Cool Grinding Surface images

Cool Grinding Surface images

A couple of nice grinding surface pictures I located:

Herald of spring.

Image by Simon Matzinger
When cozy winter
requires a step back.
And our sun
decides to get up,
earlier,
each day a bit.
This does not remain unnoticed.

It is then
when Nature
get´s itself prepared
for a new round in the game.
Plants prepare
to sally and find their way
by way of the surface
to harvest light.

This all,
a large race it is.
Everyone.
Eagerly.
Waiting at the start line.
No a single wants to commence too early,
it appears.

Birds start to sing their song,
to discover a partner and get along.
And then,
suddenly,
1st 1,
then a lot of.
You see snowflakes.
This time from the ground,
not from the sky,
breaking through.
Heralds of spring.
Proclaiming silently:
“May it commence.”

Solarized Hoar Frost Lane

Image by LadyDragonflyCC – ><
My Samsung Galaxy S3 Phone has an fascinating setting generating this shot!

Hoar Frost (also known as radiation frost or hoarfrost or pruina) refers to the white ice crystals, loosely deposited on the ground or exposed objects, that form on cold clear nights when heat is lost into the open sky causing objects to turn out to be colder than the surrounding air. A connected effect is flood frost or frost pocket which happens when air cooled by ground-level radiation losses travels downhill to type pockets of extremely cold air in depressions, valleys, and hollows. Hoar Frost can type in these regions even when the air temperature a couple of feet above ground is nicely above freezing. Nonetheless the frost itself will be at or beneath the freezing temperature of water.
Hoar Frost may possibly have distinct names depending on where it forms. For example, air hoar is a deposit of hoar frost on objects above the surface, such as tree branches, plant stems, wires surface hoar is formed by fern-like ice crystals straight deposited on snow, ice or currently frozen surfaces crevasse hoar consists of crystals that kind in glacial crevasses exactly where water vapor can accumulate below calm weather conditions depth hoar refers to cup shaped, faceted crystals formed inside dry snow, beneath the surface.

Cool Surface Grinding Stainless Steel images

Cool Surface Grinding Stainless Steel images

Some cool surface grinding stainless steel images:

Steven F. Udvar-Hazy Center: Space exhibit panorama (misc)

Image by Chris Devers
Uploaded by Eye-Fi.

modern day-bespoke-glass-treads-acrylic-treads-staircase-taughened-glass-balustrade-two

Image by Modern Staircases
A very uncommon mixture of Acrylic, Glass, Stainless Steel and Powder coated mild steel, provides this basement to ground floor staircase a touch of real elegance. Every single tread is constructed by chemically bonding 20mm thick Acrylic to 10mm toughened Glass, with a screen printed interlayer to hide the screw fixings to the stringers, and a non slip strips applied to the best surface. The central Balustrade panel is made from 26mm toughened and laminated Glass that completely aligns with a Glass panel that projects directly out of the wall to form the leading landing Balustrade.

2003-2006_image_brunswick centre_copyright susanna heron

Image by Susanna Heron
Photograph taken by Susanna Heron 2007. www.susannaheron.com/

The introduction of water to the Brunswick Centre by artist Susanna Heron was an integral part of the refurbishment in 2006 and a requirement of the 106 Agreement which was a situation of Organizing with Camden Council.

2003 – 2006 Aqua/duct Brunswick Centre. Artist Susanna Heron

The Operate of Art encourages population of the central space and creates a ‘sense of place’ amongst the flights of flats on either side. The central line of the space, punctuated by massive scale trees and cafe tables is marked by a series of stainless steel troughs channeling rapidly flowing water towards a massive pool. These invented objects have the characteristics of some thing utilitarian, industrial, out-of-doors and man-created they rest under their personal weight, their surfaces unrefined. The steel is folded to minimize the require for welds generating curves effortless to lean more than and a continuous structural ‘skin’ which offers it strength.

A rectangular pool is situated at the T-junction in between the Renoir Cinema and the central space. The container for the pool is low sufficient to encourage folks to sit collectively along the edges. This container is similarly angled and rests on the ground to trap the water in its frame. Circular lights set flush with the pool-base are illuminated at night appearing to float beneath the surface while by day the water draws in the sky.

This is a choreographic work, enabling men and women to sit and stroll about, introducing organic components of flowing water and reflected light by day and at evening.

Brunswick Centre Aqua/duct is the result of work by the artist Susanna Heron
in collaboration with Levitt Bernstein Associates Architects and Patrick Hodgkinson.

www.susannaheron.com/
www.linkedin.com/pub/susanna-heron/23/274/a80
www.levittbernstein.co.uk/public.getfile.cfm?type=pdf&ampamp…
www.levittbernstein.co.uk/
www.donhead.com/journal_architectural_conservation/13%202…
en.wikipedia.org/wiki/Brunswick_Centre
www.tate.org.uk/tateetc/issue2/architecture60s.htm
www.blueprintmagazine.co.uk/index.php/everything-else/the…
Civic Trust Award 2008
Regeneration and Renewal Awards 2007: Greatest Heritage -led Project
British Council of Purchasing Centres: Gold Award 2007
Allied London Properties
Bloomsbury
en.wikipedia.org/wiki/Brunswick_Centre

Cool Surface Grinding images

Cool Surface Grinding images

A handful of good surface grinding images I located:

9_an ambitious importer and ship-owner

Image by Jim Surkamp
Funds Wizard R. D. Shepherd and His Fabled Developing – McMurran Hall, Shepherdstown, WV by Jim Surkamp
civilwarscholars.com/?p=13106 7907 words.

Produced achievable with the generous, community-minded assistance of American Public University, offering a high quality, on-line education. The interpretations of posts in civilwarscholars.com do not in any way reflect the modern-day policies of the University. Far more at apus.edu

Patriarch R. D. Shepherd’s Homecoming 1859

1_About how a young boy from Shepherdstown
About how a young boy from Shepherdstown constructed a massive fortune by means of work, smarts and an act of his own heroism for an additional then, turns around and provides a lot of it back as McMurran Hall, an Almshouse in New Orleans and other gifts.

two_R. D. Shepherd had a strict, flinty way
R. D. Shepherd had a strict, flinty way, but on paper and in the world at large did his huge generosities stand tall, pervade the landscape and enrich the hearts of humanity.

3_Seventy-five-year-old Rezin
Seventy-5-year-old Rezin Davis Shepherd, described by the New Orleans Picayune as having “the largest and most productive estate which has ever been held by 1 person in this city and State” – started the construction Thursday, October 6th, 1859 of a present to his residence town, this time right on lot no. 1 in Shepherdstown, the very lot exactly where he was born in August 1, 1784.

four_Who knew that in ten fleeting day
Who knew that in ten fleeting days – October 16th – history would be blown off its hinges by the John Brown raiders’ attack fifteen miles away at Harpers Ferry, the match that lit the simmering fever of division amongst

five_North and South over slavery
North and South over slavery and claimed rights to secede from the Union. The tempest raged back and forth more than the county and the town for 1300 hundred days of pitiless strife and war before settling back into being a barren, alien landscape.

6_RD’s constructing
RD’s (“RD” henceforth for “Rezin Davis Shepherd”) creating – beautiful as were all his buildings remains a Greek Revival style, with a two-story-portico and Corinthian flourishes. But in the 1860s, it would bear witness to all that was rent asunder and itself narrowly steer clear of destruction, unlike a significantly less lucky altruistic juggernaut project of Shepherd’s in New Orleans – the palatial Almshouse. But this, RD’s Town Hall, initial named, would sooner or later reside a “long, happy life” 1st as the County Court, then into its present-day majesty as the signature constructing of Shepherd University.

Growing Up – RD Learns the Trade:

7_When he was just nine years old
8_placed him in the shop and counting home
When he was just nine years old, RD’s father, Abraham, placed him in the retailer and counting property in Baltimore of William Taylor,

9_an ambitious importer and ship-owner
an ambitious importer and ship-owner. RD’s extraordinary gifts surfaced when he – just eighteen – was sent to New Orleans to assure a excellent return on a massive shipment of British goods his firm had bought for New Orleans’ consumers. Then his initial massive “killing” was with an additional fresh-faced, challenging-driving Taylor colleague, James McDonough. Wrote the Picayune: In October, 1803, it was nicely recognized throughout the country that Louisiana had been bought by the United States. Mr. Taylor was the only merchant who seemed to comprehend the profit from one consequence of the this fantastic political occasion.

ten_in becoming a state
11_all sugar imports thereafter
12_cornered 1800 of these hogsheads
The firm realized that in becoming a state, a duty of 2.five cents would be added to the price tag of all sugar imports thereafter. So Shepherd and McDonough – when all the sugar created in the state was in between 2100-2200 hogsheads – cornered 1800 of those hogsheads, providing young RD “a handsome capital for a young man to start off in mercantile life.” He soon developed a new firm shared with Taylor, then in time by means of age and retirement became RD’s alone.

13_Coming into his own
Coming into his own, he married Lucy Taylor Gorham of Barnstable, Massachusetts in 1808, who was “a niece and adopted daughter” of Taylor. On August 22nd, 1809, their only child, Ellen Shepherd, was born in Louisiana. (Lucy would die in 1814).

14_the penchant of RD
It was at this juncture the penchant of RD for standard, publicity-averse benefactions took root, in the moment of his willed defiance against a direct military order to work, as an alternative, to save 1 specific wounded man, left for dead in war, a man who himself would live on to grow to be the epitome of the proverbial Very good Man, albeit

15_His name was Judah Touro
extraordinarily wealthy. His name was Judah Touro, a top-hatted, but humble Jewish businessman who believed in respect for all religions and everyday applications of the code of good operates. He was beloved all through his circles and region as “the Israelite with no guile.”

Wrote Author Colyar:

16_Wrote Author Colyar
17_carrying ammunition on the battle field
Although carrying ammunition on the battle field Jan. 1, 1815 Mr. Touro was struck by a 12-pound shot which tore

18_12-pound shot
19_a huge mass of flesh from the thigh
a large mass of flesh from the thigh and prostrated him amongst the dead and dying. Mr. Rezin Shepherd, was carrying a special order from Commodore Patterson across the river to the principal army. On reaching the bank he met a pal, who told him his buddy Touro was dead. Inquiring where he was, Shepherd was informed that he had been taken to

20_Jackson’s headquarters
an old building in the rear of Jackson’s headquarters. Forgetting his orders, Mr. Shepherd went immediately to the spot and discovered he was not dead, but, as the surgeon mentioned, in a dying situation. Disregarding what the surgeon mentioned, Shepherd got a cart, place him in it, administered stimulants, and took Touro to his own residence. He then procured nurses, and by the closest interest, Mr. Touro’s life was saved. Mr. Shepherd returned late in the day,

21_Commodore Patterson in a negative humor
possessing performed his mission, to locate Commodore Patterson in a bad humor, and, speaking severely to him, the latter said: “Commodore, you can hang or shoot me, and it will be all appropriate, but my ideal friend required my help, and nothing on earth could have induced me to neglect him.”

RD’s firms continued to grow exponentially and his brother, James Hervey Shepherd, was summoned from Shepherdstown to help.

22_Shepherd, was summoned from Shepherdstown to help.
1817-1837 – RD travels to Europe, settles in Boston doting on his daughter’s education.

23_1822 – RD maintained his firms
24_at 5 Pearl Street and nearby 28 Indian Wharf property.
1822 – RD maintained his organizations and shipping concerns at 5 Pearl Street and nearby 28 Indian Wharf house.

25_her portrait painted by Thomas Sully
26_Gilbert Stuart is commissioned to paint his own portrait
He has her portrait painted by Thomas Sully in 1831, a couple of years after Gilbert Stuart is commissioned to paint his own portrait. (Stuart died in 1828).

1829, April 20 – Ellen Shepherd marries Gorham Brooks of Medford, Massachusetts.

1834 – RD commissions Samuel Fuller to develop the 480-ton merchant ship in Medford, named right after his daughter, the “Ellen Brooks.”

27_James Hervey Shepherd dies
1837 – James Hervey Shepherd dies. RD returns to run businesses in New Orleans.

1837, July 23 – Ellen (Shepherd) Brooks and her husband, typically in Boston or Medford, temporarily reside in Baltimore.

28_nephew, Henry Shepherd Jr.
1837-1865 – RD’s nephew, Henry Shepherd Jr., who was brought up in his uncle’s counting room, gradually assumes the role as RD’s agent in New Orleans.

29_painting of the ship the “Ellen Brooks” is completed
1839 – RD’s commissioned painting of the ship the “Ellen Brooks” is completed, attributed to Samuel Walters (British, 1811-1882), known as “Ellen Brooks, Off Holyhead, Homeward Bound.”

1841 – RD buys 468 acres of land and starts creating Wild Goose Farm, but not but living there complete-time he also pays for most of the remodeling of the original Trinity Episcopal Church in Shepherdstown.

1842, June – RD signs a petition to Congress along with many other planters and sugar producers in the state of Louisiana that asks for an increase in the duties on imported sugar.

1849 – RD places responsibilities on his eighteen-year-old nephew, Henry Shepherd Jr., who would become his agent in New Orleans by way of the Civil War, enabling RD to return a lot more permanently to his Wild Goose Farm.

30_Wild Goose Farm
31_the 1850 Census shows
32_1850 and 1860 Census slave schedules
1850 – In Shepherdstown &amp Wild Goose Farm the 1850 Census shows 66-year-old RD with a period worth of ,000, living only with workmen: 26-year-old German-born master stonemason Conrad Smith and an overseer. Although one account states Touro stipulated that RD cost-free his enslaved persons, RD is shown to obtaining owned quite a few persons, enumerated in each the 1850 and 1860 Census slave schedules.

1854, January 6th – Touro’s Will tends to make Rezin Davis Shepherd residuary legatee of the estate and executor 5,000 is willed to specific recipients. A sum iof ,000 is set aside for a palatial almshouse, with the added stipulation to RD that more sums, if required, should be employed to full this priority project.

Judah Touro created out his will January six, 1854 a handful of days prior to his death that said:

33_my dear, old, and devoted buddy, Rezin Davis Shepherd
34_I hereby appoint and institute him
As regards my other designated executor, say my dear, old, and devoted buddy, Rezin Davis Shepherd, to whom, below Divine Providence, I am drastically indebted for the preservation of my life when I was wounded on the 1st of January, 1815, I hereby appoint and institute him, the stated Rezin Davis Shepherd, right after payment of my distinct legacies, and the debts of my succession, the universal legatee of the rest and residue of my estates, movable and immovable.

35_funded remodeling of the Trinity
RD continued his projects each in New Orleans and Shepherdstown. He had already funded remodeling of the Trinity

36_planned a clock and bell to its original church
Episcopal Church. He planned a clock and bell to its original church then after some legal squabbling – the clock – to everyone’s assent – was reassigned to be inserted in to the new government constructing.

The Shepherd Family members is Scattered By War:

37_The war hit the household tough
The war hit the household challenging. Most of the young men enlisted in Virginia units. RD had to recalibrate his company approaches. Wrote the Richmond Daily Dispatch: June eight, 1861:
The New Orleans Delta states that R. D. Shepherd, Esq., who is now at an sophisticated time of life, living on his stunning farm near Shepherdstown, Virginia, has directed his agent in New Orleans to pay more than to the treasurer of the Confederate States a massive sum of funds, which includes, it is stated, his complete annual earnings from rents in that city — the largest income enjoyed by any house holder — to be applied to the defence of the rights and the assistance of the independence of the South.

38_spring of 1862 when Federal General Banks
In the spring of 1862 when Federal General Banks with his army entered into Jefferson County, RD took refuge in Boston with his daughter.

39_As the war progressed
As the war progressed, its maw of destruction came closer to Shepherdstown’s practically complete developing. 130,000 troops moved in the location in September, 1862 for the bloody Maryland Campaign, just across the Potomac river. Wounded from the nearby battles poured into Shepherdstown, placing the unfinished Town Hall into service as an outside hospital.

Wrote Mary Bedinger Mitchell:

40_The unfinished Town Hall had stood in naked ugliness
The unfinished Town Hall had stood in naked ugliness for a lot of a lengthy day. Somebody threw a couple of rough boards across the beams, placed piles of straw more than them, laid down single planks to stroll upon, and lo, it was a hospital at once.

There have been six churches and they had been all full, the barn-like spot identified as the Drill Area, all the private houses right after their capacity, the shops and empty buildings, the school-houses – every inch of space and yet the cry was for far more area.

We went about our operate with pale faces and trembling hands, however attempting to appear composed for the sake of our individuals, who had been much excited. We could hear the incessant explosions of artillery, the shrieking whistles of the shells, and the sharper, deadlier much more thrilling roll of musketry although every single now and then the echo of some charging cheer would come, borne by the wind, and as the human voice would pierce that demoniacal clangor we would catch out breath and listen, and attempt not to sob, and turn back to the forlorn hospitals, to the suffering at our feet and ahead of our eyes whilst imagination fainted at the thought of those other scenes hidden from us beyond the Potomac.

Had Federal Basic George McClellan crossed the Potomac and pursued Common Lee’s scattered and mauled army, as historians have much criticized him given that for not doing, Shepherdstown would have likely suffered higher damage, but, as it was, shells landed in the yards of the Lees and Morgans and one or two even hit Shepherd’s new Town Hall, but have been of little consequence.

Property Losses in New Orleans:

41_RD’s fine residence at 18 Bourbon Street
42_18 Bourbon Street in New Orleans
A lot more invasive, improvised use was being produced of RD’s fine residence at 18 Bourbon Street in New Orleans, causing his nephew to formally appeal to the Federal powers-that-be in early 1864. He wrote:

43_From Brig. General James Bowen
January 29, 1864
From Brig. Basic James Bowen
Provost Marshal General
Division of the Gulf.

Sir:
The undersigned acting as the duly authorized agent and lawyer in truth of Rezin Davis Shepherd, formerly the State of Virginia, but for far more than eight months previous residing with his daughter Mrs. Gorham Brooks in the city of Boston and State of Massachusetts, respectfully represents: That the stated Shepherd is a loyal citizen of the United States and the correct and lawful owner of the Brick Dwelling No. 18 Bourbon Street in between Canal and Custom Property Streets in the City of New Orleans and also of all the furniture and contents thereof: that in the month of June, 1862 Col. Stafford without having show of authority, placed in possession of said house and contents, a man by the name of Horton or Houghton, who has ever since occupied and now occupied and uses the identical as a Boarding Residence, and who never ever has paid any rent or compensation there and continually refused to do so.

Below the situations, the undersigned respectfully appeals to you, Common, for relief, and asks that the matter be referred to Capt. Edward Web page and Thomas Tileston, or other of them for investigation and that the aforesaid premises and contents be restored to the possession of the owner without having delay Henry Shepherd Jr.

Like The Town Hall, the large, magnificent Almshouse in New Orleans remained unfinished, to be hit by a worse fate. Shepherd was charged by Touro’s will to very first place ,00 toward its construction, then be ready to put much more money into its building- including even some of Shepherd’s own funds – as recipient of Touro’s residue.

44_occupied by detachments of the 2nd Maine Cavalry
45_The fire began
46_Baked beans fired the creating
On September 1, 1865, at a time the Almshouse in New Orleans – nevertheless with an unfinished, floorless prime floor – was occupied by detachments of the 2nd Maine Cavalry and Business K, First Louisiana Cavalry. A baking oven was in heavy use at 1 finish of the constructing so that heat would be carried by means of a fissure in a ventilation method close by. The fire started in the rafters above the third floor. It was night-time with a high wind and no flooring but laid for the third floor in that wing. Coals dripping from the fire then ignited tar on the lower walls. “Baked beans fired the building” mentioned one from the 2nd Maine Cavalry. The building was uninsured. Just a couple of months later R. D. Shepherd died of typhoid fever, November 10, 1865, no longer the executor of the estate, leaving no philanthropist to help make up the loss.

Wrote the editors of the Instances-Picayune in a lengthy obituary:
In his native village he erected a splendid building, made for a town hall, also a large academy, with stunning grounds and a stroll. He also deposited with the Mayor annually a big sum to purchase fuel and provisions for the poor. He also erected the largest and most expensive church in Jefferson County. A lot of other acts of public and private benevolence have been performed by him in his quiet, furtive manner.

With war ended and when he was still healthful, RD had urged that his Town Hall turn out to be the County Court because the Charlestown courthouse was a battle-scarred ruin, specifically from a shelling it took in the fall of 1863.

A Visitor Contemplates Charlestown’s Ruined Courthouse in mid-1865:

47_the court-house, exactly where that mockery of justice was performed, was a ruin
48_Four huge white brick pillars, nevertheless standing, supported a riddled roof
A quick walk up into the centre of the town took us to the scene of John Brown’s trial. It was a consolation to see that the jail had been laid in ashes, and that the court-residence, exactly where that mockery of justice was performed, was a ruin abandoned to rats and toads. Four huge white brick pillars, still standing, supported a riddled roof, by way of which God’s blue sky and gracious sunshine smiled. The primary portion of the building had been actually torn to pieces. In the floor-much less hall of justice rank weeds have been increasing.

49_Names of Union soldiers were scrawled along the walls
Names of Union soldiers have been scrawled along the walls. No torch had been applied to the wood-operate, but the perform of destruction had been performed by the hands of hilarious soldier-boys ripping up floors and pulling down laths and joists to the tune of “John Brown,” the swelling melody of the song, and the accompaniment of crashing partitions, reminding the citizens, who believed to have destroyed the old hero, that his soul was marching on. It was also a consolation to know that the court-residence and jail would most likely never ever be rebuilt, the county-seat possessing been removed from Charlestown to Shepherdstown — “forever,” say the resolute loyal citizens of Jefferson County, who rose to vote it back again.

50_either buried in Elmwood Cemetery or the Shepherd Burial Ground
The Shepherd boys who enlisted in Virginia organizations every single – over time – came property and have been either buried in Elmwood Cemetery or the Shepherd Burial Ground – or lived.

51_Clarence Edward Shepherd
Clarence Edward Shepherd became a teacher in Maryland.

Although RD’s nephew and agent, Henry Shepherd Jr. was in New Orleans during the war, minding the household interests, 3 of his brothers have been at war. The eldest Rezin Davis, his older brother who had a young loved ones

52_eldest Rezin Davis, his older brother who had a young household
because 1858, died of disease November 2, 1862 at his “river cottage” after imprisonment in the Old Capitol Prison for becoming an associate of Confederate spy, Redmond Burke. He left his widow, Elizabeth Boteler Stockton Shepherd, two youngsters (Fannie and Alexandria) and a third (David) on the way. Almost certainly very first buried on his farm, Rezin Shepherd (a nephew of the patriarch) was reburied following peace came in the new Elmwood Cemetery. His website was joined by all his loved ones as time unspooled.

53_twenty-5 year-old Abraham
Henry Jr.’s next brother, twenty-5 year-old Abraham, enlisted May 22nd, 1861, would move over to Co. F. of the 17th Virginia Cavalry, get wounded at the third battle of Winchester in September 19, 1864, and become a prisoner of war. But he survived the war and died a lot of years later in 1907.

54_Henry Jr.’s younger brother, James Touro (Truro) Shepherd
Henry Jr.’s younger brother, James Touro (Truro) Shepherd, enlisted as a Private Could 1st, 1861 in the 2nd Virginia Infantry. Like many, the rigors of marching under Gen. Stonewall Jackson proved an impetus to transfer out into a Cavalry regiment, and he joined Co. B of Gen. Stuart’s Horse Artillery under John Pelham, with a promotion to very first lieutenant. His service record ends abruptly in the spring of 1862. The Shepherdstown Register in September, 1865 reported him getting died in “Richmond City” in March, 1862. His marker dates his death as August 13, 1862, which may be the date of his re-internment into the family burial ground.

Two sons of James H. and his wife, Florence Hamtramck Shepherd were buried a couple of feet apart in the family members burial ground on Shepherdstown’s New Street adjacent to the Episcopal rectory. Robert F. Shepherd, who joined Co. H, 2nd Va. Infantry, died Could four, 1862 of pneumonia.

55_Robert F. Shepherd, who joined Co. H, 2nd Va. Infantry
56_Alexander H. Shepherd
Alexander H. Shepherd, who enlisted when he was about twenty-eight April 4, 1861 in Co. H of the 2nd Virginia Infantry he died of typhoid fever at Camp Harman near Fairfax Courthouse September 25-26, 1861.

57_Rezin Davis Shepherd was buried there also
Rezin Davis Shepherd was buried there as well, in his personal time.

He left all his fortune to his daughter, who, since 1855, had been a widow.

Wrote the Shepherdstown Register: A Big Estate – the late Rezin D. Shepherd left an estate valued at about ,500,000 all of which goes to his daughter, Mrs. Brooks of Boston. He was born in 1784 (on the lot where the court home would be built). In 1809 he went to New Orleans and engaged in the commission organization till 1849 and was the executor of the estate of the late Judah Touro. Mr. Shepherd was formerly a merchant in this city, residing on Higher Street. He accumulated a really large home in New Orleans and was reputed to be a single of the wealthiest males of that city. Upon the breaking out of the rebellion, he returned to Boston and resided for a brief time with his daughter and sole heir, Mrs. Gorham Brooks, widow of a son of the late Peter C. Brooks. His estate on Higher Street was formerly, we think the property of Samuel Dexter.

The Massachusetts Historical Society nowadays displays a cannon donated by the household and acquired by RD – a smaller sized version of the a single that so severely wounded RD’s pal, Judah Touro.

The visiting journalist Trowbridge was verified wrong – the county seat DID go back to the Charlestown Courthouse. Wrote the editors of the Charlestown-primarily based newspaper, The Spirit of Jefferson, in 1894:

58_The Regular College constructing, formerly the town hall
The Standard College developing, formerly the town hall, on Principal Street, is a handsome structure, the gift of one of the Shepherd household, Rezin D. from which the town requires its name. You will keep in mind that it was utilized as a court home because the war and the courts of Jefferson county have been held there, 1 Judge Hall sitting on the bench. A political rape was perpetuated on Charlestown, the party in energy, fitly termed radicals, believed they had a sure point of it, constructed a jail and added a wing to either side of the town hall, but “the greatest laid schemes of mice and men gang af’t aglee.” The fellows that did all this mischief had been turned down by the folks and items took their standard shape and Charlestown was once again the county seat.

Shepherd University began when the county seat of Jefferson County, West Virginia, was moved from Shepherdstown to Charles Town in July 1871. On February 27, 1872, the Legislature of West Virginia passed the following act: “That a branch of the State Normal School be and the same is hereby established at the developing identified as Shepherd College, in Shepherdstown, in the county of Jefferson.”

59_RD’s descendant, Shepherd Brooks
RD’s descendant, Shepherd Brooks, created it final when he deeded the house and constructing more than to the School and a 3-person board of trustees to sustain it.

As they say, settings reverse, the tide of life had gone out – and – came back in again.

304

Image by pni

Cool Surface Grinding Solutions photos

Cool Surface Grinding Solutions photos

A few good surface grinding services pictures I discovered:

Steven F. Udvar-Hazy Center: Photomontage of Overview of the south hangar, such as B-29 “Enola Gay” and Concorde

Image by Chris Devers

Memorial to the memory of CPO (SEALS) Chris Kyle, USN, SEAL Team three

Image by The Pleased Rower
This is memorial a display of Chris Kyle’s decorations and service medals and ribbons in honor of his dedicated and loyal service to America as a Navy sniper in Iraq guarding US Marines from these who would kill them. The moving movie &quotAmerican Sniper&quot is primarily based on his autobiography, also containing narrative from his wife Taya. He served in the Navy 1999-2009.

Chris’ biography is at this hyperlink: en.wikipedia.org/wiki/Chris_Kyle

The spectacular portrait of Chris is by Kenneth E. Norton who has a web site at Deviant Art at this link: kenernest63a.deviantart.com/

The display at left has the Navy Particular Warfare Badge (SEALS) at best, also referred to has the SEAL Trident badge. On either side are the insignia of a Navy Chief Petty Officer, his rank. At the bottom of the display is the Navy Parachutist Badge. Under his portrait is the emblem of Chis’ unit, SEAL Team Three.

The very first row of medals are from left to right: The Silver Star with gold star indicating a second award (America’s third highest award for valor in combat behind the Medal of Honor and the Navy Cross) the Bronze Star with V for valor, and 4 gold stars indicating an added awards of this medal the Purple Heart with gold star for a second award the Navy/Marine Corps Commendation Medal with V device for bravery the Navy/Marine Corps Achievement Medal with V device for bravery and gold star for a second award the Navy Good Conduct Medal with two bronze stars for added awards.

The second row of medals are left to right: The National Defense Service Medal the Armed Forces Expeditionary Service Meda the Irag Campaign Medal with 4 bronze stars indicating he served in five combat campaign periods the Worldwide War on Terrorism Expeditionary Medal the International War on Terrorism Service Medal the Navy Expert Rifleman Marksmanship Medal with E device to indicate attainment of the highest level of accuracy the Navy Specialist Pistol Marksmanship Medal with E device.

The ribbons under the medals are not awarded as medals. Best row left to appropriate: The Navy/Marine Corps Combat Action ribbon indicating active participation in ground or surface combat the Presidential Unit Citation awarded to units of the US Armed Forces, and these of allied nations, for extraordinary heroism in action against an armed enemy the Joint Meritorious Unit Award for service with a cited joint military unit. Bottom row left to right: the Navy Unit Commendation ribbon awarded by the Secretary of the Navy to a unit of the Navy or Marine Corps which distinguished itself in action against the enemy with outstanding heroism the Navy Sea Service Deployment ribbon the Navy/Marine Corps Overseas Service ribbon.

This display was proportioned to match 11&quot x 17&quot Tabloid format.

Cool Surface Grinding images

Some cool surface grinding photos:

Isoca de la Alfalfa Hembra

Image by Gustavo Fernando Durán
Colias lesbia is a butterfly in the Pieridae family members. It is located in the Neotropical ecozone.

Specimens from South Brazil, Uruguay and Argentina differ so tiny that they can’t be separated. This kind is in the male dark orange-yellow, specimens with violet reflections are not rare the black-brown distal margin is not sharply defined proximally. The below surface with the exception of the reddish middle of the forewing is vivid yellow with the usual Colias marking. The ground-colour of the upper surface in the females is extremely variable: orange-yellow, yellow, yellowish or white with grey dusting greenish grey specimens also take place.

source: en.wikipedia.org/wiki/Colias_lesbia

summer time right here little ones

Image by timsnell
this is the miroir d’eau – or water mirror – in the centre of bordeaux. it really is quite cool – a 3450 square metre plaza that alternately fills up with a shallow pool of water and a foggy/misty area – both of which are pumped by way of pipes in the ground. you get some cool reflections on the shallow surface, though when i was there these reflections have been continuously displaced by excitable kids who have been running back and forth across the water. speaking about walking on water, i study a funny joke by comedian alan energy the other day: &quoti feel the most tragic thing about jesus’ life is that he most likely in no way got to go swimming&quot.

here’s the original

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Steven F. Udvar-Hazy Center: Vought F4U-1D Corsair

Image by Chris Devers
See more images of this, and the Wikipedia post.

Specifics, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:

By V-J Day, September two, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft’s distinctive inverted gull-wing design permitted ground clearance for the huge, three-bladed Hamilton Regular Hydromatic propeller, which spanned much more than four meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one particular of the most strong engine-propeller combinations ever flown on a fighter aircraft.

Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-assistance fighter assigned to the USS Essex in July 1944.

Transferred from the United States Navy.

Manufacturer:
Vought Aircraft Business

Date:
1940

Country of Origin:
United States of America

Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)

Supplies:
All metal with fabric-covered wings behind the main spar.

Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Normal Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch wing bent gull-shaped on both sides of the fuselage.

Long Description:
On February 1, 1938, the United States Navy Bureau of Aeronautics requested proposals from American aircraft manufacturers for a new carrier-primarily based fighter airplane. During April, the Vought Aircraft Corporation responded with two styles and one of them, powered by a Pratt &amp Whitney R-2800 engine, won the competition in June. Significantly less than a year later, Vought test pilot Lyman A. Bullard, Jr., 1st flew the Vought XF4U-1 prototype on Could 29, 1940. At that time, the largest engine driving the greatest propeller ever flown on a fighter aircraft propelled Bullard on this test flight. The R-2800 radial air-cooled engine developed 1,850 horsepower and it turned a 3-blade Hamilton Normal Hydromatic propeller with strong aluminum blades spanning 13 feet 1 inch.

The airplane Bullard flew also had one more striking function, a wing bent gull-shaped on both sides of the fuselage. This arrangement gave further ground clearance for the propeller and lowered drag at the wing-to-fuselage joint. Ironically for a 644-kph (400 mph) airplane, Vought covered the wing with fabric behind the main spar, a practice the organization also followed on the OS2U Kingfisher (see NASM collection).

When naval air strategists had crafted the specifications for the new fighter, the want for speed had overridden all other overall performance goals. With this in thoughts, the Bureau of Aeronautics selected the most strong air-cooled engine offered, the R-2800. Vought assembled a team, lead by chief designer Rex Biesel, to design the very best airframe about this powerful engine. The group included project engineer Frank Albright, aerodynamics engineer Paul Baker, and propulsion engineer James Shoemaker. Biesel and his group succeeded in building a really fast fighter but when they redesigned the prototype for production, they were forced to make an unfortunate compromise.

The Navy requested heavier armament for production Corsairs and Biesel redesigned every outboard folding wing panel to carry three .50 caliber machine guns. These guns displaced fuel tanks installed in each and every wing top edge. To replace this lost capacity, an 897-liter (237 gal) fuselage tank was installed in between the cockpit and the engine. To maintain the speedy and narrow fuselage profile, Biesel could not stack the cockpit on top of the tank, so he moved it almost 3 feet aft. Now the wing fully blocked the pilot’s line of sight throughout the most critical stages of landing. The early Corsair also had a vicious stall, potent torque and propeller effects at slow speed, a quick tail wheel strut, primary gear struts that frequently bounced the airplane at touchdown, and cowl flap actuators that leaked oil onto the windshield. These issues, combined with the lack of cockpit visibility, made the airplane almost not possible to land on the tiny deck of an aircraft carrier. Navy pilots quickly nicknamed the F4U the ‘ensign eliminator’ for its tendency to kill these inexperienced aviators. The Navy refused to clear the F4U for carrier operations until late in 1944, far more than seven years soon after the project started.

This flaw did not deter the Navy from accepting Corsairs because Navy and Marine pilots sorely necessary an improved fighter to replace the Grumman F4F Wildcat (see NASM collection). By New Year’s Eve, 1942, the service owned 178 F4U-1 airplanes. Early in 1943, the Navy decided to divert all Corsairs to land-based United States Marine Corps squadrons and fill Navy carrier-primarily based units with the Grumman F6F Hellcat (see NASM collection). At its ideal speed of 612 kph (380 mph) at six,992 m (23,000 ft), the Hellcat was about 24 kph (15 mph) slower than the Corsair but it was a joy to fly aboard the carrier. The F6F filled in splendidly until improvements to the F4U qualified it for carrier operations. Meanwhile, the Marines on Guadalcanal took their Corsairs into combat and engaged the enemy for the very first time on February 14, 1943, six months just before Hellcat pilots on that battle-scared island initial encountered enemy aircraft.

The F4U had an instant impact on the Pacific air war. Pilots could use the Corsair’s speed and firepower to engage the more maneuverable Japanese airplanes only when the advantage favored the Americans. Unprotected by armor or self-sealing fuel tanks, no Japanese fighter or bomber could withstand for far more than a few seconds the concentrated volley from the six .50 caliber machine guns carried by a Corsair. Key Gregory &quotPappy&quot Boyington assumed command of Marine Corsair squadron VMF-214, nicknamed the ‘Black Sheep’ squadron, on September 7, 1943. Throughout much less than five months of action, Boyington received credit for downing 28 enemy aircraft. Enemy aircraft shot him down on January three, 1944, but he survived the war in a Japanese prison camp.

In Could and June 1944, Charles A. Lindbergh flew Corsair missions with Marine pilots at Green Island and Emirau. On September three, 1944, Lindbergh demonstrated the F4U’s bomb hauling capacity by flying a Corsair from Marine Air Group 31 carrying three bombs each weighing 450 kg (1,000 lb). He dropped this load on enemy positions at Wotje Atoll. On the September eight, Lindbergh dropped the 1st 900-kg (2,000 lb) bomb throughout an attack on the atoll. For the finale 5 days later, the Atlantic flyer delivered a 900-kg (2,000 lb) bomb and two 450-kg (1,000 lb) bombs. Lindbergh went ahead and flew these missions following the commander of MAG-31 informed him that if he was forced down and captured, the Japanese would almost undoubtedly execute him.

As of V-J Day, September two, 1945, the Navy credited Corsair pilots with destroying two,140 enemy aircraft in aerial combat. The Navy and Marines lost 189 F4Us in combat and 1,435 Corsairs in non-combat accidents. Beginning on February 13, 1942, Marine and Navy pilots flew 64,051 operational sorties, 54,470 from runways and 9,581 from carrier decks. Throughout the war, the British Royal Navy accepted two,012 Corsairs and the Royal New Zealand Air Force accepted 364. The demand was so great that the Goodyear Aircraft Corporation and the Brewster Aeronautical Corporation also created the F4U.

Corsairs returned to Navy carrier decks and Marine airfields during the Korean War. On September 10, 1952, Captain Jesse Folmar of Marine Fighter Squadron VMF-312 destroyed a MiG-15 in aerial combat over the west coast of Korea. However, F4U pilots did not have several air-to-air encounters over Korea. Their major mission was to help Allied ground units along the battlefront.

Following the Globe War II, civilian pilots adapted the speedy bent-wing bird from Vought to fly in competitive air races. They preferred modified versions of the F2G-1 and -two originally constructed by Goodyear. Corsairs won the prestigious Thompson Trophy twice. In 1952, Vought manufactured 94 F4U-7s for the French Navy, and these aircraft saw action over Indochina but this order marked the finish of Corsair production. In production longer than any other U.S. fighter to see service in Globe War II, Vought, Goodyear, and Brewster constructed a total of 12,582 F4Us.

The United States Navy donated an F4U-1D to the National Air and Space Museum in September 1960. Vought delivered this Corsair, Bureau of Aeronautics serial number 50375, to the Navy on April 26, 1944. By October, pilots of VF-10 have been flying it but in November, the airplane was transferred to VF-89 at Naval Air Station Atlantic City. It remained there as the squadron moved to NAS Oceana and NAS Norfolk. Throughout February 1945, the Navy withdrew the airplane from active service and transferred it to a pool of surplus aircraft stored at Quantico, Virginia. In 1980, NASM craftsmen restored the F4U-1D in the colors and markings of a Corsair named &quotSun Setter,&quot a fighter assigned to Marine Fighter Squadron VMF-114 when that unit served aboard the &quotUSS Essex&quot in July 1944.

• • •

Quoting from Wikipedia | Vought F4U Corsair:

The Likelihood Vought F4U Corsair was a carrier-capable fighter aircraft that saw service mainly in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought’s manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-constructed Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs have been manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).

The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as properly as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It speedily became the most capable carrier-primarily based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of Globe War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.

F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This alter gave the aircraft up to 250&nbsphp (190&nbspkW) much more energy, which, in turn, improved functionality. Speed, for instance, was boosted from 417 miles per hour (671&nbspkm/h) to 425 miles per hour (684&nbspkm/h). Since of the U.S. Navy’s require for fighter-bombers, it had a payload of rockets double the -1A’s, as nicely as twin-rack plumbing for an further belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the role of fighter-bombing was a new activity for the Corsair and the wing fuel cells proved as well vulnerable and had been removed.[] The extra fuel carried by the two drop tanks would nevertheless allow the aircraft to fly relatively extended missions in spite of the heavy, un-aerodynamic load. The normal armament of six machine guns had been implemented as effectively. The canopies of most -1Ds had their struts removed along with their metal caps, which were utilised&nbsp— at a single point&nbsp— as a measure to avoid the canopies’ glass from cracking as they moved along the fuselage spines of the fighters.[] Also, the clear-view style &quotMalcolm Hood&quot canopy utilized initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as regular gear for the -1D model, and all later F4U production aircraft. Further production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and each had their wingtips clipped by 8&quot per wing to let storage in the lower hangars of British carriers.

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Steven F. Udvar-Hazy Center: Space Shuttle Enterprise in the James McDonnell Space Hangar

Image by Chris Devers
See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:

Manufacturer:
Rockwell International Corporation

Country of Origin:
United States of America

Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)

Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.

The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International’s assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World’s Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution’s National Air and Space Museum.

Transferred from National Aeronautics and Space Administration

• • •

Quoting from Wikipedia | Space Shuttle Enterprise:

The Space Shuttle Enterprise (NASA Orbiter Vehicle Designation: OV-101) was the first Space Shuttle orbiter. It was built for NASA as part of the Space Shuttle program to perform test flights in the atmosphere. It was constructed without engines or a functional heat shield, and was therefore not capable of spaceflight.

Originally, Enterprise had been intended to be refitted for orbital flight, which would have made it the second space shuttle to fly after Columbia. However, during the construction of Columbia, details of the final design changed, particularly with regard to the weight of the fuselage and wings. Refitting Enterprise for spaceflight would have involved dismantling the orbiter and returning the sections to subcontractors across the country. As this was an expensive proposition, it was determined to be less costly to build Challenger around a body frame (STA-099) that had been created as a test article. Similarly, Enterprise was considered for refit to replace Challenger after the latter was destroyed, but Endeavour was built from structural spares instead.

Service

Construction began on the first orbiter on June 4, 1974. Designated OV-101, it was originally planned to be named Constitution and unveiled on Constitution Day, September 17, 1976. A write-in campaign by Trekkies to President Gerald Ford asked that the orbiter be named after the Starship Enterprise, featured on the television show Star Trek. Although Ford did not mention the campaign, the president—who during World War II had served on the aircraft carrier USS Monterey (CVL-26) that served with USS Enterprise (CV-6)—said that he was "partial to the name" and overrode NASA officials.

The design of OV-101 was not the same as that planned for OV-102, the first flight model; the tail was constructed differently, and it did not have the interfaces to mount OMS pods. A large number of subsystems—ranging from main engines to radar equipment—were not installed on this vehicle, but the capacity to add them in the future was retained. Instead of a thermal protection system, its surface was primarily fiberglass.

In mid-1976, the orbiter was used for ground vibration tests, allowing engineers to compare data from an actual flight vehicle with theoretical models.

On September 17, 1976, Enterprise was rolled out of Rockwell’s plant at Palmdale, California. In recognition of its fictional namesake, Star Trek creator Gene Roddenberry and most of the principal cast of the original series of Star Trek were on hand at the dedication ceremony.

Approach and landing tests (ALT)

Main article: Approach and Landing Tests

On January 31, 1977, it was taken by road to Dryden Flight Research Center at Edwards Air Force Base, to begin operational testing.

While at NASA Dryden, Enterprise was used by NASA for a variety of ground and flight tests intended to validate aspects of the shuttle program. The initial nine-month testing period was referred to by the acronym ALT, for "Approach and Landing Test". These tests included a maiden "flight" on February 18, 1977 atop a Boeing 747 Shuttle Carrier Aircraft (SCA) to measure structural loads and ground handling and braking characteristics of the mated system. Ground tests of all orbiter subsystems were carried out to verify functionality prior to atmospheric flight.

The mated Enterprise/SCA combination was then subjected to five test flights with Enterprise unmanned and unactivated. The purpose of these test flights was to measure the flight characteristics of the mated combination. These tests were followed with three test flights with Enterprise manned to test the shuttle flight control systems.

Enterprise underwent five free flights where the craft separated from the SCA and was landed under astronaut control. These tests verified the flight characteristics of the orbiter design and were carried out under several aerodynamic and weight configurations. On the fifth and final glider flight, pilot-induced oscillation problems were revealed, which had to be addressed before the first orbital launch occurred.

On August 12, 1977, the space shuttle Enterprise flew on its own for the first time.

Preparation for STS-1

Following the ALT program, Enterprise was ferried among several NASA facilities to configure the craft for vibration testing. In June 1979, it was mated with an external tank and solid rocket boosters (known as a boilerplate configuration) and tested in a launch configuration at Kennedy Space Center Launch Pad 39A.

Retirement

With the completion of critical testing, Enterprise was partially disassembled to allow certain components to be reused in other shuttles, then underwent an international tour visiting France, Germany, Italy, the United Kingdom, Canada, and the U.S. states of California, Alabama, and Louisiana (during the 1984 Louisiana World Exposition). It was also used to fit-check the never-used shuttle launch pad at Vandenberg AFB, California. Finally, on November 18, 1985, Enterprise was ferried to Washington, D.C., where it became property of the Smithsonian Institution.

Post-Challenger

After the Challenger disaster, NASA considered using Enterprise as a replacement. However refitting the shuttle with all of the necessary equipment needed for it to be used in space was considered, but instead it was decided to use spares constructed at the same time as Discovery and Atlantis to build Endeavour.

Post-Columbia

In 2003, after the breakup of Columbia during re-entry, the Columbia Accident Investigation Board conducted tests at Southwest Research Institute, which used an air gun to shoot foam blocks of similar size, mass and speed to that which struck Columbia at a test structure which mechanically replicated the orbiter wing leading edge. They removed a fiberglass panel from Enterprise’s wing to perform analysis of the material and attached it to the test structure, then shot a foam block at it. While the panel was not broken as a result of the test, the impact was enough to permanently deform a seal. As the reinforced carbon-carbon (RCC) panel on Columbia was 2.5 times weaker, this suggested that the RCC leading edge would have been shattered. Additional tests on the fiberglass were canceled in order not to risk damaging the test apparatus, and a panel from Discovery was tested to determine the effects of the foam on a similarly-aged RCC leading edge. On July 7, 2003, a foam impact test created a hole 41 cm by 42.5 cm (16.1 inches by 16.7 inches) in the protective RCC panel. The tests clearly demonstrated that a foam impact of the type Columbia sustained could seriously breach the protective RCC panels on the wing leading edge.

The board determined that the probable cause of the accident was that the foam impact caused a breach of a reinforced carbon-carbon panel along the leading edge of Columbia’s left wing, allowing hot gases generated during re-entry to enter the wing and cause structural collapse. This caused Columbia to spin out of control, breaking up with the loss of the entire crew.

Museum exhibit

Enterprise was stored at the Smithsonian’s hangar at Washington Dulles International Airport before it was restored and moved to the newly built Smithsonian’s National Air and Space Museum‘s Steven F. Udvar-Hazy Center at Dulles International Airport, where it has been the centerpiece of the space collection. On April 12, 2011, NASA announced that Space Shuttle Discovery, the most traveled orbiter in the fleet, will be added to the collection once the Shuttle fleet is retired. When that happens, Enterprise will be moved to the Intrepid Sea-Air-Space Museum in New York City, to a newly constructed hangar adjacent to the museum. In preparation for the anticipated relocation, engineers evaluated the vehicle in early 2010 and determined that it was safe to fly on the Shuttle Carrier Aircraft once again.

Steven F. Udvar-Hazy Center: Vought F4U-1D Corsair

Image by Chris Devers
See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:

By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft’s distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.

Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.

Transferred from the United States Navy.

Manufacturer:
Vought Aircraft Company

Date:
1940

Country of Origin:
United States of America

Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)

Materials:
All metal with fabric-covered wings behind the main spar.

Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.

Long Description:
On February 1, 1938, the United States Navy Bureau of Aeronautics requested proposals from American aircraft manufacturers for a new carrier-based fighter airplane. During April, the Vought Aircraft Corporation responded with two designs and one of them, powered by a Pratt & Whitney R-2800 engine, won the competition in June. Less than a year later, Vought test pilot Lyman A. Bullard, Jr., first flew the Vought XF4U-1 prototype on May 29, 1940. At that time, the largest engine driving the biggest propeller ever flown on a fighter aircraft propelled Bullard on this test flight. The R-2800 radial air-cooled engine developed 1,850 horsepower and it turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch.

The airplane Bullard flew also had another striking feature, a wing bent gull-shaped on both sides of the fuselage. This arrangement gave additional ground clearance for the propeller and reduced drag at the wing-to-fuselage joint. Ironically for a 644-kph (400 mph) airplane, Vought covered the wing with fabric behind the main spar, a practice the company also followed on the OS2U Kingfisher (see NASM collection).

When naval air strategists had crafted the requirements for the new fighter, the need for speed had overridden all other performance goals. With this in mind, the Bureau of Aeronautics selected the most powerful air-cooled engine available, the R-2800. Vought assembled a team, lead by chief designer Rex Biesel, to design the best airframe around this powerful engine. The group included project engineer Frank Albright, aerodynamics engineer Paul Baker, and propulsion engineer James Shoemaker. Biesel and his team succeeded in building a very fast fighter but when they redesigned the prototype for production, they were forced to make an unfortunate compromise.

The Navy requested heavier armament for production Corsairs and Biesel redesigned each outboard folding wing panel to carry three .50 caliber machine guns. These guns displaced fuel tanks installed in each wing leading edge. To replace this lost capacity, an 897-liter (237 gal) fuselage tank was installed between the cockpit and the engine. To maintain the speedy and narrow fuselage profile, Biesel could not stack the cockpit on top of the tank, so he moved it nearly three feet aft. Now the wing completely blocked the pilot’s line of sight during the most critical stages of landing. The early Corsair also had a vicious stall, powerful torque and propeller effects at slow speed, a short tail wheel strut, main gear struts that often bounced the airplane at touchdown, and cowl flap actuators that leaked oil onto the windshield. These difficulties, combined with the lack of cockpit visibility, made the airplane nearly impossible to land on the tiny deck of an aircraft carrier. Navy pilots soon nicknamed the F4U the ‘ensign eliminator’ for its tendency to kill these inexperienced aviators. The Navy refused to clear the F4U for carrier operations until late in 1944, more than seven years after the project started.

This flaw did not deter the Navy from accepting Corsairs because Navy and Marine pilots sorely needed an improved fighter to replace the Grumman F4F Wildcat (see NASM collection). By New Year’s Eve, 1942, the service owned 178 F4U-1 airplanes. Early in 1943, the Navy decided to divert all Corsairs to land-based United States Marine Corps squadrons and fill Navy carrier-based units with the Grumman F6F Hellcat (see NASM collection). At its best speed of 612 kph (380 mph) at 6,992 m (23,000 ft), the Hellcat was about 24 kph (15 mph) slower than the Corsair but it was a joy to fly aboard the carrier. The F6F filled in splendidly until improvements to the F4U qualified it for carrier operations. Meanwhile, the Marines on Guadalcanal took their Corsairs into combat and engaged the enemy for the first time on February 14, 1943, six months before Hellcat pilots on that battle-scared island first encountered enemy aircraft.

The F4U had an immediate impact on the Pacific air war. Pilots could use the Corsair’s speed and firepower to engage the more maneuverable Japanese airplanes only when the advantage favored the Americans. Unprotected by armor or self-sealing fuel tanks, no Japanese fighter or bomber could withstand for more than a few seconds the concentrated volley from the six .50 caliber machine guns carried by a Corsair. Major Gregory "Pappy" Boyington assumed command of Marine Corsair squadron VMF-214, nicknamed the ‘Black Sheep’ squadron, on September 7, 1943. During less than 5 months of action, Boyington received credit for downing 28 enemy aircraft. Enemy aircraft shot him down on January 3, 1944, but he survived the war in a Japanese prison camp.

In May and June 1944, Charles A. Lindbergh flew Corsair missions with Marine pilots at Green Island and Emirau. On September 3, 1944, Lindbergh demonstrated the F4U’s bomb hauling capacity by flying a Corsair from Marine Air Group 31 carrying three bombs each weighing 450 kg (1,000 lb). He dropped this load on enemy positions at Wotje Atoll. On the September 8, Lindbergh dropped the first 900-kg (2,000 lb) bomb during an attack on the atoll. For the finale five days later, the Atlantic flyer delivered a 900-kg (2,000 lb) bomb and two 450-kg (1,000 lb) bombs. Lindbergh went ahead and flew these missions after the commander of MAG-31 informed him that if he was forced down and captured, the Japanese would almost certainly execute him.

As of V-J Day, September 2, 1945, the Navy credited Corsair pilots with destroying 2,140 enemy aircraft in aerial combat. The Navy and Marines lost 189 F4Us in combat and 1,435 Corsairs in non-combat accidents. Beginning on February 13, 1942, Marine and Navy pilots flew 64,051 operational sorties, 54,470 from runways and 9,581 from carrier decks. During the war, the British Royal Navy accepted 2,012 Corsairs and the Royal New Zealand Air Force accepted 364. The demand was so great that the Goodyear Aircraft Corporation and the Brewster Aeronautical Corporation also produced the F4U.

Corsairs returned to Navy carrier decks and Marine airfields during the Korean War. On September 10, 1952, Captain Jesse Folmar of Marine Fighter Squadron VMF-312 destroyed a MiG-15 in aerial combat over the west coast of Korea. However, F4U pilots did not have many air-to-air encounters over Korea. Their primary mission was to support Allied ground units along the battlefront.

After the World War II, civilian pilots adapted the speedy bent-wing bird from Vought to fly in competitive air races. They preferred modified versions of the F2G-1 and -2 originally built by Goodyear. Corsairs won the prestigious Thompson Trophy twice. In 1952, Vought manufactured 94 F4U-7s for the French Navy, and these aircraft saw action over Indochina but this order marked the end of Corsair production. In production longer than any other U.S. fighter to see service in World War II, Vought, Goodyear, and Brewster built a total of 12,582 F4Us.

The United States Navy donated an F4U-1D to the National Air and Space Museum in September 1960. Vought delivered this Corsair, Bureau of Aeronautics serial number 50375, to the Navy on April 26, 1944. By October, pilots of VF-10 were flying it but in November, the airplane was transferred to VF-89 at Naval Air Station Atlantic City. It remained there as the squadron moved to NAS Oceana and NAS Norfolk. During February 1945, the Navy withdrew the airplane from active service and transferred it to a pool of surplus aircraft stored at Quantico, Virginia. In 1980, NASM craftsmen restored the F4U-1D in the colors and markings of a Corsair named "Sun Setter," a fighter assigned to Marine Fighter Squadron VMF-114 when that unit served aboard the "USS Essex" in July 1944.

• • •

Quoting from Wikipedia | Vought F4U Corsair:

The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought’s manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).

The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.

F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed, for example, was boosted from 417 miles per hour (671 km/h) to 425 miles per hour (684 km/h). Because of the U.S. Navy’s need for fighter-bombers, it had a payload of rockets double the -1A’s, as well as twin-rack plumbing for an additional belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the role of fighter-bombing was a new task for the Corsair and the wing fuel cells proved too vulnerable and were removed.[] The extra fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic load. The regular armament of six machine guns were implemented as well. The canopies of most -1Ds had their struts removed along with their metal caps, which were used — at one point — as a measure to prevent the canopies’ glass from cracking as they moved along the fuselage spines of the fighters.[] Also, the clear-view style "Malcolm Hood" canopy used initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as standard equipment for the -1D model, and all later F4U production aircraft. Additional production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and both had their wingtips clipped by 8" per wing to allow storage in the lower hangars of British carriers.

Steven F. Udvar-Hazy Center: Space Shuttle Enterprise (starboard view)

Image by Chris Devers

See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:

Manufacturer:
Rockwell International Corporation

Country of Origin:
United States of America

Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)

Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.

The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International’s assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World’s Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution’s National Air and Space Museum.

Transferred from National Aeronautics and Space Administration

• • •

Quoting from Wikipedia | Space Shuttle Enterprise:

The Space Shuttle Enterprise (NASA Orbiter Vehicle Designation: OV-101) was the first Space Shuttle orbiter. It was built for NASA as part of the Space Shuttle program to perform test flights in the atmosphere. It was constructed without engines or a functional heat shield, and was therefore not capable of spaceflight.

Originally, Enterprise had been intended to be refitted for orbital flight, which would have made it the second space shuttle to fly after Columbia. However, during the construction of Columbia, details of the final design changed, particularly with regard to the weight of the fuselage and wings. Refitting Enterprise for spaceflight would have involved dismantling the orbiter and returning the sections to subcontractors across the country. As this was an expensive proposition, it was determined to be less costly to build Challenger around a body frame (STA-099) that had been created as a test article. Similarly, Enterprise was considered for refit to replace Challenger after the latter was destroyed, but Endeavour was built from structural spares instead.

Service

Construction began on the first orbiter on June 4, 1974. Designated OV-101, it was originally planned to be named Constitution and unveiled on Constitution Day, September 17, 1976. A write-in campaign by Trekkies to President Gerald Ford asked that the orbiter be named after the Starship Enterprise, featured on the television show Star Trek. Although Ford did not mention the campaign, the president—who during World War II had served on the aircraft carrier USS Monterey (CVL-26) that served with USS Enterprise (CV-6)—said that he was "partial to the name" and overrode NASA officials.

The design of OV-101 was not the same as that planned for OV-102, the first flight model; the tail was constructed differently, and it did not have the interfaces to mount OMS pods. A large number of subsystems—ranging from main engines to radar equipment—were not installed on this vehicle, but the capacity to add them in the future was retained. Instead of a thermal protection system, its surface was primarily fiberglass.

In mid-1976, the orbiter was used for ground vibration tests, allowing engineers to compare data from an actual flight vehicle with theoretical models.

On September 17, 1976, Enterprise was rolled out of Rockwell’s plant at Palmdale, California. In recognition of its fictional namesake, Star Trek creator Gene Roddenberry and most of the principal cast of the original series of Star Trek were on hand at the dedication ceremony.

Approach and landing tests (ALT)

Main article: Approach and Landing Tests

On January 31, 1977, it was taken by road to Dryden Flight Research Center at Edwards Air Force Base, to begin operational testing.

While at NASA Dryden, Enterprise was used by NASA for a variety of ground and flight tests intended to validate aspects of the shuttle program. The initial nine-month testing period was referred to by the acronym ALT, for "Approach and Landing Test". These tests included a maiden "flight" on February 18, 1977 atop a Boeing 747 Shuttle Carrier Aircraft (SCA) to measure structural loads and ground handling and braking characteristics of the mated system. Ground tests of all orbiter subsystems were carried out to verify functionality prior to atmospheric flight.

The mated Enterprise/SCA combination was then subjected to five test flights with Enterprise unmanned and unactivated. The purpose of these test flights was to measure the flight characteristics of the mated combination. These tests were followed with three test flights with Enterprise manned to test the shuttle flight control systems.

Enterprise underwent five free flights where the craft separated from the SCA and was landed under astronaut control. These tests verified the flight characteristics of the orbiter design and were carried out under several aerodynamic and weight configurations. On the fifth and final glider flight, pilot-induced oscillation problems were revealed, which had to be addressed before the first orbital launch occurred.

On August 12, 1977, the space shuttle Enterprise flew on its own for the first time.

Preparation for STS-1

Following the ALT program, Enterprise was ferried among several NASA facilities to configure the craft for vibration testing. In June 1979, it was mated with an external tank and solid rocket boosters (known as a boilerplate configuration) and tested in a launch configuration at Kennedy Space Center Launch Pad 39A.

Retirement

With the completion of critical testing, Enterprise was partially disassembled to allow certain components to be reused in other shuttles, then underwent an international tour visiting France, Germany, Italy, the United Kingdom, Canada, and the U.S. states of California, Alabama, and Louisiana (during the 1984 Louisiana World Exposition). It was also used to fit-check the never-used shuttle launch pad at Vandenberg AFB, California. Finally, on November 18, 1985, Enterprise was ferried to Washington, D.C., where it became property of the Smithsonian Institution.

Post-Challenger

After the Challenger disaster, NASA considered using Enterprise as a replacement. However refitting the shuttle with all of the necessary equipment needed for it to be used in space was considered, but instead it was decided to use spares constructed at the same time as Discovery and Atlantis to build Endeavour.

Post-Columbia

In 2003, after the breakup of Columbia during re-entry, the Columbia Accident Investigation Board conducted tests at Southwest Research Institute, which used an air gun to shoot foam blocks of similar size, mass and speed to that which struck Columbia at a test structure which mechanically replicated the orbiter wing leading edge. They removed a fiberglass panel from Enterprise’s wing to perform analysis of the material and attached it to the test structure, then shot a foam block at it. While the panel was not broken as a result of the test, the impact was enough to permanently deform a seal. As the reinforced carbon-carbon (RCC) panel on Columbia was 2.5 times weaker, this suggested that the RCC leading edge would have been shattered. Additional tests on the fiberglass were canceled in order not to risk damaging the test apparatus, and a panel from Discovery was tested to determine the effects of the foam on a similarly-aged RCC leading edge. On July 7, 2003, a foam impact test created a hole 41 cm by 42.5 cm (16.1 inches by 16.7 inches) in the protective RCC panel. The tests clearly demonstrated that a foam impact of the type Columbia sustained could seriously breach the protective RCC panels on the wing leading edge.

The board determined that the probable cause of the accident was that the foam impact caused a breach of a reinforced carbon-carbon panel along the leading edge of Columbia’s left wing, allowing hot gases generated during re-entry to enter the wing and cause structural collapse. This caused Columbia to spin out of control, breaking up with the loss of the entire crew.

Museum exhibit

Enterprise was stored at the Smithsonian’s hangar at Washington Dulles International Airport before it was restored and moved to the newly built Smithsonian’s National Air and Space Museum‘s Steven F. Udvar-Hazy Center at Dulles International Airport, where it has been the centerpiece of the space collection. On April 12, 2011, NASA announced that Space Shuttle Discovery, the most traveled orbiter in the fleet, will be added to the collection once the Shuttle fleet is retired. When that happens, Enterprise will be moved to the Intrepid Sea-Air-Space Museum in New York City, to a newly constructed hangar adjacent to the museum. In preparation for the anticipated relocation, engineers evaluated the vehicle in early 2010 and determined that it was safe to fly on the Shuttle Carrier Aircraft once again.

Cool Surface Grinding Manufacturer images

A few nice surface grinding manufacturer images I found:

Steven F. Udvar-Hazy Center: Space Shuttle Enterprise in the James McDonnell Space Hangar

Image by Chris Devers
See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:

Manufacturer:
Rockwell International Corporation

Country of Origin:
United States of America

Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)

Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.

The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International’s assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World’s Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution’s National Air and Space Museum.

Transferred from National Aeronautics and Space Administration

• • •

Quoting from Wikipedia | Space Shuttle Enterprise:

The Space Shuttle Enterprise (NASA Orbiter Vehicle Designation: OV-101) was the first Space Shuttle orbiter. It was built for NASA as part of the Space Shuttle program to perform test flights in the atmosphere. It was constructed without engines or a functional heat shield, and was therefore not capable of spaceflight.

Originally, Enterprise had been intended to be refitted for orbital flight, which would have made it the second space shuttle to fly after Columbia. However, during the construction of Columbia, details of the final design changed, particularly with regard to the weight of the fuselage and wings. Refitting Enterprise for spaceflight would have involved dismantling the orbiter and returning the sections to subcontractors across the country. As this was an expensive proposition, it was determined to be less costly to build Challenger around a body frame (STA-099) that had been created as a test article. Similarly, Enterprise was considered for refit to replace Challenger after the latter was destroyed, but Endeavour was built from structural spares instead.

Service

Construction began on the first orbiter on June 4, 1974. Designated OV-101, it was originally planned to be named Constitution and unveiled on Constitution Day, September 17, 1976. A write-in campaign by Trekkies to President Gerald Ford asked that the orbiter be named after the Starship Enterprise, featured on the television show Star Trek. Although Ford did not mention the campaign, the president—who during World War II had served on the aircraft carrier USS Monterey (CVL-26) that served with USS Enterprise (CV-6)—said that he was "partial to the name" and overrode NASA officials.

The design of OV-101 was not the same as that planned for OV-102, the first flight model; the tail was constructed differently, and it did not have the interfaces to mount OMS pods. A large number of subsystems—ranging from main engines to radar equipment—were not installed on this vehicle, but the capacity to add them in the future was retained. Instead of a thermal protection system, its surface was primarily fiberglass.

In mid-1976, the orbiter was used for ground vibration tests, allowing engineers to compare data from an actual flight vehicle with theoretical models.

On September 17, 1976, Enterprise was rolled out of Rockwell’s plant at Palmdale, California. In recognition of its fictional namesake, Star Trek creator Gene Roddenberry and most of the principal cast of the original series of Star Trek were on hand at the dedication ceremony.

Approach and landing tests (ALT)

Main article: Approach and Landing Tests

On January 31, 1977, it was taken by road to Dryden Flight Research Center at Edwards Air Force Base, to begin operational testing.

While at NASA Dryden, Enterprise was used by NASA for a variety of ground and flight tests intended to validate aspects of the shuttle program. The initial nine-month testing period was referred to by the acronym ALT, for "Approach and Landing Test". These tests included a maiden "flight" on February 18, 1977 atop a Boeing 747 Shuttle Carrier Aircraft (SCA) to measure structural loads and ground handling and braking characteristics of the mated system. Ground tests of all orbiter subsystems were carried out to verify functionality prior to atmospheric flight.

The mated Enterprise/SCA combination was then subjected to five test flights with Enterprise unmanned and unactivated. The purpose of these test flights was to measure the flight characteristics of the mated combination. These tests were followed with three test flights with Enterprise manned to test the shuttle flight control systems.

Enterprise underwent five free flights where the craft separated from the SCA and was landed under astronaut control. These tests verified the flight characteristics of the orbiter design and were carried out under several aerodynamic and weight configurations. On the fifth and final glider flight, pilot-induced oscillation problems were revealed, which had to be addressed before the first orbital launch occurred.

On August 12, 1977, the space shuttle Enterprise flew on its own for the first time.

Preparation for STS-1

Following the ALT program, Enterprise was ferried among several NASA facilities to configure the craft for vibration testing. In June 1979, it was mated with an external tank and solid rocket boosters (known as a boilerplate configuration) and tested in a launch configuration at Kennedy Space Center Launch Pad 39A.

Retirement

With the completion of critical testing, Enterprise was partially disassembled to allow certain components to be reused in other shuttles, then underwent an international tour visiting France, Germany, Italy, the United Kingdom, Canada, and the U.S. states of California, Alabama, and Louisiana (during the 1984 Louisiana World Exposition). It was also used to fit-check the never-used shuttle launch pad at Vandenberg AFB, California. Finally, on November 18, 1985, Enterprise was ferried to Washington, D.C., where it became property of the Smithsonian Institution.

Post-Challenger

After the Challenger disaster, NASA considered using Enterprise as a replacement. However refitting the shuttle with all of the necessary equipment needed for it to be used in space was considered, but instead it was decided to use spares constructed at the same time as Discovery and Atlantis to build Endeavour.

Post-Columbia

In 2003, after the breakup of Columbia during re-entry, the Columbia Accident Investigation Board conducted tests at Southwest Research Institute, which used an air gun to shoot foam blocks of similar size, mass and speed to that which struck Columbia at a test structure which mechanically replicated the orbiter wing leading edge. They removed a fiberglass panel from Enterprise’s wing to perform analysis of the material and attached it to the test structure, then shot a foam block at it. While the panel was not broken as a result of the test, the impact was enough to permanently deform a seal. As the reinforced carbon-carbon (RCC) panel on Columbia was 2.5 times weaker, this suggested that the RCC leading edge would have been shattered. Additional tests on the fiberglass were canceled in order not to risk damaging the test apparatus, and a panel from Discovery was tested to determine the effects of the foam on a similarly-aged RCC leading edge. On July 7, 2003, a foam impact test created a hole 41 cm by 42.5 cm (16.1 inches by 16.7 inches) in the protective RCC panel. The tests clearly demonstrated that a foam impact of the type Columbia sustained could seriously breach the protective RCC panels on the wing leading edge.

The board determined that the probable cause of the accident was that the foam impact caused a breach of a reinforced carbon-carbon panel along the leading edge of Columbia’s left wing, allowing hot gases generated during re-entry to enter the wing and cause structural collapse. This caused Columbia to spin out of control, breaking up with the loss of the entire crew.

Museum exhibit

Enterprise was stored at the Smithsonian’s hangar at Washington Dulles International Airport before it was restored and moved to the newly built Smithsonian’s National Air and Space Museum‘s Steven F. Udvar-Hazy Center at Dulles International Airport, where it has been the centerpiece of the space collection. On April 12, 2011, NASA announced that Space Shuttle Discovery, the most traveled orbiter in the fleet, will be added to the collection once the Shuttle fleet is retired. When that happens, Enterprise will be moved to the Intrepid Sea-Air-Space Museum in New York City, to a newly constructed hangar adjacent to the museum. In preparation for the anticipated relocation, engineers evaluated the vehicle in early 2010 and determined that it was safe to fly on the Shuttle Carrier Aircraft once again.

Steven F. Udvar-Hazy Center: Vought F4U-1D Corsair

Image by Chris Devers
See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:

By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft’s distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.

Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.

Transferred from the United States Navy.

Manufacturer:
Vought Aircraft Company

Date:
1940

Country of Origin:
United States of America

Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)

Materials:
All metal with fabric-covered wings behind the main spar.

Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.

Long Description:
On February 1, 1938, the United States Navy Bureau of Aeronautics requested proposals from American aircraft manufacturers for a new carrier-based fighter airplane. During April, the Vought Aircraft Corporation responded with two designs and one of them, powered by a Pratt & Whitney R-2800 engine, won the competition in June. Less than a year later, Vought test pilot Lyman A. Bullard, Jr., first flew the Vought XF4U-1 prototype on May 29, 1940. At that time, the largest engine driving the biggest propeller ever flown on a fighter aircraft propelled Bullard on this test flight. The R-2800 radial air-cooled engine developed 1,850 horsepower and it turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch.

The airplane Bullard flew also had another striking feature, a wing bent gull-shaped on both sides of the fuselage. This arrangement gave additional ground clearance for the propeller and reduced drag at the wing-to-fuselage joint. Ironically for a 644-kph (400 mph) airplane, Vought covered the wing with fabric behind the main spar, a practice the company also followed on the OS2U Kingfisher (see NASM collection).

When naval air strategists had crafted the requirements for the new fighter, the need for speed had overridden all other performance goals. With this in mind, the Bureau of Aeronautics selected the most powerful air-cooled engine available, the R-2800. Vought assembled a team, lead by chief designer Rex Biesel, to design the best airframe around this powerful engine. The group included project engineer Frank Albright, aerodynamics engineer Paul Baker, and propulsion engineer James Shoemaker. Biesel and his team succeeded in building a very fast fighter but when they redesigned the prototype for production, they were forced to make an unfortunate compromise.

The Navy requested heavier armament for production Corsairs and Biesel redesigned each outboard folding wing panel to carry three .50 caliber machine guns. These guns displaced fuel tanks installed in each wing leading edge. To replace this lost capacity, an 897-liter (237 gal) fuselage tank was installed between the cockpit and the engine. To maintain the speedy and narrow fuselage profile, Biesel could not stack the cockpit on top of the tank, so he moved it nearly three feet aft. Now the wing completely blocked the pilot’s line of sight during the most critical stages of landing. The early Corsair also had a vicious stall, powerful torque and propeller effects at slow speed, a short tail wheel strut, main gear struts that often bounced the airplane at touchdown, and cowl flap actuators that leaked oil onto the windshield. These difficulties, combined with the lack of cockpit visibility, made the airplane nearly impossible to land on the tiny deck of an aircraft carrier. Navy pilots soon nicknamed the F4U the ‘ensign eliminator’ for its tendency to kill these inexperienced aviators. The Navy refused to clear the F4U for carrier operations until late in 1944, more than seven years after the project started.

This flaw did not deter the Navy from accepting Corsairs because Navy and Marine pilots sorely needed an improved fighter to replace the Grumman F4F Wildcat (see NASM collection). By New Year’s Eve, 1942, the service owned 178 F4U-1 airplanes. Early in 1943, the Navy decided to divert all Corsairs to land-based United States Marine Corps squadrons and fill Navy carrier-based units with the Grumman F6F Hellcat (see NASM collection). At its best speed of 612 kph (380 mph) at 6,992 m (23,000 ft), the Hellcat was about 24 kph (15 mph) slower than the Corsair but it was a joy to fly aboard the carrier. The F6F filled in splendidly until improvements to the F4U qualified it for carrier operations. Meanwhile, the Marines on Guadalcanal took their Corsairs into combat and engaged the enemy for the first time on February 14, 1943, six months before Hellcat pilots on that battle-scared island first encountered enemy aircraft.

The F4U had an immediate impact on the Pacific air war. Pilots could use the Corsair’s speed and firepower to engage the more maneuverable Japanese airplanes only when the advantage favored the Americans. Unprotected by armor or self-sealing fuel tanks, no Japanese fighter or bomber could withstand for more than a few seconds the concentrated volley from the six .50 caliber machine guns carried by a Corsair. Major Gregory "Pappy" Boyington assumed command of Marine Corsair squadron VMF-214, nicknamed the ‘Black Sheep’ squadron, on September 7, 1943. During less than 5 months of action, Boyington received credit for downing 28 enemy aircraft. Enemy aircraft shot him down on January 3, 1944, but he survived the war in a Japanese prison camp.

In May and June 1944, Charles A. Lindbergh flew Corsair missions with Marine pilots at Green Island and Emirau. On September 3, 1944, Lindbergh demonstrated the F4U’s bomb hauling capacity by flying a Corsair from Marine Air Group 31 carrying three bombs each weighing 450 kg (1,000 lb). He dropped this load on enemy positions at Wotje Atoll. On the September 8, Lindbergh dropped the first 900-kg (2,000 lb) bomb during an attack on the atoll. For the finale five days later, the Atlantic flyer delivered a 900-kg (2,000 lb) bomb and two 450-kg (1,000 lb) bombs. Lindbergh went ahead and flew these missions after the commander of MAG-31 informed him that if he was forced down and captured, the Japanese would almost certainly execute him.

As of V-J Day, September 2, 1945, the Navy credited Corsair pilots with destroying 2,140 enemy aircraft in aerial combat. The Navy and Marines lost 189 F4Us in combat and 1,435 Corsairs in non-combat accidents. Beginning on February 13, 1942, Marine and Navy pilots flew 64,051 operational sorties, 54,470 from runways and 9,581 from carrier decks. During the war, the British Royal Navy accepted 2,012 Corsairs and the Royal New Zealand Air Force accepted 364. The demand was so great that the Goodyear Aircraft Corporation and the Brewster Aeronautical Corporation also produced the F4U.

Corsairs returned to Navy carrier decks and Marine airfields during the Korean War. On September 10, 1952, Captain Jesse Folmar of Marine Fighter Squadron VMF-312 destroyed a MiG-15 in aerial combat over the west coast of Korea. However, F4U pilots did not have many air-to-air encounters over Korea. Their primary mission was to support Allied ground units along the battlefront.

After the World War II, civilian pilots adapted the speedy bent-wing bird from Vought to fly in competitive air races. They preferred modified versions of the F2G-1 and -2 originally built by Goodyear. Corsairs won the prestigious Thompson Trophy twice. In 1952, Vought manufactured 94 F4U-7s for the French Navy, and these aircraft saw action over Indochina but this order marked the end of Corsair production. In production longer than any other U.S. fighter to see service in World War II, Vought, Goodyear, and Brewster built a total of 12,582 F4Us.

The United States Navy donated an F4U-1D to the National Air and Space Museum in September 1960. Vought delivered this Corsair, Bureau of Aeronautics serial number 50375, to the Navy on April 26, 1944. By October, pilots of VF-10 were flying it but in November, the airplane was transferred to VF-89 at Naval Air Station Atlantic City. It remained there as the squadron moved to NAS Oceana and NAS Norfolk. During February 1945, the Navy withdrew the airplane from active service and transferred it to a pool of surplus aircraft stored at Quantico, Virginia. In 1980, NASM craftsmen restored the F4U-1D in the colors and markings of a Corsair named "Sun Setter," a fighter assigned to Marine Fighter Squadron VMF-114 when that unit served aboard the "USS Essex" in July 1944.

• • •

Quoting from Wikipedia | Vought F4U Corsair:

The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought’s manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).

The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.

F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed, for example, was boosted from 417 miles per hour (671 km/h) to 425 miles per hour (684 km/h). Because of the U.S. Navy’s need for fighter-bombers, it had a payload of rockets double the -1A’s, as well as twin-rack plumbing for an additional belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the role of fighter-bombing was a new task for the Corsair and the wing fuel cells proved too vulnerable and were removed.[] The extra fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic load. The regular armament of six machine guns were implemented as well. The canopies of most -1Ds had their struts removed along with their metal caps, which were used — at one point — as a measure to prevent the canopies’ glass from cracking as they moved along the fuselage spines of the fighters.[] Also, the clear-view style "Malcolm Hood" canopy used initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as standard equipment for the -1D model, and all later F4U production aircraft. Additional production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and both had their wingtips clipped by 8" per wing to allow storage in the lower hangars of British carriers.

Steven F. Udvar-Hazy Center: Space Shuttle Enterprise (starboard view)

Image by Chris Devers

See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:

Manufacturer:
Rockwell International Corporation

Country of Origin:
United States of America

Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)

Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.

The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International’s assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World’s Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution’s National Air and Space Museum.

Transferred from National Aeronautics and Space Administration

• • •

Quoting from Wikipedia | Space Shuttle Enterprise:

The Space Shuttle Enterprise (NASA Orbiter Vehicle Designation: OV-101) was the first Space Shuttle orbiter. It was built for NASA as part of the Space Shuttle program to perform test flights in the atmosphere. It was constructed without engines or a functional heat shield, and was therefore not capable of spaceflight.

Originally, Enterprise had been intended to be refitted for orbital flight, which would have made it the second space shuttle to fly after Columbia. However, during the construction of Columbia, details of the final design changed, particularly with regard to the weight of the fuselage and wings. Refitting Enterprise for spaceflight would have involved dismantling the orbiter and returning the sections to subcontractors across the country. As this was an expensive proposition, it was determined to be less costly to build Challenger around a body frame (STA-099) that had been created as a test article. Similarly, Enterprise was considered for refit to replace Challenger after the latter was destroyed, but Endeavour was built from structural spares instead.

Service

Construction began on the first orbiter on June 4, 1974. Designated OV-101, it was originally planned to be named Constitution and unveiled on Constitution Day, September 17, 1976. A write-in campaign by Trekkies to President Gerald Ford asked that the orbiter be named after the Starship Enterprise, featured on the television show Star Trek. Although Ford did not mention the campaign, the president—who during World War II had served on the aircraft carrier USS Monterey (CVL-26) that served with USS Enterprise (CV-6)—said that he was "partial to the name" and overrode NASA officials.

The design of OV-101 was not the same as that planned for OV-102, the first flight model; the tail was constructed differently, and it did not have the interfaces to mount OMS pods. A large number of subsystems—ranging from main engines to radar equipment—were not installed on this vehicle, but the capacity to add them in the future was retained. Instead of a thermal protection system, its surface was primarily fiberglass.

In mid-1976, the orbiter was used for ground vibration tests, allowing engineers to compare data from an actual flight vehicle with theoretical models.

On September 17, 1976, Enterprise was rolled out of Rockwell’s plant at Palmdale, California. In recognition of its fictional namesake, Star Trek creator Gene Roddenberry and most of the principal cast of the original series of Star Trek were on hand at the dedication ceremony.

Approach and landing tests (ALT)

Main article: Approach and Landing Tests

On January 31, 1977, it was taken by road to Dryden Flight Research Center at Edwards Air Force Base, to begin operational testing.

While at NASA Dryden, Enterprise was used by NASA for a variety of ground and flight tests intended to validate aspects of the shuttle program. The initial nine-month testing period was referred to by the acronym ALT, for "Approach and Landing Test". These tests included a maiden "flight" on February 18, 1977 atop a Boeing 747 Shuttle Carrier Aircraft (SCA) to measure structural loads and ground handling and braking characteristics of the mated system. Ground tests of all orbiter subsystems were carried out to verify functionality prior to atmospheric flight.

The mated Enterprise/SCA combination was then subjected to five test flights with Enterprise unmanned and unactivated. The purpose of these test flights was to measure the flight characteristics of the mated combination. These tests were followed with three test flights with Enterprise manned to test the shuttle flight control systems.

Enterprise underwent five free flights where the craft separated from the SCA and was landed under astronaut control. These tests verified the flight characteristics of the orbiter design and were carried out under several aerodynamic and weight configurations. On the fifth and final glider flight, pilot-induced oscillation problems were revealed, which had to be addressed before the first orbital launch occurred.

On August 12, 1977, the space shuttle Enterprise flew on its own for the first time.

Preparation for STS-1

Following the ALT program, Enterprise was ferried among several NASA facilities to configure the craft for vibration testing. In June 1979, it was mated with an external tank and solid rocket boosters (known as a boilerplate configuration) and tested in a launch configuration at Kennedy Space Center Launch Pad 39A.

Retirement

With the completion of critical testing, Enterprise was partially disassembled to allow certain components to be reused in other shuttles, then underwent an international tour visiting France, Germany, Italy, the United Kingdom, Canada, and the U.S. states of California, Alabama, and Louisiana (during the 1984 Louisiana World Exposition). It was also used to fit-check the never-used shuttle launch pad at Vandenberg AFB, California. Finally, on November 18, 1985, Enterprise was ferried to Washington, D.C., where it became property of the Smithsonian Institution.

Post-Challenger

After the Challenger disaster, NASA considered using Enterprise as a replacement. However refitting the shuttle with all of the necessary equipment needed for it to be used in space was considered, but instead it was decided to use spares constructed at the same time as Discovery and Atlantis to build Endeavour.

Post-Columbia

In 2003, after the breakup of Columbia during re-entry, the Columbia Accident Investigation Board conducted tests at Southwest Research Institute, which used an air gun to shoot foam blocks of similar size, mass and speed to that which struck Columbia at a test structure which mechanically replicated the orbiter wing leading edge. They removed a fiberglass panel from Enterprise’s wing to perform analysis of the material and attached it to the test structure, then shot a foam block at it. While the panel was not broken as a result of the test, the impact was enough to permanently deform a seal. As the reinforced carbon-carbon (RCC) panel on Columbia was 2.5 times weaker, this suggested that the RCC leading edge would have been shattered. Additional tests on the fiberglass were canceled in order not to risk damaging the test apparatus, and a panel from Discovery was tested to determine the effects of the foam on a similarly-aged RCC leading edge. On July 7, 2003, a foam impact test created a hole 41 cm by 42.5 cm (16.1 inches by 16.7 inches) in the protective RCC panel. The tests clearly demonstrated that a foam impact of the type Columbia sustained could seriously breach the protective RCC panels on the wing leading edge.

The board determined that the probable cause of the accident was that the foam impact caused a breach of a reinforced carbon-carbon panel along the leading edge of Columbia’s left wing, allowing hot gases generated during re-entry to enter the wing and cause structural collapse. This caused Columbia to spin out of control, breaking up with the loss of the entire crew.

Museum exhibit

Enterprise was stored at the Smithsonian’s hangar at Washington Dulles International Airport before it was restored and moved to the newly built Smithsonian’s National Air and Space Museum‘s Steven F. Udvar-Hazy Center at Dulles International Airport, where it has been the centerpiece of the space collection. On April 12, 2011, NASA announced that Space Shuttle Discovery, the most traveled orbiter in the fleet, will be added to the collection once the Shuttle fleet is retired. When that happens, Enterprise will be moved to the Intrepid Sea-Air-Space Museum in New York City, to a newly constructed hangar adjacent to the museum. In preparation for the anticipated relocation, engineers evaluated the vehicle in early 2010 and determined that it was safe to fly on the Shuttle Carrier Aircraft once again.

Good Surface Grinding Manufacturer photos

A couple of good surface grinding manufacturer photos I found:

Steven F. Udvar-Hazy Center: Space Shuttle Enterprise (starboard full view, aft)

Image by Chris Devers

See much more images of this, and the Wikipedia article.

Information, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:

Manufacturer:
Rockwell International Corporation

Nation of Origin:
United States of America

Dimensions:
Overall: 57 ft. tall x 122 ft. extended x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)

Supplies:
Aluminum airframe and body with some fiberglass characteristics payload bay doors are graphite epoxy composite thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.

The very first Space Shuttle orbiter, &quotEnterprise,&quot is a full-scale test car utilised for flights in the atmosphere and tests on the ground it is not equipped for spaceflight. Though the airframe and flight handle components are like these of the Shuttles flown in space, this car has no propulsion technique and only simulated thermal tiles since these functions were not needed for atmospheric and ground tests. &quotEnterprise&quot was rolled out at Rockwell International’s assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-lengthy strategy-and-landing test flight system. Thereafter it was utilised for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World’s Fair in New Orleans. In 1985, NASA transferred &quotEnterprise&quot to the Smithsonian Institution’s National Air and Space Museum.

Transferred from National Aeronautics and Space Administration

• • •

Quoting from Wikipedia | Space Shuttle Enterprise:

The Space Shuttle Enterprise (NASA Orbiter Automobile Designation: OV-101) was the initial Space Shuttle orbiter. It was built for NASA as component of the Space Shuttle program to perform test flights in the atmosphere. It was constructed without engines or a functional heat shield, and was therefore not capable of spaceflight.

Originally, Enterprise had been intended to be refitted for orbital flight, which would have created it the second space shuttle to fly right after Columbia. However, for the duration of the construction of Columbia, details of the final style changed, particularly with regard to the weight of the fuselage and wings. Refitting Enterprise for spaceflight would have involved dismantling the orbiter and returning the sections to subcontractors across the nation. As this was an pricey proposition, it was determined to be significantly less costly to create Challenger around a body frame (STA-099) that had been developed as a test report. Similarly, Enterprise was considered for refit to replace Challenger after the latter was destroyed, but Endeavour was built from structural spares alternatively.

Service

Building started on the 1st orbiter on June four, 1974. Designated OV-101, it was initially planned to be named Constitution and unveiled on Constitution Day, September 17, 1976. A create-in campaign by Trekkies to President Gerald Ford asked that the orbiter be named after the Starship Enterprise, featured on the tv show Star Trek. Despite the fact that Ford did not mention the campaign, the president—who for the duration of Globe War II had served on the aircraft carrier USS&nbspMonterey&nbsp(CVL-26) that served with USS&nbspEnterprise&nbsp(CV-six)—said that he was &quotpartial to the name&quot and overrode NASA officials.

The style of OV-101 was not the same as that planned for OV-102, the very first flight model the tail was constructed differently, and it did not have the interfaces to mount OMS pods. A large quantity of subsystems—ranging from primary engines to radar equipment—were not installed on this car, but the capacity to add them in the future was retained. Rather of a thermal protection technique, its surface was mostly fiberglass.

In mid-1976, the orbiter was employed for ground vibration tests, permitting engineers to compare data from an actual flight car with theoretical models.

On September 17, 1976, Enterprise was rolled out of Rockwell’s plant at Palmdale, California. In recognition of its fictional namesake, Star Trek creator Gene Roddenberry and most of the principal cast of the original series of Star Trek had been on hand at the dedication ceremony.

Strategy and landing tests (ALT)

Primary article: Method and Landing Tests

On January 31, 1977, it was taken by road to Dryden Flight Investigation Center at Edwards Air Force Base, to start operational testing.

Although at NASA Dryden, Enterprise was employed by NASA for a variety of ground and flight tests intended to validate elements of the shuttle plan. The initial nine-month testing period was referred to by the acronym ALT, for &quotApproach and Landing Test&quot. These tests integrated a maiden &quotflight&quot on February 18, 1977 atop a Boeing 747 Shuttle Carrier Aircraft (SCA) to measure structural loads and ground handling and braking qualities of the mated technique. Ground tests of all orbiter subsystems were carried out to confirm functionality prior to atmospheric flight.

The mated Enterprise/SCA mixture was then subjected to 5 test flights with Enterprise unmanned and unactivated. The goal of these test flights was to measure the flight traits of the mated mixture. These tests have been followed with 3 test flights with Enterprise manned to test the shuttle flight control systems.

Enterprise underwent 5 free flights where the craft separated from the SCA and was landed below astronaut control. These tests verified the flight characteristics of the orbiter design and have been carried out beneath numerous aerodynamic and weight configurations. On the fifth and final glider flight, pilot-induced oscillation difficulties had been revealed, which had to be addressed before the first orbital launch occurred.

On August 12, 1977, the space shuttle Enterprise flew on its personal for the initial time.

Preparation for STS-1

Following the ALT system, Enterprise was ferried amongst many NASA facilities to configure the craft for vibration testing. In June 1979, it was mated with an external tank and strong rocket boosters (known as a boilerplate configuration) and tested in a launch configuration at Kennedy Space Center Launch Pad 39A.

Retirement

With the completion of critical testing, Enterprise was partially disassembled to enable particular elements to be reused in other shuttles, then underwent an international tour going to France, Germany, Italy, the United Kingdom, Canada, and the U.S. states of California, Alabama, and Louisiana (during the 1984 Louisiana Globe Exposition). It was also used to match-verify the by no means-employed shuttle launch pad at Vandenberg AFB, California. Ultimately, on November 18, 1985, Enterprise was ferried to Washington, D.C., where it became property of the Smithsonian Institution.

Post-Challenger

Following the Challenger disaster, NASA considered employing Enterprise as a replacement. Nonetheless refitting the shuttle with all of the essential gear necessary for it to be utilised in space was considered, but instead it was decided to use spares constructed at the same time as Discovery and Atlantis to create Endeavour.

Post-Columbia

In 2003, right after the breakup of Columbia throughout re-entry, the Columbia Accident Investigation Board performed tests at Southwest Investigation Institute, which utilized an air gun to shoot foam blocks of related size, mass and speed to that which struck Columbia at a test structure which mechanically replicated the orbiter wing top edge. They removed a fiberglass panel from Enterprise’s wing to carry out analysis of the material and attached it to the test structure, then shot a foam block at it. While the panel was not broken as a result of the test, the effect was adequate to permanently deform a seal. As the reinforced carbon-carbon (RCC) panel on Columbia was two.five instances weaker, this recommended that the RCC major edge would have been shattered. Further tests on the fiberglass were canceled in order not to danger damaging the test apparatus, and a panel from Discovery was tested to figure out the effects of the foam on a similarly-aged RCC leading edge. On July 7, 2003, a foam impact test created a hole 41&nbspcm by 42.five&nbspcm (16.1&nbspinches by 16.7&nbspinches) in the protective RCC panel. The tests clearly demonstrated that a foam effect of the type Columbia sustained could seriously breach the protective RCC panels on the wing major edge.

The board determined that the probable trigger of the accident was that the foam influence caused a breach of a reinforced carbon-carbon panel along the leading edge of Columbia’s left wing, enabling hot gases generated in the course of re-entry to enter the wing and trigger structural collapse. This triggered Columbia to spin out of control, breaking up with the loss of the whole crew.

Museum exhibit

Enterprise was stored at the Smithsonian’s hangar at Washington Dulles International Airport before it was restored and moved to the newly constructed Smithsonian’s National Air and Space Museum‘s Steven F. Udvar-Hazy Center at Dulles International Airport, exactly where it has been the centerpiece of the space collection. On April 12, 2011, NASA announced that Space Shuttle Discovery, the most traveled orbiter in the fleet, will be added to the collection once the Shuttle fleet is retired. When that happens, Enterprise will be moved to the Intrepid Sea-Air-Space Museum in New York City, to a newly constructed hangar adjacent to the museum. In preparation for the anticipated relocation, engineers evaluated the vehicle in early 2010 and determined that it was secure to fly on the Shuttle Carrier Aircraft once once again.