United States Women in Aviation 1940-1985, by Deborah G. Douglas, was published in 1991 as part of the Smithsonian Institution Press series on women in the aviation industry. This collection consists of a variety of different types of material compiled during the author's research for the book.
Scope and Contents:
This collection consists of a variety of different types of material compiled during the author's research for the book. Included are: various types of correspondence; photographs; newspapers and other publications; photocopies of book chapters and magazine and newspaper articles; working notes belonging to the author; reports (official and personal); interview transcripts; and approximately 600 bibliographic note cards. Also included are 10 cassettes containing interviews with the following aviators: Ann Carl, Toby Felker, Nancy Fitzroy, Margaret Hoffman, Jean Ross Howard, Lt. Beth Hubert, Lt. Col. Yvonne C. Pateman, Janet Rassmussen, Lynn Rippelmeyer, and Mary F. Silitch.
Note: The digital images in this finding aid were repurposed from scans made by an outside contractor for a commercial product and may show irregular cropping and orientation in addition to color variations resulting from damage to and deterioration of the original objects. In addition, images of some material in the collection have been excluded from online display due to possible copyright restrictions.
Arrangement:
Collection is arranged by topic/subject.
Biographical / Historical:
United States Women in Aviation 1940-1985, by Deborah G. Douglas, was published in 1991 as part of the Smithsonian Institution Press series on women in the aviation industry. The publication documents the stories of women involved in all aspects of aviation during this time period, from pilots and engineers, to aircraft industry personnel and flight attendants.
Provenance:
Deborah G. Douglas, Gift, 1995, NASM.1995.0062
Restrictions:
No restrictions on access
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests
Horace E. Weihmiller (1902-1963) was a professional aerospace consultant and pilot. During the 1950's he was an active member of the American Astronautical Society (AAS), serving as Vice President, Chairman of the Nominating Committee, Chairman of the New York section, Chairman of the National Affairs Committee and a member of the Scientific Research Committee. This collection consists of correspondence, notes and reports dealing with Weihmiller's activities in the AAS from 1957 thru 1963. 1 cubic foot (3 boxes).
Scope and Content:
This collection consists of correspondence, notes and reports dealing with Weihmiller's activities in the AAS from 1957 thru 1963.
Arrangement:
The materials are arranged in chronological order.
Biographical/Historical note:
Horace E. Weihmiller (1902-1963) was a professional aerospace consultant and pilot. Following his graduation from the Massachusetts Institute of Technology (BSE, 1925) he served briefly in the Army Air Corps (1926), receiving his wings at Brooks Field, Texas. He joined the Travel Air Corp and served as Chief Engineer from 1927 to 1928. Weihmiller then became the President and General Manager of the Corman Aircraft Company from 1928 to 1931. He later joined the Ford Motor Company, Airplane Division as an Aeronautical Engineer from 1931 to 1933. Weihmiller went on to work for the Consolidated Aircraft Corporation from 1933 to 1937 and Vice President from 1937 to 1943. In 1943 he formed a scientific and aircraft consulting service in Washington, D.C. and in 1945 was appointed by the Joint Chiefs of Staff to survey the German aircraft industry, receiving the Patriotic Civilian Service Certificate, the Army's highest civilian award. Weihmiller acted as consultant to the Air Policy Commission under President Truman and as administrative assistant to the Director of Science Research at Republic Aviation Corporation. During the 1950's he was an active member of the American Astronautical Society (AAS), serving as Vice President, Chairman of the Nominating Committee, Chairman of the New York section, Chairman of the National Affairs Committee and a member of the Scientific Research Committee.
Various Amerika bomber projects, Junkers, Messershmitt, Reimar goes over performance numbers; [9:40] Reimar on additional problems with Horten XVIII compared to Horten IX; [11:45] Retake France to launch Horten XVIII and shorter flight, said Sauer; [13:27] Personality dead, his heart was not in his work, passive, "he was a zero" said Reimar to describe Antz? who was in RLM because he was not good enough to work in the aircraft industry, good people went to industry, poor workers to RLM. [16:35] Reimar on Flugbaumeister's purpose and role, flying engineers, combination of engineer and pilot, Flugbaufuhrer - more education. PhD in engineering, University degree, 10-15 flug-fuhrer, about 100 flugmeister. [22:10] Reimar points out his and Walter's rooms in building at Göttingen (on photo or map) ca. 42-43; more photos discussed, photos of 004 engine and Reimar compares with BMW 003; [32:34] Reimar on problems that arose when 004 substituted for 003, amount of airflow in cubic meters per second, etc. [33:57] Reimar and Walter did not have as much power as many think; Reimar on Hans Hermann, came to Göttingen to help Hortens; [35:21] Reimar on Hanna Reitsch, she was too light to fly Horten II or III, pilot had to weigh between 60 and 90 kg., very dangerous to fly at this aft center of gravity, lift distribution depended on proper center of gravity. [38:05] Reimar on RLM asking for vertical fin on____? (Reidenbach, Lucht, Antz against all-wing with lack of fin); [39:15] When Reidenbach examined Horten V at Berlin Staaken he said it was built by amateurs, says Reimar; [40:14] Reimar: Reidenbach wanted biplane, went to Fiesler in 1941 to build a biplane! - also Me 262 neglected for months, Reimar on Horten XIII supersonic delta; Reimar on testing supersonic design [45:30]; [47:45] Reimar discusses various features of a model of__ delta?; [50:50] Reimar on Horten VII design, a fighter version - Reimar made some drawings, Reimar and Walter discussed it at Brauncschweig mid and late 1940; [59:10] Wolfram talked to Reimar about longe-range recon aircraft, Walter flew Dornier Super Wal, He 59 twin-engine biplane, during Polish campaign Walter attacked and sank a Polish destroyer while flying the He 51 (or 59) - 180 kph.
Collection Restrictions:
No restrictions on access.
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Walter and Reimar Horten Interviews [Myhra], Acc. 1999-0065, National Air and Space Museum, Smithsonian Institution.
Discussion about Gassler (?), designer at Klemm, Fiesler, worked on Me 108, '109, V-1. [2:20] Reimar discusses Dr. Dietrich, worked for Argus on pulse-jet engine, Horten brothers considered using in Horten VII …met Peron in Argentina …[7:20] Dietrich told Reimar pulse-jet too noisy for practical use …discussion on various engines considered for Horten wings. [10:56] Walter as originator, through Diesing, of Göring's 1000x1000x1000 edict to German aircraft industry. [12:51] Character of Gen. Diesing. [15:00] Reimar: Walter cultivated many contacts throughout Luftwaffe. [18:00] What Milch thought about Horten IX and all-wing …Milch made Heinkel 177 into a dive bomber …[22:00] Milch approved Horten IX …Milch wanted to give Me 262 to Horten GMbH to produce, swept wing expertise, according to Myhra. [27:15] Engine placement on Horten IX …[28:35] Reimar on Heinkel and von Ohain and turbojet engine …[33:00] Discussions between Walter and Udet about new all-wing fighter for Germany. Multhopp on Horten IX [35:30]. 1943 Lilienthal Gesellschaft conference, Tank, Multhopp, Lippisch, for and against the flying wing, also present at this meeting professors from Darmstadt, Braunschweig, Adlershof; Reimar never mentioned bell lift distribution, "all against" flying wing except Lippisch, Reimar decided not to mention bell distribution, all professors but no pilots …[38:20] "…great tapering, small wingtips and great root …" element of bell distribution …Lippisch agree with us [on benefits of flying wing] and [he was] attacking them…" [40:00] Clout of Antz at RLM. Reimar then describes possible speed range of jet aircraft, 747, Horten IX, with original small center section 960 kph, with larger center section 920 kph, Reimar estimated these speeds and he did not want to claim 1,000 kph, as Walter urged. Ziller thought Horten IX capable of 900 kph [45:00]. Reimar on dynamic pressure vis-a-vie wing skin thickness, etc. [48:18] Horten IX wingtips required reinforcement of wood with metal strips, Dr. Pinton at Dynamit AG had a glue that would bond aluminum and wood, Reimar tested concept and practiced bonding procedure on Horten IV b, but Wilkenson dismissed IV b work as wasteful diversion [50:30] …also had to reinforce Horten IX V3 but hide metal strips from radar. [53:29] Reimar on glue developed by Dr. Pinton at Dynamit AG to bond plastics, also good for fuel-proof coating inside Horten IX wet-wing, etc… Reimar's ideas for increasing torsional stiffness in wingtip, aiming to withstand 5,000 kg/m² dynamic pressure.
Collection Restrictions:
No restrictions on access.
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Walter and Reimar Horten Interviews [Myhra], Acc. 1999-0065, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topics: Hattie's baptismal records. Aircraft. Houses. Family/Friends. Travels. George Weaver's activities. Aircraft register. Photostat documents.
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Mr. Bellanca was known as a man who often altered the designs of his aircraft as well as creating new designs. In this creative process, he generated copious amounts of sketches and specifications, most of which were not identified or dated. They were found throughout the collection. Where possible, the processing archivist has maintained the original order and folder headings. Technical information was found in the Bellanca Collection that was not part of a formal report. This information is listed alphabetically by aircraft name and/or model number. The Collection contains specifications for aircraft issued by the United States government. The researcher will also find formal reports issued by the Bellanca Corporation filed by report number. In an effort to keep abreast of new developments in the aircraft industry, Mr. Bellanca collected literature regarding other manufacturer's products. Mr. Bellanca's research material is listed alphabetically by subject. The Bellanca drawings are listed in numerical order.
Arrangement:
2.1: Miscellaneous Handwritten Notes and Sketches
2.2: Aircraft Technical Data
2.3: Reports
2.4: Technical Research
2.5: Drawing Lists
2.6: Drawings
2.7: Drawing Indexes
General:
This material is separated into the following subseries: Miscellaneous Handwritten Notes and Sketches, Bellanca Aircraft Technical Data, Bellanca Aircraft Corporation Reports, Technical Research Files, Bellanca Aircraft Drawing Lists, Bellanca Aircraft Drawings, and Bellanca Aircraft Drawing Indexes. The Bellanca Collection is not a complete history of the Bellanca Aircraft Corporation. Over the years, it appears that many items were loaned out by the Bellanca Family to researchers and not returned. Therefore, there are significant gaps in correspondence, formal, numbered reports, and other areas of the collection. For example, the earliest report in the Bellanca Collection is Report #28, the next report which appears is report #45.
The Giuseppe M. Bellanca Collection contains over 10,000 drawings. (At the time of processing, not all drawings were entered into the Bellanca Drawings Database. These drawings will be entered as time allows.) The drawings vary in size from 8 x 11 inches to 36 x 185 inches. There are original pencil drawings, blueprints, and blueline drawings. Over 130 models of Bellanca aircraft are represented in the Collection. There are General Arrangement, or Three-View drawings for over 80 of these models. Bellanca drawings are not easy to decipher. Most of the drawings have data blocks which contain only a finite amount of information. Often the aircraft has been identified only by serial number. In some cases the model number of the aircraft is also the drawing number. Other times, the aircraft name would be given, but no model number, i.e. Skyrocket. Also, words were abbreviated and it was left up to the processing archivist to determine their probable meaning. Despite the explanation in the scope and content notes, the Bellanca Corporation was not consistent when assigning model numbers. Letters were sometimes assigned that reflected a United States War Department designation, i.e. the VSO and the VF. By using the Bellanca Drawing indexes, the processing archivist was able to supply model numbers for some of the drawings.
7136 Bellanca Aircraft Company Drawings have been added to the National Air and Space Museum Miscellaneous Drawings Database. As time allows, the remaining Bellanca Drawings will be added to this database. An Archives Staff member will assist researchers in retrieving these materials from the database finding aid.
The Bellanca drawings were stored for over thirty years in less-than-ideal conditions. Many of the drawings were drawn on poor-quality tracing paper, and have become extremely brittle and fragile. Therefore, many of the drawings in the Bellanca Collection may not be available to researchers.
During processing of the collection, the project archivist has gained some insight about how Mr. Bellanca chose the model designations for his aircraft. The earliest system of model designations was based upon letters of the alphabet. No model designations appear for any Bellanca design until his work for Maryland Pressed Steel in 1916. The CD, which he designed for that company, was his fourth aircraft design that was built, and the letter D is the fourth letter of the alphabet. This pattern continues through the Bellanca CF. During 1926, when Mr. Bellanca worked for the Wright Corporation, he already had in mind an improved version of the CF, which was designated the CG. This aircraft received the designation WB-1 from the Wright Corporation.
When Mr. Bellanca formed his own company in 1927, the letter pattern described above reasserted itself for a time with the introduction of the Bellanca CH. It was a common practice of manufacturers of the time to also include the engine horsepower as part of the model number, so the Bellanca CH actually received its Approved Type Certificate (ATC) as the CH-200. When the next model came out, it was the CH-300 with a 300 horsepower Wright Whirlwind engine. This system remained in place through the CH-400. Names were given to some Bellanca aircraft. It appears that the names were a marketing tool meant to appeal to the buying public. With this idea in mind, the CH-300 became the "Pacemaker", the CH-400 became the "Skyrocket", and the P 100 was christened the "Airbus". In the early 1930's, the Bellanca Corporation moved away from the alphabetical designations and moved to numerical designations. Later Bellanca aircraft model designations consist of a series of numbers, such as 31-50. The first number was the wing area, in this case, 310 square feet, divided by 10. The second number was the horsepower of the engine, 500, divided by 10. This resulted in a distinctive system of model designations, which lasted until Mr. Bellanca sold the company.
Collection Restrictions:
No restrictions on access.
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Giuseppe M. Bellanca Collection, Acc. NASM.1993.0055, National Air and Space Museum, Smithsonian Institution.
Army Air Forces Report No. 530 Industrial Preparedness in the Aircraft Industry: Preparedness Measures That Can Be Taken, Their Costs, and Consequent TimeSavings in Industrial Mobilization
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Peenemünde Interviews Project, Acc. 1999.0038, National Air and Space Museum, Smithsonian Institution.
Gorrell, Edgar S. (Edgar Staley), 1891-1945 Search this
Container:
Box 1, Folder 1
Type:
Archival materials
Text
Date:
1936
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Edgar S. Gorrell Collection, Acc. XXXX-0057, National Air and Space Museum, Smithsonian Institution.
Gorrell, Edgar S. (Edgar Staley), 1891-1945 Search this
Container:
Box 4, Folder 12
Type:
Archival materials
Text
Date:
1936-1939
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Edgar S. Gorrell Collection, Acc. XXXX-0057, National Air and Space Museum, Smithsonian Institution.
Gorrell, Edgar S. (Edgar Staley), 1891-1945 Search this
Container:
Box 4, Folder 13
Type:
Archival materials
Text
Date:
undated
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Edgar S. Gorrell Collection, Acc. XXXX-0057, National Air and Space Museum, Smithsonian Institution.
