2002, ISBN: 9780850598506

Chicago, Il: R. R. Donnelley & Sons Company [THe Lakeside Press], 1981. First edition thus, including new material added for this ed. Hardcover. Very good. No dust jacket.. xliii, 388 p… More...

Chicago, Il: R. R. Donnelley & Sons Company [THe Lakeside Press], 1981. First edition thus, including new material added for this ed. Hardcover. Very good. No dust jacket.. xliii, 388 p. : ill., col. map; 18 cm. The Lakeside classics; 79. Originally published: New York: Putnam, 1928. Includes index. From Wikipedia: "Rear Admiral Richard Evelyn Byrd, Jr., USN (25 October 1888 11 March 1957) was an American naval officer who specialized in feats of exploration. He was a pioneering American aviator, polar explorer, and organizer of polar logistics. Aircraft flights, in which he served as a navigator and expedition leader, crossed the Atlantic Ocean, a segment of the Arctic Ocean, and a segment of the Antarctic Plateau. Byrd claimed that his expeditions had been the first to reach the North Pole and the South Pole by air. However, majority of polar experts are now of the opinion that Roald Amundsen has the first verifiable claim to each pole. Byrd was a recipient of the Medal of Honor, the highest honor for heroism given by the United States. He was the brother of Virginia Governor and U.S. Senator Harry F. Byrd, a dominant figure in Virginia Democratic Party between the 1920s and 1960s. Byrd attended the Virginia Military Institute for two years and spent one year at the University of Virginia before financial circumstances inspired his transfer to the United States Naval Academy, where he was appointed Midshipman on May 28, 1908. While at the Academy, he severely injured his right ankle while performing a gymnastics routine. While he was able to graduate from the Academy, the injured ankle was the reason for his medical retirement from the Navy in 1916. On June 8, 1912, he graduated from Academy and was commissioned an ensign in the United States Navy. On July 14, 1912 he was assigned to the battleship USS Missouri and later assigned to the gunboat USS Dolphin. On March 15, 1916 he was medically retired, promoted to the rank of lieutenant (junior grade) and assigned as the Inspector and Instructor for the Rhode Island Naval Militia in Providence, Rhode Island. Although technically retired, Byrd was able to serve as a retired officer on active duty during the First World War. He took flying lessons and earned his pilot wings in August 1917. He developed a passion for flight, and pioneered many techniques for navigating airplanes over the open ocean including drift indicators and bubble sextants. During the First World War, Byrd was assigned to the Office of Naval Operations and commanded the United States Air Forces of Canada from July 1918 until the armistice in November. After the war, Byrd's expertise in aerial navigation resulted in his appointment to plan the flight path for the U.S. Navy's 1919 transatlantic crossing. Of the three flying boats that attempted it, only Albert Read's NC-4 aircraft completed the trip, becoming the first ever transatlantic flight. He commanded the aviation unit of the polar expedition led by Donald B. MacMillan from June to October 1925. On 9 May 1926, Byrd and pilot Floyd Bennett attempted a flight over the North Pole in a Fokker F-VII Tri-motor monoplane named Josephine Ford, after the daughter of Ford Motor Company president Edsel Ford, who helped finance the expedition. This flight went from Spitsbergen (Svalbard) and back to its take-off airfield. The distance covered was 1, 360 miles in 15 and a half hours. Byrd claimed to have reached the Pole. This trip earned Byrd widespread acclaim, including being awarded the Medal of Honor and enabled him to secure funding for subsequent attempts to fly over the South Pole. From 1926 until 1996, there were doubts, defenses, and heated controversy about whether or not Byrd actually reached the North Pole. In 1958 Norwegian-American aviator and explorer Bernt Balchen cast doubt on Byrd's claim on the basis of his extensive personal knowledge of the airplane's speed. In 1971 Balchen speculated that Byrd had simply circled aimlessly while out of sight of land. During his lifetime, Floyd Bennett, the pilot on the trip, never contested that they hadn't reached the pole. (Bennett died on April 25, 1928 during a heroic flight to rescue downed aviators in Greenland. ) Bennett would not have., R. R. Donnelley & Sons Company [THe Lakeside Press], 1981, Alexandria VA: Kramer Publishing. As New with no dust jacket. First Edition. Hardcover. 493pp. Illustrated. The author is a retired Air Force Colonel with 33 years of service. The book contains an account of his early life in Alabama and 186 pages on his pilot training in 1943 and his 32 missions from 4 January to 14 August of 1944. He piloted and commanded a B-17 heavy bomber with the 8th Air Force, 91st Bomber Group, 323rd Squadron based at Bassingbourn Air Field in England. He waqs recalled to active duty in 1950 and assigned to a fighter wing in England in 1952. Duty with NATO forces in Turkey, Belgium and France followed. Col. Pickard was assigned to the Air Staff in the Pentagon for three tours of duty, mainly in Plans. His comments on our involvement in the Vietnam War and Cuban Missle Crisis are are candid and scathing. The book concludes with a look at his retirement. The book is illustrated with photos of family, aircraft, and WWII snapshots.; 8vo ., Kramer Publishing, Crecy, 1993. 206 pp, large 8vo (9 3/8" H). B&w photographs. "Charles Pickard joined the Royal Air Force before the outbreak of World War II, and at the beginning of hostilities was posted to No.99 Bomber Squadron and was later to command the Czech 311 Squadron. He took part in the Bruneval raid, and came to the forefront of public attention when he starred as 'F for Freddie' in 'Target for Tonight', a film made to illustrate the operational role of the bomber. His secret missions began when he was posted to RAF Tempsford, the jumping off ground for the SOE operations from where, as a Lysander pilot, his sorties took him deep into enemy territory at night to drop secret agents and supplies. Time after time he demonstrated his extraordinary ability for night flying but, ironically, was killed while taking a prominent part in the famous daylight raid on the prison at Amiens." Dust jacket has minor edge wrinkling, light rubbing, irregular light line indentation on front panel, two tiny pin holes on front flap-fold. . Reprint. Hard Cover. Near Fine/Very Good., Crecy, 1993, Wellingborough: Patrick Stephens. Very Good in Good dust jacket. 1986. First Edition. Hardcover. 0850598508 . 160 pages, well illustrated (some in color) , cloth, DJ, very good. From Wikipedia: "Wing Commander Roland Prosper "Bee" Beamont CBE, DSO & Bar, DFC & Bar (August 10, 1920 — November 19, 2001) was a British fighter pilot and test pilot for the Royal Air Force during the Second World War, and the years that followed. Born in Chichester, Sussex, he was educated at Eastbourne College. Beamont's operational career began in 1939, flying Hawker Hurricanes with No. 87 Squadron RAF stationed at Lille in France with the air contingent of the British Expeditionary Force, scoring 3 'kills' against German aircraft. With the withdrawal of British forces from the continent following the fall of France he took part in the Battle of Britain, claiming 3 more 'kills', after which he was involved with nightfighting trials with the Hurricane. He was awarded a Distinguished Flying Cross in June 1941, and was posted to No. 79 Squadron RAF, although he was court-martialled for transporting a WAAF to a dance at another RAF station in his single-seat Hurricane, and was severely admonished. In December 1941 he was attached to Hawker's at Langley as a Production and Experimental Test Pilot. In July 1942 he was back on operational flying, joining No. 609 Squadron RAF flying Hawker Typhoons and subsequently promoted to Squadron Commander. As Commanding Officer of one of the first Squadrons to operate the new and technically troublesome Typhoon, Beamont was instrumental in arguing for keeping the aircraft in RAF service against increasing establishment resistance while he assisted Hawker's in resolving the type's airframe and engine problems. His confidence in the Typhoon was vindicated as the aircraft eventually became the RAF's most successful ground-attack aircraft during 1944-5. In 1943 he returned to Hawker's as a test pilot, performing experimental testing of the Hawker Tempest alongside the Hawker's test pilot, Bill Humble. In 1944, prior to D-Day, he again resumed operational flying, this time forming the first Tempest Wing (No. 150) with the rank of Acting-Wing Commander, the Wing accounting for three Me 109s over the invasion beaches shortly after D-Day without loss, two credited to Beamont. At this time the Wing were switched to intercepting V-1s over Kent, shooting down 638, Beamont accounting for 32 of the unpiloted-flying bombs himself. On October 2, 1944, now based on the continent at Volkel, Holland, he achieved his ninth and final kill of the war when he shot down a Fw 190 near Nijmegen. On October 12, while attacking a heavily defended troop-train near Bocholt on his 492nd operational mission he was shot down, becoming a Prisoner of War. Confined firstly to Stalag-III at Sagan, near Breslau, then to Stalag III-A at Luckenwalde, near Potsdam, he remained a PoW until the end of the war in Europe, being finally repatriated in late May 1945 after being further detained with the other former POWs by the Russians. With the end of hostilities his planned transfer to the Far East in command of a Wing of Tempest IIs was cancelled and he applied for a permanent commission. The eventual offer of a permanent commission coincided with his being offered a position as a test pilot; he resumed his career as a test pilot, performing the initial test flying of many notable aircraft, including the Canberra and Lightning (see radio interview details below) , as well as the later-cancelled BAC TSR-2. In 1948, while visiting the US to fly the North American B-45 Tornado bomber, he was able to persuade the US authorities to give him permission to fly one of the only two XP-86 Sabres then built, based at Muroc Field. Briefed by test pilot George Welch, Beamont flew the XP-86 in May of that year, breaking the sound barrier (exceeding Mach 1) on his one and only flight in the aircraft, the third person to do so in the XP-86. He subsequently went on to become a director of the Warton division of BAC, later BAe, as a Director of Flight Operations. From 1970 he was responsible for the international testing of the Tornado MRCA. In 1979 he retired, devoting himself to writing and contributing to various aeronautical publications. He died on 19 November 2001 at the age of 81. Beamont has the distinction of being the first pilot to make a double-atlantic crossing by jet, when on 26 August 1952, flying Canberra B.5 VX185, he flew from Aldergrove to Gander and then back again to Aldergove, in 10 hours 3 minutes. In 2002 was posthumously awarded the Belgian Croix de guerre." ., Patrick Stephens, 1986<

2002, ISBN: 9780850598506

Raoul Solar, 1948. in8 Relié Très Bon Etat / Légères usures d'usage -Reliure demi-cuir -Intérieur: Très bien, propre, nombreuses photos en n… More...

Raoul Solar, 1948. in8 Relié Très Bon Etat / Légères usures d'usage -Reliure demi-cuir -Intérieur: Très bien, propre, nombreuses photos en noir et blanc., Raoul Solar, 1948, Wellingborough: Patrick Stephens. Very Good in Good dust jacket. 1986. First Edition. Hardcover. 0850598508 . 160 pages, well illustrated (some in color) , cloth, DJ, very good. From Wikipedia: "Wing Commander Roland Prosper "Bee" Beamont CBE, DSO & Bar, DFC & Bar (August 10, 1920 — November 19, 2001) was a British fighter pilot and test pilot for the Royal Air Force during the Second World War, and the years that followed. Born in Chichester, Sussex, he was educated at Eastbourne College. Beamont's operational career began in 1939, flying Hawker Hurricanes with No. 87 Squadron RAF stationed at Lille in France with the air contingent of the British Expeditionary Force, scoring 3 'kills' against German aircraft. With the withdrawal of British forces from the continent following the fall of France he took part in the Battle of Britain, claiming 3 more 'kills', after which he was involved with nightfighting trials with the Hurricane. He was awarded a Distinguished Flying Cross in June 1941, and was posted to No. 79 Squadron RAF, although he was court-martialled for transporting a WAAF to a dance at another RAF station in his single-seat Hurricane, and was severely admonished. In December 1941 he was attached to Hawker's at Langley as a Production and Experimental Test Pilot. In July 1942 he was back on operational flying, joining No. 609 Squadron RAF flying Hawker Typhoons and subsequently promoted to Squadron Commander. As Commanding Officer of one of the first Squadrons to operate the new and technically troublesome Typhoon, Beamont was instrumental in arguing for keeping the aircraft in RAF service against increasing establishment resistance while he assisted Hawker's in resolving the type's airframe and engine problems. His confidence in the Typhoon was vindicated as the aircraft eventually became the RAF's most successful ground-attack aircraft during 1944-5. In 1943 he returned to Hawker's as a test pilot, performing experimental testing of the Hawker Tempest alongside the Hawker's test pilot, Bill Humble. In 1944, prior to D-Day, he again resumed operational flying, this time forming the first Tempest Wing (No. 150) with the rank of Acting-Wing Commander, the Wing accounting for three Me 109s over the invasion beaches shortly after D-Day without loss, two credited to Beamont. At this time the Wing were switched to intercepting V-1s over Kent, shooting down 638, Beamont accounting for 32 of the unpiloted-flying bombs himself. On October 2, 1944, now based on the continent at Volkel, Holland, he achieved his ninth and final kill of the war when he shot down a Fw 190 near Nijmegen. On October 12, while attacking a heavily defended troop-train near Bocholt on his 492nd operational mission he was shot down, becoming a Prisoner of War. Confined firstly to Stalag-III at Sagan, near Breslau, then to Stalag III-A at Luckenwalde, near Potsdam, he remained a PoW until the end of the war in Europe, being finally repatriated in late May 1945 after being further detained with the other former POWs by the Russians. With the end of hostilities his planned transfer to the Far East in command of a Wing of Tempest IIs was cancelled and he applied for a permanent commission. The eventual offer of a permanent commission coincided with his being offered a position as a test pilot; he resumed his career as a test pilot, performing the initial test flying of many notable aircraft, including the Canberra and Lightning (see radio interview details below) , as well as the later-cancelled BAC TSR-2. In 1948, while visiting the US to fly the North American B-45 Tornado bomber, he was able to persuade the US authorities to give him permission to fly one of the only two XP-86 Sabres then built, based at Muroc Field. Briefed by test pilot George Welch, Beamont flew the XP-86 in May of that year, breaking the sound barrier (exceeding Mach 1) on his one and only flight in the aircraft, the third person to do so in the XP-86. He subsequently went on to become a director of the Warton division of BAC, later BAe, as a Director of Flight Operations. From 1970 he was responsible for the international testing of the Tornado MRCA. In 1979 he retired, devoting himself to writing and contributing to various aeronautical publications. He died on 19 November 2001 at the age of 81. Beamont has the distinction of being the first pilot to make a double-atlantic crossing by jet, when on 26 August 1952, flying Canberra B.5 VX185, he flew from Aldergrove to Gander and then back again to Aldergove, in 10 hours 3 minutes. In 2002 was posthumously awarded the Belgian Croix de guerre." ., Patrick Stephens, 1986<

2002, ISBN: 9780850598506

Wellingborough: Patrick Stephens. Very Good in Good dust jacket. 1986. First Edition. Hardcover. 0850598508 . 160 pages, well illustrated (some in color) , cloth, DJ, very good. From Wik… More...

Wellingborough: Patrick Stephens. Very Good in Good dust jacket. 1986. First Edition. Hardcover. 0850598508 . 160 pages, well illustrated (some in color) , cloth, DJ, very good. From Wikipedia: "Wing Commander Roland Prosper "Bee" Beamont CBE, DSO & Bar, DFC & Bar (August 10, 1920 — November 19, 2001) was a British fighter pilot and test pilot for the Royal Air Force during the Second World War, and the years that followed. Born in Chichester, Sussex, he was educated at Eastbourne College. Beamont's operational career began in 1939, flying Hawker Hurricanes with No. 87 Squadron RAF stationed at Lille in France with the air contingent of the British Expeditionary Force, scoring 3 'kills' against German aircraft. With the withdrawal of British forces from the continent following the fall of France he took part in the Battle of Britain, claiming 3 more 'kills', after which he was involved with nightfighting trials with the Hurricane. He was awarded a Distinguished Flying Cross in June 1941, and was posted to No. 79 Squadron RAF, although he was court-martialled for transporting a WAAF to a dance at another RAF station in his single-seat Hurricane, and was severely admonished. In December 1941 he was attached to Hawker's at Langley as a Production and Experimental Test Pilot. In July 1942 he was back on operational flying, joining No. 609 Squadron RAF flying Hawker Typhoons and subsequently promoted to Squadron Commander. As Commanding Officer of one of the first Squadrons to operate the new and technically troublesome Typhoon, Beamont was instrumental in arguing for keeping the aircraft in RAF service against increasing establishment resistance while he assisted Hawker's in resolving the type's airframe and engine problems. His confidence in the Typhoon was vindicated as the aircraft eventually became the RAF's most successful ground-attack aircraft during 1944-5. In 1943 he returned to Hawker's as a test pilot, performing experimental testing of the Hawker Tempest alongside the Hawker's test pilot, Bill Humble. In 1944, prior to D-Day, he again resumed operational flying, this time forming the first Tempest Wing (No. 150) with the rank of Acting-Wing Commander, the Wing accounting for three Me 109s over the invasion beaches shortly after D-Day without loss, two credited to Beamont. At this time the Wing were switched to intercepting V-1s over Kent, shooting down 638, Beamont accounting for 32 of the unpiloted-flying bombs himself. On October 2, 1944, now based on the continent at Volkel, Holland, he achieved his ninth and final kill of the war when he shot down a Fw 190 near Nijmegen. On October 12, while attacking a heavily defended troop-train near Bocholt on his 492nd operational mission he was shot down, becoming a Prisoner of War. Confined firstly to Stalag-III at Sagan, near Breslau, then to Stalag III-A at Luckenwalde, near Potsdam, he remained a PoW until the end of the war in Europe, being finally repatriated in late May 1945 after being further detained with the other former POWs by the Russians. With the end of hostilities his planned transfer to the Far East in command of a Wing of Tempest IIs was cancelled and he applied for a permanent commission. The eventual offer of a permanent commission coincided with his being offered a position as a test pilot; he resumed his career as a test pilot, performing the initial test flying of many notable aircraft, including the Canberra and Lightning (see radio interview details below) , as well as the later-cancelled BAC TSR-2. In 1948, while visiting the US to fly the North American B-45 Tornado bomber, he was able to persuade the US authorities to give him permission to fly one of the only two XP-86 Sabres then built, based at Muroc Field. Briefed by test pilot George Welch, Beamont flew the XP-86 in May of that year, breaking the sound barrier (exceeding Mach 1) on his one and only flight in the aircraft, the third person to do so in the XP-86. He subsequently went on to become a director of the Warton division of BAC, later BAe, as a Director of Flight Operations. From 1970 he was responsible for the international testing of the Tornado MRCA. In 1979 he retired, devoting himself to writing and contributing to various aeronautical publications. He died on 19 November 2001 at the age of 81. Beamont has the distinction of being the first pilot to make a double-atlantic crossing by jet, when on 26 August 1952, flying Canberra B.5 VX185, he flew from Aldergrove to Gander and then back again to Aldergove, in 10 hours 3 minutes. In 2002 was posthumously awarded the Belgian Croix de guerre." ., Patrick Stephens, 1986<

1986, ISBN: 0850598508

Hardcover

[EAN: 9780850598506], Gebraucht, sehr guter Zustand, [PU: Patrick Stephens, Wellingborough], GERMANY WWII AVIATION AERONAUTICS FIGHTER AIRCRAFT AIRPLANES WORLD WAR II SECOND TWO, Transpor… More...

[EAN: 9780850598506], Gebraucht, sehr guter Zustand, [PU: Patrick Stephens, Wellingborough], GERMANY WWII AVIATION AERONAUTICS FIGHTER AIRCRAFT AIRPLANES WORLD WAR II SECOND TWO, Transportation|General, Jacket, 160 pages, well illustrated (some in color) , cloth, DJ, very good. From Wikipedia: "Wing Commander Roland Prosper "Bee" Beamont CBE, DSO & Bar, DFC & Bar (August 10, 1920 — November 19, 2001) was a British fighter pilot and test pilot for the Royal Air Force during the Second World War, and the years that followed. Born in Chichester, Sussex, he was educated at Eastbourne College. Beamont's operational career began in 1939, flying Hawker Hurricanes with No. 87 Squadron RAF stationed at Lille in France with the air contingent of the British Expeditionary Force, scoring 3 'kills' against German aircraft. With the withdrawal of British forces from the continent following the fall of France he took part in the Battle of Britain, claiming 3 more 'kills', after which he was involved with nightfighting trials with the Hurricane. He was awarded a Distinguished Flying Cross in June 1941, and was posted to No. 79 Squadron RAF, although he was court-martialled for transporting a WAAF to a dance at another RAF station in his single-seat Hurricane, and was severely admonished. In December 1941 he was attached to Hawker's at Langley as a Production and Experimental Test Pilot. In July 1942 he was back on operational flying, joining No. 609 Squadron RAF flying Hawker Typhoons and subsequently promoted to Squadron Commander. As Commanding Officer of one of the first Squadrons to operate the new and technically troublesome Typhoon, Beamont was instrumental in arguing for keeping the aircraft in RAF service against increasing establishment resistance while he assisted Hawker's in resolving the type's airframe and engine problems. His confidence in the Typhoon was vindicated as the aircraft eventually became the RAF's most successful ground-attack aircraft during 1944-5. In 1943 he returned to Hawker's as a test pilot, performing experimental testing of the Hawker Tempest alongside the Hawker's test pilot, Bill Humble. In 1944, prior to D-Day, he again resumed operational flying, this time forming the first Tempest Wing (No. 150) with the rank of Acting-Wing Commander, the Wing accounting for three Me 109s over the invasion beaches shortly after D-Day without loss, two credited to Beamont. At this time the Wing were switched to intercepting V-1s over Kent, shooting down 638, Beamont accounting for 32 of the unpiloted-flying bombs himself. On October 2, 1944, now based on the continent at Volkel, Holland, he achieved his ninth and final kill of the war when he shot down a Fw 190 near Nijmegen. On October 12, while attacking a heavily defended troop-train near Bocholt on his 492nd operational mission he was shot down, becoming a Prisoner of War. Confined firstly to Stalag-III at Sagan, near Breslau, then to Stalag III-A at Luckenwalde, near Potsdam, he remained a PoW until the end of the war in Europe, being finally repatriated in late May 1945 after being further detained with the other former POWs by the Russians. With the end of hostilities his planned transfer to the Far East in command of a Wing of Tempest IIs was cancelled and he applied for a permanent commission. The eventual offer of a permanent commission coincided with his being offered a position as a test pilot; he resumed his career as a test pilot, performing the initial test flying of many notable aircraft, including the Canberra and Lightning (see radio interview details below) , as well as the later-cancelled BAC TSR-2. In 1948, while visiting the US to fly the North American B-45 Tornado bomber, he was able to persuade the US authorities to give him permission to fly one of the only two XP-86 Sabres then built, based at Muroc Field. Briefed by test pilot George Welch, Beamont flew the XP-86 in May of that year, breaking the sound barrier (exceeding Mach 1) on his one and only flight in the aircraft, the third person to do so in the XP-86. He subsequently went on to become a director of the Warton division of BAC, later BAe, as a Director of Flight Operations. From 1970 he was r<

1986, ISBN: 0850598508

[EAN: 9780850598506], Gebraucht, sehr guter Zustand, [PU: HarperCollins Publishers Ltd], Great condition with minimal wear, aging, or shelf wear.