To a technical person who is inclined to listen to rational explanations and to believe their conclusions, the rhetoric of certain present day political leaders can be baffling. Even more baffling is the eager positive response to such demagoguery by a large part of the population. The danger of what may happen next – rhetoric translated into loathsome policy – is frightening.
The lead up to the Second World War has shown us how clever manipulation of the minds of people who are relentlessly targeted by propaganda, will in the end lead to these people applauding anything that is promoted by the voice on their radio. Apparently – and this may be an unexpected conclusion to us, technical people – it is possible to influence the minds of good willing blokes and girls alike in any way that a politician wishes, given enough money and assistance from experts who know social psychology and modern techniques of communication.
In this way a regime with a particular agenda may change the moral conduct of its population. Norms that were for a long time based on religious freedom and universal human rights may be replaced by hard rules like: ‘own-people-first’. War may be declared on other nations, making void all habits of polite co-existence. The own constitution may be re-explained in different terms. Racial suppression may be declared the norm. Your neighbor may be sent off to a concentration camp and nobody inquires as to how and why.
To limit ourselves to the subject of this blog: early aviation history, here are some examples of frightening changes of moral judgment.
In 1940 the ruling Nazi’s and their sympathizers in Germany applauded the destruction by Luftwaffe bombardment of the city of Coventry in the UK, as a spectacular warning for an imminent invasion. Equally true, the hurt British took pride in the retaliatory actions of their RAF on the city of Berlin (and who would blame them for that?).
The state of war changes all judgement of right and wrong. It is easy to find more examples.
One may conclude that war erases all civilized premises of ‘having to love thy neighbor’. The new maxim becomes: ‘let them suffer what we have to suffer (and then some more please)’.
The scientist/engineer/technician is told to design superior airplanes and to the Army comes the order to use them as effectively as possible. The new moral standard becomes: ‘serve thy country – try to inflict as much pain as possible to the other guy’.
Or: war reverses all our moral values, once the other human being has become ‘the enemy’. And apparently this takes place without any questions asked. After a declaration of war, our moral standards change overnight.
As far as so-called ‘normal’ war goes, a certain effort has been made to set standards of conduct by the so-called Rules of Geneva. Thus, military prisoners shall be treated according to certain humanitarian rules. However, there are no rules with respect to a civil population that has become directly involved in military actions (called ‘collateral damage’ in doublespeak). Indeed, have brutal acts of war, such as the otiose bombardment of Dresden by the RAF in 1945, not conclusively shown that the civil population has become the hostage or even the target of modern warfare?
The superior aircraft and improved weaponry produced for each new war are enthusiastically described in technical publications and hobby blogs such as these up to today and judged purely on their technical virtues, without reference to the dehumanizing effects of war or the suffering of victims. As long as we don’t know the victims personally, we can concentrate purely on fascinating technical matters. Did the crew of ‘Enola Gay’ lie awake afterwards or did they congratulate themselves on a target well located and destroyed?
The human brain has an astonishing talent for partitioning-off the memory areas that contain unwelcome facts. If needed, the facts are explained away by powerful, selective reasoning. German military technical personnel brought to the United States after the war had never heard of the atrocities that happened in the extermination camps in their home country. Wernher von Braun was fully dedicated to the American moon program and did not remember the underground Mittelwerk in the Kohnstein where 5,200 V-2 rockets were built by the SS with the brutal use of concentration camp labor. Disabled workers were executed and cremated on site. 
Let us not forget that war is gruesome. Let us be vigilant. Human beings may behave pleasantly under pleasant conditions. There is however little persuasion or rhetoric required to re-program their partitioned minds and turn them into blind, contented wielders of destruction.
 Charles Lindbergh in his “Autobiography of Values” Harcourt Brace Jovanovich: New York, 1978, 473 p. ISBN 0-15-110202-3.
Well, today I finally finished the last part of my reflections on the history of the “Atlantic Airliners”, that is, the story how designers and other craftsmen learned to make metal birds that carry passengers safely across the great ocean.
So quick, go to the top edge of this page and click on Early Atlantic Airliners and download the pdf files for free!
(By the way, visit also the beautiful website where I found the above picture:
Now the last blog I have to write is to finish this Davis wing story. It’s coming – give me a bit of time. Lemesee, what was it about again??
Source: LA Times July 12, 2018
“Airline Restrooms are Shrinking”
by: Mary Schlangenstein
“The smaller lavatories enable carriers to squeeze in an extra row of seats that yield additional revenue.”
It may be surprising,
but the confrontation
with Real aeroplanes
often comes as a shock.
To begin with, we shudder at jet’s
Aeroplanes turn out to be Noisy.
(They never were so
in our picture books or imagination).
Next, we resent being
into a Wide-Body fuselage
for transport to our Exotic Holiday.
The very act of embarking the aircraft,
changes our feelings towards it.
We can no longer,
with our eyes,
its smooth outside shape.
We can no longer dream
how it will traverse the sky
after a graceful start.
In our imagination
is the perfect Man-Made object.
Imitating a living being,
it almost has come to life itself.
of this almost-living being,
it turns out to be stuffy, smelly,
The interior flying machine
stacks its passengers
into a cramped,
Starved, strapped, sedated,
we are offered at most
a narrow glimpse of clouds,
earth and sky.
We fancy birds,
we admire birds,
we wonder how they fly.
We would like to Be birds,
but we don’t necessarily
want to be
note: this blog was first published October 24, 2014
Since then the situation inside airliners has deteriorated.
Last year United Airlines made a profit of more than 2 billion dollars.
In 1994 I bought a handsome collection of short biographies of aviation pioneers, from which I quote:
“The Wing Man: David R. Davis – 1894(?) – 1972 
“David Davis grew up as a sickly child who was advised to spend as much time outdoors as possible. While a young man, he was sent on an educational camping trip with a tutor, during which they retraced the route of Lewis and Clark.  When he was fifteen he moved to California with his mother. Their home was near Los Angeles where [aviation pioneer] Glenn Martin was experimenting and Davis would often help Martin ground-handle his plane.
“In 1911 Davis made his first flight and four years later he bought his first aeroplane. During World War I he served in the Army. After the war he became a barnstormer before joining with Donald Douglas in 1920 to start the Davis-Douglas Airplane Company [Davis put up $40,000.] This venture failed and Davis was completely wiped out with the Stock Market crash in 1929.”
About the period with Douglas, Oliver E. Allen writes in “The Airline Builders“:
“…In 1920 Douglas was ready to start his own firm. He went to Southern California with less than $1000 because he felt at home there and one could fly there all year. It was however a bad time to start an aircraft factory anywhere. Douglas tried to borrow money everywhere, until a friend introduced him to David R. Davis, a well to do young man from California who wanted to have an airplane built for a non-stop transcontinental flight.”
“The two men founded the Davis-Douglas Co. and rented an office. Afterwards they moved to a loft over a lumberyard in Los Angeles. There they constructed the Cloudster. This airplane had one unique property: it was the first plane that could transport a load greater than its own weight. During the first [attempt of] transcontinental flight the [Liberty] engine broke down and Davis had to crash land at Fort Bliss (Texas). In 1923, when he was ready for a second attempt, two army officers had already completed the non-stop flight with a Fokker T2. Davis lost interest and withdrew from the company…”
Quoting again from Longyard:
“…Davis took an everyday job to support his family but he never gave up his penchant for airplanes. He tried to develop a variable pitch propeller, but lack of funds hampered his efforts. By the late 1930s, he had developed a theory of aerofoils that he thought could greatly increase the efficiency of wings. He tested model sections mounted on a borrowed car.
Through Walter Brookins, he was able to convince Reuben Fleet 
owner of Consolidated Aircraft, of the possibilities inherent in his new wing. Fleet had a wing section tested at the California Institute of Technology where the scientists said the wing was an impossible 102 percent efficient. They disassembled their windtunnel to see what was wrong! Fleet ordered that his next flying boat be built with a ‘Davis Wing’ – a million dollar gamble. In 1939 this plane [the Model 31 Corregidor] was flown by an amazed test pilot who said it handled like a fighter.”
Altogether not a very complete picture of what exactly went on with the Davis-wing. Remember this was the time before Google, Internet and Wiki. In those days one had to search in libraries and magazines. So imagine what a surprise it was when one day in 1996 I found a letter in the mail from my old friend of Canadian days John Gallipeau, whom I had not seen for thirty years. He had heard of my interest in the Davis wing and he had visited the San Diego Air & Space Museum, where he had found fresh information for me, such as the photograph of two of the principal actors shown above: Donald Douglas and David R. Davis.
 Picture of Cloudster is shown at the top of the article. Note the big belly needed to store all the fuel. (Pic credit: Wiki)
 The collection of short biographies is from: William H. Longyard, “Who’s Who in Aviation History“, Shrewsbury, Airlife, 1994.
 Two famous explorers, who were sent out by Thomas Jefferson in 1803 to find a route from St.Louis to the Pacific Coast.
 Chicago, Time/Life, 1981, here translated from the Dutch edition.
 Two more actors had appeared on the scene. Who was Brookins?according to: http://www.oac.cdlib.org/findaid/ark:/13030/kt0489r3ch/):
Walter Richard Brookins was born in Dayton, Ohio, on July 11, 1888. He first knew Orville and Wilbur Wright at the age of four, and was a student of their sister, Katherine, a school teacher. As a teenager he spent much time at the Wright brothers’ bicycle shop, observing them testing their theories, and after their successful first flight the brothers promised Brookins a plane as soon as he was old enough.
Brookins was the first civilian pilot taught to fly by Orville Wright, taking to the air after two and a half hours of instruction, controlling a flight from start to finish on April 30, and flying alone for 12 minutes on May 6.
On July 10, 1910, at Atlantic City, he became the first person to reach an altitude of one mile in an airplane, winning a $5,000 prize for the Wright Company from the Atlantic City Aero Club, and on September 29, 1911, he set an American distance record by flying 192 miles from Chicago to Springfield, IL, making two stops.
Acording to Longyard:
“… During the pre-WW1 years he [Brookins] earned a national reputation as a daring stunt pilot… [He]made the first nightflight in America … He later established the Brookins Aircraft Coporation in Los Angeles. He unwittingly dramatically affected the course of bombing history when he introduced David Davis to Reuben Fleet, so that Davis might sell Consolidated Aircraft his special wing design.”
Reuben Fleet of course was the legendary founder and owner of the Consolidated Aircraft Corporation. (see also: page 7, https://ritstaalman.files.wordpress.com/2014/09/laddon-catalina2.pdf)
Originating from Buffalo NY, the firm was moved to San Diego, near the naval base, when Fleet acquired orders for a large number of flying boats for the US Navy. Much detail about the initial years of Consolidated is given by: Roscoe Creed in: “PBY, The Catalina Flying Boat” (Annapolis, Naval Institute Press, 1986). Creed also describes the Davis-wing trial with the successor to the famous PBY Catalina, which was developed as a private project by Consolidated, under the name Model 31, later Corregidor.
to be continued…
I got interested (again) in aviation history when I bought thirty years ago at a jumble sale an old scrap book with photographs of the Dornier Do-X. The Germans have always been very proud of that boat, but of course in 1932 it failed dramatically where five years earlier Charles Lindbergh had succeeded without apparent effort: a simple non-stop jump across the Atlantic. I wondered why this could be so and started to read (+ collect) books about 1930-flying boats and airliners. What were the factors that determined their long-range performance? How fascinating that era was!
Next I got into a correspondence with a certain Don Middleton, a British aviation journalist, who had stated in an English monthly that the amazing long range of the Consolidated Catalina patrol boat was due to its ‘Davis-wing’. Based on general data from Jane’s ‘Fighting Aircraft of WWII’ edition I undertook to compare four contemporary transport planes: the Douglas DC-3 and DC-4, and the Consolidated Catalina and B-24 Liberator, and proved to him that Catalina’s extreme performance was based on two factors: its light construction (empty weight approximately 50% of take-off weight) and its slow cruising speed, which was right at the optimal economic flight point (maximum CL/CD ratio). The other three planes, for commercial or operational reasons, all cruised faster than their most economic speed and as a consequence had a comparatively shorter range. The Cats were slow, real slow, to the exasperation of their crews. However, slowness could also be advantageous: they were able to shield the ships they were escorting by circling tightly around them, outmaneuvering in this way attacking German and Japanese aircraft that were much faster.
The PBY Catalina had no Davis-wing and I think I proved it, but Middleton never entered into a serious discussion and suggested I submit my paper to the Royal Aeronautical Society, which of course was a bit much. Later on I learned he disliked smart asses like me who argued from theory: he had been a skilled aircraft worker at de Havillands himself and a RAF engineer during the war.
Of course the Davis-wing was used on the B-24 Liberator. Next blogs will summarize what I know about it. The inventor, David R. Davis,  appeals to me because he was obviously a maverick: he worked outside the official circuits of Universities and NACA. Apparently he had a mind of his own. As a result however, descriptions of his work are hard to find in official literature (like Abbott & Doenhoff; maybe Durand mentions him?). Apparently his wing had extreme low drag at small angles of attack (laminar flow?), which is remarkable, because long range (like Catalina’s) is usually associated with low engine power and therefore relative large angles of attack. So there were things here which were not quite clear to me. I wanted to know more about the wing profile: it must have been very thin with maximum depth near the middle of the chord. How can thin wings be made strong enough for long spans? This was the state of my comprehension until I found more information.
 A word of warning: there have been other aviators of fame with the name Davis. So is our man not to be confused with the unfortunate pilot Noel Guy Davis, who crashed short after take-off for a trans-Atlantic flight in 1927, aboard a Keystone Pathfinder (N-X179) airplane called American Legion.
 picture: PBY5 Catalina; credit: Wiki.
70 years after the previous photograph was taken, this
Boeing 747-206, the KLM airliner PH-BUK Louis Breguet , navigated the nightly waters of Amsterdam on its way to Aviodrome, the national aviation museum at Lelystad. This particular airplane, with combined passenger/cargo capacity, had flown before retirement
98 million kilometers during more than 100,000 hours of flight.
Restored to its full glory (complete with tail, wings and engines)
Louis Breguet may now be visited and studied inside/out at Aviodrome, Lelystad: