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Flight 29 Down Characters

flight 29 down characters
  • The distinctive nature of something
  • fictional character: an imaginary person represented in a work of fiction (play or film or story); "she is the main character in the novel"
  • (character) engrave or inscribe characters on
  • (character) quality: a characteristic property that defines the apparent individual nature of something; "each town has a quality all its own"; "the radical character of our demands"
  • The mental and moral qualities distinctive to an individual
  • The quality of being individual, typically in an interesting or unusual way
  • a formation of aircraft in flight
  • shoot a bird in flight
  • an instance of traveling by air; "flying was still an exciting adventure for him"
  • (in soccer, cricket, etc.) Deliver (a ball) with well-judged trajectory and pace
  • Shoot (wildfowl) in flight
  • twenty-nine: the cardinal number that is the sum of twenty-eight and one
  • Year 29 (XXIX) was a common year starting on Saturday (link will display the full calendar) of the Julian calendar.
  • 29 is Ryan Adams' eighth official album, and his third album released in 2005 (although the preceding two were credited to Ryan Adams and The Cardinals). The album was produced by Ethan Johns, who also produced Heartbreaker and Gold.
flight 29 down characters - 45 Master
45 Master Characters
45 Master Characters
Every novelist, screenwriter and oral storyteller faces the challenge of creating original and exciting characters. Archetypes - mythic, cross-cultural models from which all characters originate - provide a solid foundation upon which to fashion new and vastly different story people."45 Master Characters" explores the most common male and female archetypes, provides instructions for using them to create your own original characters, and gives examples of how other authors have brought such archetypes to life in novels, film and television. Worksheets are then included for writers to develop and map the lives of their own characters.

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The Loening OA-1A, San Francisco, in the NASM collection participated in the historic Pan-American Goodwill Flight of 1926 and 1927. The project was proposed by Maj. Gen. Mason Patrick, chief of army aviation. He suggested a flight through Mexico and Central and South America to improve relations with Latin American countries, to encourage commercial aviation, and to provide valuable training for army personnel. (Patrick had planned the successful round-the-world flight of the Douglas World Cruisers in 1924.) The idea was enthusiastically endorsed by the Secretary of War, Dwight Davis, and the Secretary of State, Frank B. Kellogg. Supporters of the flight hoped also that the mission would interest the Latin American nations in U.S. aircraft and engines, emphasize the advantages of aviation for transportation and communications in regions that were without rail or road transport, and to help stimulate the struggling U.S. aircraft industry. The flight was made by ten pilots in five aircraft. The airplane type selected for the mis-sion was the Loening OA-1A amphib-ian, a design by Grover Loening that had recently been submitted to the army for evaluation as a new observation aircraft. The hull was constructed of duralumin over a wooden frame, and the fuselage was built on top of the hull. The OA-lA was powered by a 420-horsepower, water-cooled Liberty V-12 engine that was mounted inverted. This orientation of the engine was necessary for the propeller to clear the forward end of the hull. However, mounting the engine upside down created maintenance problems. Unless the piston rings were perfectly fitted, oil leaked past them, fouling the spark plugs. It was normal at each stop to remove the twenty-four plugs and clean and replace them before starting the next leg of the journey. Another time-consuming and laborious task was refueling. Gasoline in steel drums was stored along the route. It had to be hand-pumped through a chamois-covered funnel into the fuel tanks. At a normal rate of sixty gallons per hour, it took more than three hours to fill the Loening's full capacity of 757 liters (200 gallons). The weight of the each airplane, fully loaded, including all the supplies and baggage carried on the Pan American Flight, was nearly three tons. In spite of the weight, flying character-istics of the OA-1A were very good. An average cruising speed of 136 kph (85 mph) to 144kph (90 mph) was maintained during the Goodwill Flight. The utility of the aircraft and their design and construction details were thoroughly tested, and proved to be excellent. The versatile airplanes were able to make forced landings that would have been impossible for other types of aircraft. To stimulate public interest, each of the five airplanes was named after a major U.S. city. They were the New York, the San Antonio, the San Francisco, the Detroit, and the St. Louis. Crew members on the Goodwill Flight were: The New York-Major Herbert A. Dargue, pilot and commander of the flight; First Lieutenant Ennis Whitehead, copilot. The San Antonio-Captain A.B. McDaniel, pilot; First Lieutenant Charles McK. Robinson, copilot. The San Francisco-Captain Ira C. Eaker, pilot; First Lieutenant Muir S. Fairchild, copilot. The Detroit-Captain C.F. Woolsey, pilot; First Lieutenant John W. Benton, copilot. The St. Louis-First Lieutenant Bernard S. Thompson, pilot; First Lieutenant L. D. Weddington, copilot. Advance officers visited all the planned stops, selected landing areas, arranged the diplomatic schedule, and selected representatives who were contracted to store the advance ship-ments of engines, spare parts, and other supplies. The flight schedule included fifty-six flying days and seventy-seven de-lay days for maintenance and diplomatic meetings and ceremonies-a total of 133 days. As actually exe-cuted, the journey took 59 flying days and 74 delay days, and was thus completed ex-actly on schedule. The 35,200 km (22,000 mi) flight began on December 21, 1926, from San Antonio, Texas. The course extended through Mexico, Guatemala, El Salvador, Honduras, Nicaragua, and Costa Rica; across the Panama Canal to Colombia, Ecuador, Peru and Bolivia; down the west coast of South America to Valdivia, Chile; across the Andes Mountains to Bahia Blanca, Argentina; north to Montevideo, Uruguay; up to Paraguay; back down the Parana River; along the coasts of Argentina, Uruguay, Brazil, the Guianas, and Venezuela; thence through the West Indies and up the coast of the United States to Washington, D.C. Diplomatic functions required that the airplanes remain a day or two at each of twenty-five capital cities on the route. In addition to participating in the ceremonial functions, the pilots also carried out all the maintenance work on the airplanes themselves, as there were no qualified aircraft maintenance technicians along the route. The stops had been carefully selected and spare parts were cached at strategic locations. At many of these places the local
Long before he designed and built the Bowlus-DuPont "Falcon," William Hawley Bowlus had contributed to aviation history. In 1926, T. Claude Ryan hired him as factory manager at the Ryan Airlines, Inc., plant at San Diego, California. Late in February 1927, Bowlus and twenty Ryan workmen, supervised by chief engineer Donald A. Hall and Charles A. Lindbergh, built a long-range monoplane based on the Ryan M-2. Lindbergh christened the modified M-2 the "Spirit of St. Louis." It is said that Bowlus suggested several design features that Lindbergh approved and incorporated in the finished airplane. Bowlus renewed his friendship with Lindbergh late in 1929. He taught the ocean flyer and his wife, Anne Morrow, to fly sailplanes and in January 1930, both Charles and Anne completed their first solo glider flights. Hawley Bowlus developed the Senior Albatross series from a design that he called the Bowlus Super Sailplane. In Germany, designers and pilots led the world in building and flying high-performance gliders and Bowlus was strongly influenced by their work. He and German glider pioneer, Martin Schempp, taught courses in aircraft design and construction at the Curtiss-Wright Technical Institute in Glendale, California. The two instructors led a group of students who built the Super Sailplane in 1932. The Super Sailplane served as a prototype for the Senior Albatross. The wing of the Super was nearly a copy of the German "Wein" sailplane designed and flown with great success in 1930 and 1931 by Robert Kronfeld. Both gliders employed the same Goettingen 549 wing airfoil and even the tips of the control surfaces curved to almost identical contours. When Bowlus built the Senior Albatross series, the cockpit enclosure closely resembled another record-setting and influential German sailplane, the "Fafnir," designed by Alexander Lippisch specifically for pilot Gunther Groenhoff. Richard C. du Pont was also an important character in the history of the Senior Albatross. By the time he finished high school, this heir to the Delaware-based chemical empire could fly gliders with some skill. During his first year at the University of Virginia, he founded a campus soaring club. His passion for motorless flight drew him farther away from traditional academics and in 1932, he transferred to the Curtiss-Wright Technical Institute. Du Pont was probably among the students who built the Super Albatross. In 1933, du Pont teamed with Hawley Bowlus and the two men set up shop in San Fernando, California, to build gliders. Bowlus furnished the design expertise and performed much of the construction. Du Pont supplied enthusiasm, labor, and financing. The Bowlus-DuPont Sailplane Company became an official entity in 1934 not in California, but in Delaware. The firm folded in September 1936 but during its short corporate life, the small factory built four examples of the Senior Albatross but no two were constructed exactly alike. All four sailplanes did have 'gull' wings (each wing was bent down slightly at about mid-span) and this feature differentiates these airplanes from the prototype Super Sailplane. Bowlus fitted two with wing flaps, rather than spoilers, for better speed and altitude control during landing. Mahogany plywood skinned one and spruce plywood covered the other three aircraft. Bowlus sold each of these handcrafted airplanes for $2,500. In 1935, Hawley Bowlus began work on a two-seat Senior Albatross built from aluminum but other distractions delayed completion until 1940. In 1939, Ernest Langley and Jim Gough built another Senior Albatross at the Bowlus ranch in California. Performance calculations revealed a best glide ratio of 23:1 when flying at 64.4 kph (40 mph). If it became necessary, the pilot of a Senior Albatross could push his mount well over 161 kph (100 mph) as long as he never exceeded a speed of 241.5 kph (150 mph). With an accomplished pilot at the controls, the Senior Albatross could fly better than any American airplane without a motor and they were very pleasing to look at too. A quotation from the July 1934 issue of "Aviation," a popular periodical, sums up one writer's impressions of the Bowlus-Du Pont Senior Albatross: "Few flying machines have ever exhibited such an extraordinary combination of workmanship, finish, and aerodynamic refinement, so that it seems quite safe to say that the new ships represent the ultimate in soaring design practice in the United States, if not the world." The pilots who flew the Senior Albatross nearly dominated American competitive soaring. In 1933, Richard du Pont flew the first Senior Albatross at the fourth U. S. National Soaring Championships held at Elmira, New York. On September 21, du Pont set the American sailplane distance record by flying 196 km (121.6 miles). On June 25, 1934, he flew to within 3.2 km (2 miles) of New York City and established a new world distance record of 254 km (158 miles).

flight 29 down characters
flight 29 down characters
In Character Costumes, LLC Boys 8-20 Monster Jacket and Scar Shirt Set, Black, Medium
He'll be able to do the monster mash this Halloween in our kids' monster man costume! The boys' Frankenstein costume includes black polyester jacket and pants. The jacket has a tattered look with stitching details and padding in the shoulders. It has a small zipper in the back of the neck. It also includes an attached ragged green shirt with a big scar graphic across the front. The scar is printed on a tan-colored under-shirt so it looks like it is skin. The pants have an elastic waistband and are also tattered-looking. The two shackles are worn as bracelets and have the appearance of rusted metal. The vinyl monster headpiece has scar and bolt accents and a large tuft of short black hair on top. It has a stretchy elastic red panel in the back to fit comfortably. The gray vinyl monster shoe covers include authentic details like gruesome rotting toes and metal buckles and plates. They velcro shut in back and have an elastic band underneath so they'll stay in place. Bring your Halloween costume plans back from the dead with this great child Frankenstein costume!