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Table of Contents—September 2013, Aviation History

Originally published by Aviation History magazine. Published Online: July 12, 2013 
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FEATURES

Wave-Top Marauder 
By Evan Hadingham
Flying low-level missions over the Adriatic was risky business for British Marauder crews.

Screaming Birds of Prey
By Stephan Wilkinson
The Germans didn't invent dive bombing, but with the Ju-87 Stuka they refined the tactic to a degree never before seen.

Short-Lived Glory
By Rich Johns Matthies
Tragedy struck the Canberra/B-57 bomber program during a December 1951 evaluation flight.

The Gardenville Project
By Bruce Buckfelder 
The iconic bubble-canopy Bell 47 helicopter was developed by trial and error in a converted car dealership.

Deadly Duo
By O'Brien Browne
Despite their lofty reputations, the Sopwith Camel and Fokker Dr.I triplane were nearly as dangerous to their pilots as they were to their opponents.

Bertie Lee's Final Flight
By David F. Crosby
Against all odds, the battered Flying Fortress limped back to base on two engines after a brutal mission.

 

DEPARTMENTS  

Mailbag

Briefing

Flight Test
By Jon Guttman

Extremes
By John J. Geoghegan
The military wasn't interested in Sam Perkins' Man-Carrying Kite.

Restored
By Andy Saunders
Two D.H.9s discovered in India are brought back to life.

 

Weider Reader
A collection of excerpts from our sister publications.

Aviators
By Philip Handleman
Tuskegee Airman Harry Stewart earned a DFC in his first dogfight.

Letter From Aviation History

Reviews

Aero Poster

ONLINE EXTRAS

Discussion:

During the 1940s, the Gardenville Project (story, P. 38) demonstrated that a small team of dedicated employees could use trail and error to develop a groundbreaking aircraft, in this case the Bell Model 47 helicopter. Do you think modern aircraft designers might use the same technique, and if so, in what context?

Share your comments.

 

 


One Response to “Table of Contents—September 2013, Aviation History”


  1. 1
    Bruce Buckfelder says:

    In researching the article, the one thing that amazed me was the rapidity with which Arthur Young was able to get up and running at Gardenville – just 9 months after his first meeting with Larry Bell. While the same technique could be used today by homebuilders and experimental designers, I think it would be highly unlikely that a major manufacturer (Boeing, Aribus, for example) with a "modern" corporate bureaucracy could use the same methods. I would love to hear what other readers think, and I hope you enjoyed the article.



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