SMITHSAN’S DOCUMENTARY “FLY:”
Perhaps the search for speed and distance and the conquest of air were not originally intended to change our perspective. But it eventually achieved.
When the first balloon rose from the ground in 1783 in France, it not only signaled the beginning of an air flight, but also laid the groundwork for man’s first external perspective – as if he had removed himself from the earth’s gravitational lock and looked back for the first time. Conversely, this act did not work. The gentle brush of a balloon with a church spire not only demonstrated the need for greater lateral control, but also became the first time that a real “attacker” from above descended to what the consensus still considered a solid, solid, inevitable “ground” and perhaps the only inhabited. Since this may have been the first true “little step for man,” it marked the infantile beginning of aviation.
As a child as a car of fun and speed design of reciprocating engines, double-winged cloth-covered airfields and wire supports in the 1920s soon demonstrated their transportation and defense capabilities during the rapid development of World War I and II, overcoming distance, political frontier, country the continent – and ultimately the planet.
No other development in the history of human achievement has occurred at such a rapid pace, changing perceptions of space and time. The first orbital launch of the rocket, which came out of the atmosphere and gravity, parallel to the first flight of the balloon, again gave a completely new, previously inexperienced prospects and prospects – only now with a much increased altitude reached at exponential speed. For all its development, the orbital capsule, paradoxically, was as “fragile” in a windless void as a balloon. Certainly it was just as infantile in development.
The space mission clearly demonstrated that the conquest of airspace sought to increase speed and distance. But this mission, like the balloon, was only the first step to the next stage of development and discovery. Who can predict what this will reveal?
Although Smithsonian’s film “Flight” traces the evolution of human transportation, its consistent technological advances, which give speed and altitude, allow it to negotiate ever-increasing distances. With these distances came ever-changing prospects for self-development. As the line “we live only on the narrowest edge … snowflakes, which for a moment condensed in snowstorms and fires of matter in space”, this further journey demonstrated how insignificant our position in time and space is. .. and perhaps on a comparative scale as far as we are fragile. The greater the distance, it seems, the more modified the perspective. Although human and especially air and space transport has brought many benefits, it has also given a secondary evolution: the human perspective. Einstein’s theory of relativity assumes the ratio of time and speed. Couldn’t the distance / perspective ratio be similar?
DEVELOPMENT OF AIR TRANSPORTATION:
The development of air transport has led to a three-phase evolution: the aircraft is lighter than air, the design is heavier than air and, ultimately, space flight.
Faced with hitherto unknown kingdoms of flight, the earliest pioneers first had to achieve a rise with their kites and balloons before subsequent designers were able to control them. As is usually the case, when confronted with the unknown, people encountered skepticism, fear and superstition, explaining the superstitions that believe that Da Vinci’s air creatures are “works of the devil”. Not terrible, the early pioneers continued to conquer and tame elements with increased resilience, hardness, speed, and endurance. Skepticism has slowly adopted a clear and further reaffirmation of the integrity of design with transitions such as the English Channel by Bleriot and the Atlantic by Lindbergh. The fact that both were watery as well as covered distances was a simultaneous conquest of two elements: air and sea.
With increasing speed, distance and reliability, air travel has increasingly facilitated war, trade, business, communications and conventional passenger transport, and has therefore become increasingly important to our lives. Thus, the emotional responses to fear and skepticism came close to complete trust and dependence.
North American B-25 MITCHELL:
Designed in 1938 to meet the requirements of an air hull for a medium-range bomber, the B-25, later renamed the NA-40, first took off in January of the following year with two Pratt and Whitney Wasp engines of 1,100 hp, but that was after destroyed.
Still impressed with the overall design, Air Corps ordered a modified version with the installation of a tail gun called the NA-62. He began a test flight on August 19, 1940.
Perhaps his most famous symbolic mission was the launch of 16 B-25 aircraft from the aircraft carrier “Hornet” on April 18, 1942 to launch the first air attack on Japan. Although all aircraft were lost, the mission still fulfilled its purpose.
Several successive versions were produced, including a 75mm derivative gun marked B-25G and equipped with a 14.50 caliber B-25H gun, the latter of which was recognized as the most armed aircraft of World War II.
The B-25 Mitchell, tested at the Republic of Farmingdale Airport in September 1995, tail number N3161G with olive-green markings proved to be a mid-wing single-plane with twin, 3-blade Wright Cyclone engines with 1700 hp. between the dihedral wing of the root to the wing motor and the cathedral of the top of the motor to the wing. The wing itself, devoid of front edge devices, had two-section simple flaps with a rear edge, again separated by power plants. The design features were double vertical stabilizers mounted on either side of the horizontal tail. Front and stern glazed gunner stations were provided, although both were deprived of seats and armaments on this aircraft. Visibility was provided by the winding windshield by two panels and two rectangular side windows on both sides of a cabin which itself was over a place of the forward gunner. The plane was sitting on a single-wheeled landing gear of a three-wheeled three-wheeled chassis.
Of the nearly 11,000 manufactured B-25s, the most popular of which were guns removed, 12 B-25Js equipped with machine guns, the latter was decommissioned only in January 1959, two decades after its armament. 40 prototypes were first lifted into the sky.
GREAT AIR RACE OF 1924:
Simultaneously with each life cycle, a period of disconnection from the safe, playful proximity of the uterus is required to begin maturation, promoting autonomy, so that in the end it is possible to ensure conscientious function and purpose in the world. Thus, man becomes a “link” in the chain of survival. Stablers and stunt pilots, arousing interest due to their acrobatics and speed, have so far demonstrated their aerial designs as playful devices devoid of certain benefits and functions. But, like their youth counterparts, aircraft were required to prove their reliability and value by demonstrating their ability to cross distances and geographical boundaries. Mitchell, believing that aircraft are the key to future power, strength and great utility, approved the global world of four biplanes running on Liberty engines, to achieve this goal.
Perhaps to accomplish such a feat, man first had to sublimate his own survival to the greater survival of humanity – to take risks, to dare, to prove, and ultimately to win. This, in part, reflected the phase of the child’s birth. And they took risks: they struggled with mechanical failure, accident, sabotage, snowstorm, sandstorm, squall line, fatigue, temperature polarity, and death. But humanity will ultimately benefit from the seeds sown.
The fact that the first air crossing over the Pacific Ocean culminated in reaching the desired trajectory, but a deviation of one mile, certainly indicated that this “child” of the aircraft will lead very productively, productively.
Machines sometimes take on the identities of those who develop (and control) them. The fact that the plane, trying to mature and prove its value, followed the cycle of human development, almost saturated it with religious connotations: the plane was designed “in his image” – and therefore was created to serve him.
Successfully covering 26,000 miles on earth in 176 days created the eternal foundation of aviation and, indirectly, of man himself. After all, what else could be reflected in an air car other than the man who breathed life into it so that it could make it easier for him, becoming, like an adult, the newest link in the chain of survival?
And about the cycle after the adult and the person: isn’t it symbolic that the air race of 1924 had a complete earth circle behind it? Perhaps, like life itself, the race made a whole circle to return to its place of origin. Doesn’t everything start anew …?
FILM “SPIRIT OF ST. LOUIS:”
Being on the threshold of any bold endeavors, a person invariably faces the moment when his abilities, skills and beliefs become directly opposed to events. Despite all the prior training and beliefs, doubts are invariably traced, shackled by trust and reason, and they need to be confronted by revising the stages that led to this decision. During the anxious, restless night before his solo transatlantic transition, Lindbergh felt just such a phenomenon.
Rehearsing his past to regain temporarily lost confidence, he reflected on the events that prepared him for his undertaking. Dare to dazzle, scorching storm, heading to Chicago in the days of mail in a biplane with an open cabin and suffering from the loss of the engine, he parachuted down to the ice field, when the plane was spinning and crashing. Ultimately, having covered the rest of the distance by train, he decided that the transatlantic crossing would dispel such a reputation for unreliability and demonstrate the full potential of commercial aviation. As his technological childhood had outgrown him, he had entered his youthful phase, striving for maturity if the world could only learn about this fact.
Although Lindbergh’s investors saw his solo aerobatics in a single-screw design devoid of a navigator and sextant, dangerous and dependent on 40 hours of vigilance and control, his ultimate goal was to sublimate the inherent weight reduction to his extended range.
Ryan Airlines, Inc., San Diego, produced the said design with a range of 4,000 miles in 63 days, using round-the-clock production schedules to beat the competition emerging in Europe. The fact that the aircraft was a streamlined high-winged monoplane indicated that Lindbergh’s ideals had already been realized. The present flight has certainly sealed the fate of this fact.
After its almost symbolic spread in the misty dawn before its departure on May 20, 1927, Ryan’s silver plane plunged into darkness, doubt, and the uncertainty of consensus about the attempt, but a tiny orange glow pierced the sky on the horizon somehow reflecting the promise and need. seek. However, from the current standpoint, France was just as infinitesimally small.
An uncertain takeoff that prevented exposure to dirt and water, which barely cleared the tree line around the perimeter of Roosevelt Field on Long Island, led to a track covered with poor visibility, black night, icy conditions, uncertainty, lack of sleep -double and much.
But Lindbergh eventually defeated God and perhaps the prayer of his former student pilot, who carried him the last hundred yards to the ground. Charles Lindbergh, fighting for 3,610 miles, in the process of educating commercial aviation matured.
FLYING FORTRESS BOEING B-17:
A person invariably develops a sense of dread when he stands face to face with a historically significant aircraft, such as I did on a crystal blue day with summer temperatures in mid-October at the Republic of Farmingdale airport. The olive-green B-17, leaning on a regular chassis, with registration 124485 and the name Memphis Bell on both sides of the nose, blocked the line of light aircraft for recreation “Beech”, “Cessna” and “Piper”. In many ways the B-17 converted all other designs during World War II, regardless of their size.
Designed to meet the Army Air Corps’ requirements for a multi-engine anti-ship bomber, the Boeing abandoned the standard twin-engine design, doubling the number of power plants to significantly increase payload, range and service ceiling. The resulting Model 299, powered by four-bladed Pratt and Whitney Hornet 750-horsepower pistons, first flew on July 28, 1935, had eight crews and could carry a payload of eight 600-pound bombs.
However, the main aircraft with lower wings and dorsal ribs was so flexible that it was gradually adapted for different roles with Wright Cyclone turbocharged engines for higher performance, increased rudder area and sash for greater efficiency on the B-17B. and self-sealing tanks, flushing weapons and an abdominal bath on the B-17C-20 that were in operation by the RAF. The B-17D withstood most of the layer in the Pacific theater. The next B-17E included a larger fin for precision bombing at altitude, powerful dorsal, enhanced armor protection, and abdominal and caudal towers.
In fact, the development was so important for the war, as Boeing, Lockheed and Douglas simultaneously produced copies in staggering numbers. The released 3,405 B-17F recently introduced a long plexiglass nose, propellers with a paddle wing and a suspended strut. The final and most popular in numbers version, the B-17G, introduced in 1942, featured a chin tower and crossbars in a checkerboard pattern, and involved an additional production of 8,680 units.
Through 12,731 planes, the battle over Europe and the Pacific and the need to complete the mission after winning the mission, the 124485 plane proudly stood before me in the triumphantly shining morning sun to tell me its story.
US Aviation Industry Employment:
According to Robert Crandall, chairman and CEO of American Airlines, “deregulation is anti-labor and transfers wealth from employees’ pockets to passengers.” Reducing the spiral of deregulated power airline tickets has led to higher landing densities, erosion, increased daily use of aircraft, and reduced profitability. Although these lower fares have caused an explosive increase in passenger traffic in the United States, which has recently become an increasingly global trend – their inherent reduction leaves less money to buy aircraft, training, salaries and payments to employees, and indirectly leads to time, unemployment, employment in ground handling companies
Emphasizing this harsh reality, common themes were expressed by two guest speakers: the current conditions and fierce competition require the final adjustment of the application and submission process, including relevant education, resume composition and self-presentation during subsequent formal interviews. Based on my own experience at the airline, networking and proper contacts have never been more important to ensure proper concessions of positions.
Deregulation of airlines is a current story that is still changing. I lived it! Deregulation forces – and not choice – have become the culprit and responsibility of my 15-year aerospace career with five carriers. My personal outlook on ground positions with American airlines is unfortunately not optimistic: passengers will never give up the availability of low-cost airlines, and airlines have so far been able, and some very unsuccessfully, to resist this spiral of uncontrollable obstruction. and aid cuts. No less regrettable is the fact that carriers of foreign flags are increasingly imitating rather than rejecting this model. Deregulation, regardless of the form in which they came from the United States or in a permanent global guise, created the basis on which airlines have traditionally relied: protectionism and adequate compliance with tariffs.
LINDBERG: THE MAN IN THE MYTH:
Human behavior is similar to language. Вельмі дакладнае паведамленне можа быць у працэсе дастаўкі адносна дзеянняў чалавека, але калі чалавек не мае магчымасці перакласці заяву, гэта губляе зносіны. Той факт, што стыгматызаваны вобраз чалавека яшчэ больш азмрочвае прыём паведамлення, робіць задачу двайным перакладам. Гэтыя заявы, безумоўна, тычацца Чарльза Ліндберга … але толькі ў тым выпадку, калі асноўная ўвага надаецца чалавеку, які стаіць за міфам.
Каб зразумець сілы, якія дзейнічаюць, трэба спачатку звесці некаторыя псіхалагічныя паняцці да спрошчаных тэрмінаў. Напрыклад, я не мог бы даць вам 5,00 даляраў, калі б у мяне не было 5,00 даляра, і калі б хтосьці не даў мне. Падобным чынам, Ліндберг не мог дарыць любові і эмоцый, калі б ён не адчуваў гэтых пачуццяў, асабліва ў дзяцінстве. Людзі, якія спрабуюць арыентавацца ў жыцці з дзіркай такога памеру і значнасці ў сваёй душы, характэрна праяўляюць рысы асобы, звязаныя з фізічнай і эмацыянальнай раз’яднанасцю, замкнёнасцю, асацыяльнымі схільнасцямі, скаванасцю, “жыццём у перыферыі”, прадузятасцю і адчуванай няздольнасцю памылка Многія магутныя, вядомыя гістарычныя асобы з сумам адлюстравалі гэтыя рысы.
Тое, што бацька Ліндберга аднойчы пакінуў яго ў возеры, каб ён навучыўся плаваць, магчыма, спрыяла незалежнасці і самастойнасці, але гэта таксама магло быць пачаткам яго недаверу. Яго маці, паціскаючы яму руку кожны вечар перад тым, як ён лёг спаць, безумоўна, падтрымлівала такое ўспрыманне халоднасці, адсутнасці любові і бязбожнасці. Каханне – гэта харчаванне сябе; без гэтага Я не развіваецца, і чалавек адступае, адыходзіць і анямее – настолькі, што на самой справе можна адключыцца ад фізічнага і эмацыянальнага болю ў крайніх выпадках. У доказ бацька Ліндберга аднойчы адважыўся на аперацыю без анестэзіі. І тое, што маленькі бацькоўскі падмурак разваліў сам Ліндберг ва ўзросце пяці гадоў, калі яго бацькі канчаткова рассталіся. Такім чынам, вядучы перамовы пра жыццё з неразвітым, някормленым, ён змагаўся з самаадчуваннем і перыферыйным жыццём. Не звязаны са сваім унутраным “стрыжнем”, магчыма, ён ніколі не ведаў свайго сапраўднага “я”.
Хоць ён і любіў лётаць, учынак, хутчэй за ўсё, забяспечваў уцёкі, разрываючы ўсякую свядомую сувязь з яго хваравітым мінулым. У паветры ён упершыню змог дасягнуць “новых вышынь”, перавагі, трыумфу і кантролю. Гэта магло быць адзіным “унутраным кантролем”, які ён калі-небудзь адчуваў. Палёт даваў пачуццё пацверджання: яго ўчынкі небяспекі і смеласці маглі быць формай самаправеркі і, калі гэта было паспяхова, альбо доказам уласнай годнасці, хаця і мімалётнай: тым не менш, гэта было станоўчым падмацаваннем і, вядома, ніколі не атрымлівала ў дзяцінстве . Гэтая ступень небяспекі прымусіла яго жыць “на мяжы” – стан, які, падобна, адлюстроўваў яго ўнутраны стан. Самаадчуванне, выкліканае дзяцінствам няўпэўненасць прымушае чалавека жыць большую частку жыцця на мяжы.
Тое, што ён разглядаў сябе як беспамылковага з перакананнямі, падобнымі на цэмент, з’яўляецца павярхоўным доказам нічога і, наадварот, паказвае на магутную абарону ад глыбока ўкаранёнай, пераважнай няўпэўненасці – адчування, якое, хутчэй за ўсё, ён ніколі не змог выкарыстаць. Гэтая хранічная патрэба ў “прыкрыцці” і кампенсацыі звычайна прыводзіць да абсалютнасці, адзінкава-перспектыўнага мыслення. У крайнім выпадку, гэта нездарова.
Нягледзячы на тое, што пасля трансатлантычнага пераезду Ліндберг быў высока ацэнены ўзнагародамі, тэлеграмамі, падарункамі, пакетамі, тытуламі і прапановамі працаўладкавання, ці не маглі натоўпы несвядома адзначаць яго раз’яднаную таксічную аснову, якая падштурхнула яго да гэтага мерапрыемства? Магчыма, свет па-іншаму паглядзеў на яго пасля палёту, але чалавек, які стаяў за трыумфам, застаўся нязменным: ён працягваў быць такім жа прыватным, замкнёным і раз’яднаным. Чалавек не можа звязацца з іншымі, пакуль упершыню не злучыцца са сваім “я”.
Выкраданне і смерць сына, магчыма, толькі ўзмацнілі яго недаверствы адносна асноўных фігур, звязаных з яго мінулым, і, хутчэй за ўсё, паслужылі адлюстраваннем жорсткасці ў свеце, прымусіўшы яго ўзмоцнена сціснуць сваю здранцвелую, не адчувальную абарону. Толькі аналітычна разгледзеўшы трагедыю, ён не выказаў пачуццяў, смутку і эмоцый. У сваёй амаль гістарычнай рэканструкцыі падзея, накіраваная зараз на гэтага сына, хутчэй за ўсё ўзмацніла ягоныя дзіцячыя памылкі і прымусіла яго рэагаваць адзіным спосабам, якім ён змог уцячы – учынкам, які ён мог рэпеціраваць унутрана кожны дзень свайго жыцця. Адключэнне ад сябе – гэта ўцёкі.
Не адчуваючы, Ліндберг не мог “адчуваць” іншых: ён не мог правесці адрозненне паміж забойствамі нацысцкіх канцлагераў і выпадковымі выпадкамі вайны. Хіба ягонае адабрэнне смерці не магло быць згодным выразам таго, што яму так неабходна было зрабіць у дзяцінстве супраць тых, хто не здолеў выхаваць яго неабходную клопат і любоў і хто, як следства, выклікаў у яго першапачатковы недавер? Немаўляты, якія не могуць усталяваць сувязь з апекуном на працягу першых некалькіх каштоўных момантаў жыцця, не могуць звязацца са сваім “я” і давяраць іншым, каб задаволіць іх патрэбы.
Самалётны трансатлантычны палёт Ліндберга не быў міфам. Магчыма, гэта мог зрабіць толькі вышэйшы, бездакорны звышчалавек. Той факт, што нас вучаць шукаць прыклады для пераймання і выклікаюць трапятанне герояў, усяляе падсвядомае, бясспрэчнае недавер, паводле якога цудоўныя ўчынкі могуць здзяйсняць толькі людзі вышэйшыя за чалавека. Магчыма, у рэшце рэшт, нам трэба вывучыць нашы ўласныя памылкі, якія вучаць дзеці, перш чым мы зможам разглядаць Ліндберг у менш затуманеным святле.