kgf, in place of the X-24A's Reaction Motors XLR-11-RM-13 rocket engine. Martin also manufactured a full-scale, unflyable, mock-up of the SV-5J.
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The longest flight was only , the worst conditions were which required so much winter clothing that the plane was almost unflyable, and the plane made several crash landings. The only planes operating in Alaska in 1925 were three vintage Standard J biplanes belonging to Bennet Rodebaugh's Fairbanks Airplane company (later Wien Air Alaska) The aircraft were dismantled for the winter, had open cockpits, and had water-cooled engines that were unreliable in cold weather. Since both pilots were in the contiguous United States, Alaska Delegate Dan Sutherland attempted to get the authorization to use an inexperienced pilot, Roy Darling.
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Link's first military sales came as a result of the Air Mail scandal, when the Army Air Corps took over carriage of U.S. Air Mail. Twelve pilots were killed in a 78-day period due to their unfamiliarity with Instrument Flying Conditions. The large scale loss of life prompted the Air Corps to look at a number of solutions, including Link's pilot trainer. The Air Corps was given a stark demonstration of the potential of instrument training when, in 1934, Link flew in to a meeting in conditions of fog that the Air Corps evaluation team regarded as unflyable.
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No German losses are stated, and ZG 26's claims of three Hurricanes cannot be confirmed for 6 Squadron's records were destroyed in the retreat. On 5 April six Bf 110s from ZG 26 strafed an airfield hitting five Bristol Blenheims, a Hurricane and a Lysander. Two of the Blenheim's and the Lysander were unflyable and burned during the retreat. A wrecked Bf 110D from ZG 26, Gazala, December 1941 In early April the frontline consolidated. The 7th Australian Division was landed at Tobruk on 7th and on the 8th the Axis landed the 15th Panzer Division to sustain the drive across Libya and into Egypt.
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After Quill took command of the flight in November 1934 he and his team managed to fly every slot for a whole year, regardless of "unflyable" weather and without missing a flight. For this hazardous achievement Quill was awarded the Air Force Cross at the age of 23. On one occasion, when letting down through cloud, his Siskin hit the ground hard but in perfect landing attitude, bounced over a hedge and overturned, pushing Quill's head forward on to the cockpit coaming (its raised border). Had he not already received a broken nose from an accident when boxing for the RAF, he would have qualified for the "Siskin nose" – a characteristic of many pilots of the period.
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367 Two large cranes were mounted on the flight deck to move aircraft and stores to and from the flight deck. The ship carried two small self-propelled lighters to allow unflyable aircraft to be transferred between ships or to shore facilities. Bulk petrol storage consisted of .Hobbs, pp. 69, 73 The ship's crew totaled 854, plus 222 in her aircraft repair department. The ship was equipped with six quadruple mounts for the QF 2-pounder Mk VIII gun ("pom- pom"). These gun mounts could depress to −10° and elevate to a maximum of +80°. The Mk VIII 2-pounder gun fired a shell at a muzzle velocity of to a distance of . The gun's rate of fire was approximately 96–98 rounds per minute.
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The official (Spanish) investigation concluded that the cause of the accident was that the pilot in command, without taking account of the altitude at which he was flying, took the aircraft into an area of high terrain and thereby failed to maintain a safe height above the terrain. A British addendum to the report found that tardy and ambiguous directions from air traffic control regarding the unpublished hold directly contributed to the disorientation of the aircraft commander. The addendum also found that the unpublished track onto which the aircraft was directed required tight turns to be flown. These were practically unflyable, making entry into the region of high ground inevitable for an aircraft flying this track, even without the navigational errors made by Dan- Air 1008.
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At the beginning of 1940, a pair of deadly accidents occurred due to autorotation. Both deliveries and production were halted while the Regia Aeronautica evaluated the potential for abandoning use of the type, as the skill involved in flying the C.200 was considered to be beyond that of the average pilot.de Marchi 1994. Quote: "Sopraggiungono due incidenti mortali per autorotazione che fanno sospendere voli e consegne, si pensa di abbandonare la macchina classificata non pilotabile dalla media dei piloti" (Two fatal accidents occurred due to autorotation that caused suspension of flights and deliveries, prompting consideration of abandoning the use of the aircraft, as it was considered "unflyable" by the average pilot.) The problem was a product of the profile of the wing.
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In a flight test report, Francis Donaldson, the LAA's Chief Engineer, declared that although some design compromises were "clearly not ideal", overall he felt "very impressed with Michel Colomban's new creation", saying the aircraft "performed as claimed, was practical and fun". Donaldson's major criticism was that the elevator's GRP spring (to provide self-centering and to impart "feel") was in the cockpit and not in the tail, so that if the elevator control linkage failed, the aircraft could suffer catastrophic lack of pitch-control as "the Luciole would most likely be totally unflyable". However, Colomban has disclosed plans to "modify the system to relocate the tailplane's self-centering trim spring in the rear fuselage, attaching directly to the tailplane .... so a failure of the (linkage) would no longer be disastrous".
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