#aeroclub

[kleexfly]

Drones Tuition (SAPR). Flight School

[jbfly46]

The Sonora Aeroclub: A Lost Legacy of Anti-Gravity, Secret Societies, and Suppressed Technology?

Could it be that the secrets of anti-gravity were discovered long before the age of rockets and jets? Hidden deep in the California hills in the mid-1800s, a group called the Sonora Aeroclub emerged, gathering under a cloak of secrecy and experimentation. Fuelled by dreams of harnessing unconventional energy sources, these aeronautic pioneers reportedly designed and even tested aircraft that seemed far ahead of their time.

But why haven’t you heard about them?

A Secret Society with a Visionary Mission:

The Sonora Aeroclub wasn’t just a ragtag group of tinkerers—they were part of a larger movement, allegedly linked to a German secret society known as the Nyctameron. Driven by a mysterious figure named Karl Honig, the Aeroclub met in secret workshops where they sketched and assembled highly advanced airships.

Their designs featured strange propulsion systems they called “NB gas,” a form of anti-gravitational energy that, by their account, could defy Earth’s pull without the need for massive engines or fossil fuels.

These weren’t just ideas on paper. Sketches and manuscripts uncovered years later by researcher Charles A. Dellschau reveal elaborate blueprints for these crafts, some resembling modern stealth designs and drones, drawn nearly 150 years ago. Why would a hidden society in a remote gold-mining town design advanced flying machines? And more importantly, how could they know about propulsion concepts that our mainstream science has only recently begun to entertain?

The Curious Case of “NB Gas” and Anti-Gravity:

One of the most intriguing elements of the Aeroclub’s designs was their purported use of “NB gas.” This mysterious substance, claimed by the Sonora Aeroclub members to have anti-gravity properties, was key to their aviation experiments. Today’s alternative energy community will recognise this as one of the earliest recorded theories of “buoyancy control” and anti-gravitational force—concepts the mainstream still struggles to explain.

Could “NB gas” have been an early understanding of zero-point energy? Or perhaps even a rudimentary form of electromagnetic lift technology? These are questions that modern physicists and researchers ask as they reexamine the Sonora Aeroclub’s work. Some believe that if such a breakthrough were indeed discovered, it would have posed a direct threat to fossil fuel industries and conventional aircraft manufacturers—a threat that powerful interests might have wanted to bury.

Dellschau’s Hidden Messages: Proof of Suppressed Technology?

One of the few remaining clues to the Aeroclub’s existence and innovations lies in the cryptic, annotated artwork of Charles Dellschau. Decades after the Sonora Aeroclub allegedly disbanded, Dellschau created a collection of heavily illustrated, code-filled journals that documented their experimental airships in exquisite detail. Filled with esoteric symbols, encrypted notations, and bizarre engineering notes, Dellschau’s work has led many to believe he was hiding something monumental in plain sight.

Researchers who have studied Dellschau’s journals suggest that the Nyctameron and the Sonora Aeroclub may have been part of a broader network seeking to develop technology that could one day free humanity from conventional energy constraints. If true, it’s no wonder that these journals remained obscure for decades—who stands to gain from the suppression of anti-gravity and alternative propulsion technologies?

Why Haven’t We Heard About This?

It’s a question that leaves room for intrigue. Some believe the Sonora Aeroclub’s anti-gravity experiments were intentionally buried by powerful industrial and government interests. The sudden disappearance of the Aeroclub, the lack of public record on their achievements, and the coded nature of Dellschau’s journals suggest that whatever knowledge they possessed was either hidden—or taken.

Did the Sonora Aeroclub Discover Anti-Gravity?

Today, the legend of the Sonora Aeroclub fascinates the alternative propulsion and energy community. Could they have stumbled upon anti-gravity principles that remain elusive even now? Or were they silenced before they could transform the world?

As breakthroughs in aerospace technology inch closer to the concepts the Aeroclub imagined, people are asking: Did we lose a key to a cleaner, faster future somewhere in California’s backwoods? Dellschau’s cryptic journals, filled with strange symbols and forgotten blueprints, may still hold answers. And perhaps, if we look closely, we’ll find a glimpse of the secrets they tried to leave behind.

[aviatrix-ash]

yesterday was fun. Learned I've been working on a plane owned by one of the captains of Miss Piggy the Hurricane Hunter. And she wants to let a friend of both of ours to exercise her plane while she's busy with work (like cars and parts/orings/seals on planes go bad if they're unused). Lowkey being invited to fly along. Just might. Free cirrus flight time???? >w>

Also been invited to tag along with a bunch of sky gals flying to New Orleans for a big pilot party in a couple months.

[paulistafmsp-blog]

Campeonato Nacional de Acrobacia Aérea acontece no Aeroclube de Tatuí

[archhis]

I just scrolling on my dashboard full of Top Gun stuff and listening to radio. Suddenly comes this ad: “Aeroclub [insert city name]. Flying is way of life and longlife passion. We offer pilot and parachuting training, look out trips or just come hang out in our airport cafe.”

Reminds me my favourite fanfiction about how Maverick learns to fly and his love for flying, it is of course IceMav.

[the-outer-topic]

1928 De Havilland DH60 Moth Newcastle Aeroclub School of Flying poster

[uwmspeccoll]

Milestone Monday

On this day, October 23, 1906, aeronaut Alberto Santos-Dumont (1873-1932) flew his biplane 14-bis for 50 meters at an altitude of about four meters. 14-bis, also known as Oiseau du Proie or “Bird of Prey,” was a powered heavier-than-air machine that took off unassisted by an external launch system at the Bagatelle Gamefield in Paris. This was one of the first heavier-than-air flights certified by the Aeroclub of France and recognized by the Fédération Aéronautique Internationale.  

In celebration of this momentous shift within aerodynamics, we are exploring Santos-Dumont's earlier flights through his autobiography My Air-Ships published in New York in 1904 by The Century Company. Santos-Dumont's first experiments with flight were conducted in lighter-than-air balloons, oblong shaped and filled with buoyant gas. He conveniently named them numerically No. 1- No. 10 and kept detailed records of the successes and failures of each balloon.  

Most notably was Santos-Dumont's flight No. 6 in 1901 when he flew around the Eiffel Tower. The flight took 29 minutes and 30 seconds and awarded him the Deutsch Prize. The flight is heavily documented in his autobiography along with all of Santos-Dumont's lighter-than-air designs and airships.  

My Air-Ships features a lovely publisher's binding, is a gift of George Hardie, and is part of the George Hardie Aerospace Collection at UW-Milwaukee.

View other Milestone Monday posts.

– Jenna, Special Collections Graduate Intern 

[musingsofahistorymajor]

Okay I watched episode 1 and 2 of Masters of the Air and I loved them! And since I have a special interest in women in WWII, I'd like to look deeper at the show to see how historically accurate it is for people who may be into the show but might not know much of the history

So let's talk about the women!!

Put under a read more because I got way to into it and it got long

First up let's look at the civilian women we see. There's a lot of background women and they all look fantastic. Their dresses, the cardigans, the patterns on the blouses, skirts, and dresses, the hairstyles, the jewelry are all so good. I love that you see a variety of updos and longer hairstyles yet they've all got the curls correct. I see rolls and pin curls and even milkmaid braids. Fantastic!

But for some reason, Marge and her friend? Not so much. Marge is obviously a major character being the love interest of Gale Cleven. Their dresses are both fine. It's their hair that bothers me. It's like they tried a wet set curl but forgot to use setting lotion so the curls fell halfway through filming.

This is bad. Especially Marge's hair. This is a modern slightly wavy hairstyle and nothing like a 1940s hairstyle should be. They should have gone more like this. 1940s, especially early 1940s, was all about the curls. Wet sets and victory rolls. Updos were the go to for evening but if you wanted to wear your hair long it'd be more like this:

Why can't tv dress main characters as well as the background women? I don't get it.

Next up is the Women's Land Army. We only see them in the background but there's enough there for me to say that they look absolutely fantastic. I'm so happy.

First off, let's talk about what they're wearing.

We see the corduroy trousers, khaki dungarees, green headscarf, and black wellies that are a part of the WLA uniform. Several of them are wearing the tan shirt sleeve uniform shirt as well and I see at least two wearing the green jumper. The rest are wearing civilian sweaters and blouses which was allowed. The hair styles are perfect too. Love seeing the scarves, gibson rolls, and turbans.

For an even closer look we can take a look at the behind the scenes photos shared by Danni Philips. You can see the Women's Land Army pin on their uniform which pleases me so much you have no idea. And you can further see that the forest green sweater they're wearing is utter perfection.

Some original WLA photos:

Now what about the work they're doing? We can see the women driving cattle and harvesting what I believe is wheat but crops are not my specialty so I might be wrong there but both of which are two jobs done by much of the Land Army. Here's some side by side examples of the show vs original photos:

So good!!

Okay now let's talk about the Red Cross women we see. The first time we see them is this scene after the bomber crews get back from a flying mission. These ladies are a part of a Red Cross Clubmobile which you can get a quick glimpse of the Clubmobile here:

We see them handing out donuts and coffee to the men as they come in for interrogation which ABSOLUTELY was something the Red Cross did!! They established aeroclubs and had Clubmobiles stationed on air bases to provide relaxation and coffee and donuts for the base. Here's an example of them giving coffee and donuts to returning airmen on their way to interrogation which so closely resembles the show I nearly lost it.

One of my favorite details is the jacket that one Red Cross woman on the left wears. She's got a whole bunch of patches sewn on the sleeve of her jacket which is something a lot of women did when they served overseas. I've seen a bathrobe with dozens of patches sewn on and a large piece of fabric one WAC hung in her tent.

Now how about the uniforms they wear? The ladies above are wearing the uniform of the American Red Cross Clubmobile Service. Those who served in the European Theater of Operations (ETO) were provided with special uniforms consisting of a battledress-styled jacket with trousers and a matching visored ARC cap. The Clubmobile uniform was made of RAF blue-gray wool.

We get a good look at their service uniforms during the dance. They wear the American Red Cross Military Welfare Corps winter service uniform with the specific Clubmobile service patch in their sleeve. It's an oxford gray wool winter suit with a specially designed overseas cap.

Here are some Red Cross Clubmobile pictures for comparison:

And finally, my specialty, during the narrated montages we see two members of the WAC (Women's Army Corps) stationed with the 8th Air Force Headquarters. It looks like the same woman playing both WACs but they've put her in an officer's uniform for one scene and an enlisted uniform for the other.

One is WAC officer working at a teletype machine. She wears the officers service jacket with the officers lapel pins which are two US above two Pallas Athene pins. I can also see her 8th Air Force service patch on her left sleeve and Lieutenant bars on her shoulders. I can't quite tell if they silver or gold though so I'm not sure if she's a 1st or 2nd Lt. She's working as a teletype operator.

Next we see an enlisted WAC preparing for the debriefs the men will receive. She's a T3 or Technician 3rd Grade. You can see the rank patched on her shirt which has 3 chevrons and a T. There's also the 8th Air Force patch on her left sleeve. She's doing the work of a plotter. Placing the models of the planes into the locations of the formations that will be formed in the next mission.

Both WACs have perfect hair. Perfect. WACs were required to keep their hair neat and off their collar. If your hair was longer than your shoulders then you needed to put it up and the back gibson roll was the most popular way to do it. They've also kept their top rolls more to the side and smaller than usual victory rolls to accommodate their caps should they need to wear them (WACs were not required to wear their caps indoors)

In summary: I'm so damn impressed with the women in this show!!!! Overall the uniforms and costumes and hairstyles are SO GOOD! They clearly did their research when including the women and I'm so grateful for it. I'm fairly certain we'll be seeing the ATS in a future episode if the on set photos I've seen are any indication so if that happens I'll totally add that in a reblog. As well as any other glimpses of the women we get. I'm excited to see more of them!!

[blackswaneuroparedux]

Ούτοι γυναικός εστιν ιμείρειν μάχης.**

- Aeschylus

Surely it is not for a woman to long for battle.**

Maureen Dunlop flew far faster planes than any of her peers, including Amelia Earhart. She flew Spitfires, Lancasters, Hurricanes and Mosquitos, and proved the dream of Picture Post's photographer when, on emerging from the cockpit of a Fairey Barracuda, the sun on her hair, she made the cover shot of the popular Picture Post that sold thousands of copies in autumn 1944.

Dunlop mastered the controls of 28 different single-engine and 10 multi-engine aircraft types, which also included the Hawker Typhoon, Hawker Tempest, Avro Anson, Mustang, Bristol Blenheim and Vickers Wellington. The ATA did a gruelling day-to-day job, plying the skies under constant threat from inclement weather the length and breadth of Great Britain, at a time when the nature of flying was changing in popular consciousness from having been a pre-war novelty and the subject of record attempts and joyrides, to being a vital part of the war effort.

The women among its members also had to put up with opposition from men who had little faith in their ability – or perhaps misplaced chivalry – such as Air Chief Marshal Sir Trafford Leigh-Mallory, who would not let women pilots cross the Channel, or who were merely rude, such as the RAF men who joked of the first all-women aircraft ferrying pool at Hamble in Hampshire as "the lesbians' pool".

Dunlop, like many of her female colleagues, said she wished she could have flown in combat: "I thought it was the only fair thing. Why should only men be killed?"

The ATA service had been founded on the initiative of Gerard "Pop" d'Erlanger, a director of British Airways and banker, who bent the ear of Sir Francis Shelmerdine, Britain's director-general of Civil Aviation, against opposition from the RAF, which preferred to use its own pilots until shortages forced it to relent. ATA pilots had to make the most of training that was, some avowed after the war, inadequate. Instrument flying was not taught, but the service would have ground to a halt if pilots had not broken rules forbidding them to fly in bad weather. Women had to have a minimum of 500 hours' solo flying before joining the ATA, twice as much as the 250 hours originally laid down in September 1939 for the first members, all men. She was one of the 164 female members of the wartime Air Transport Auxiliary (ATA), of which one in ten pilots died while transporting aeroplanes between factories and military airfields

Maureen Dunlop, the second of three children of Eric Chase Dunlop, an Australian farm manager employed by a British company in Argentina, and his English wife, Jessimin May Williams, began flying at the age of 15, when she joined the Aeroclub Argentino. Two years later she had obtained her pilot's licence. Living with her parents, older sister Joan and younger brother Eric on estancias in Patagonia, she was educated by a governess and briefly attended St Hilda's College, an English school at Hurlingham in Buenos Aires. The example of her father's British military experience as a volunteer with the Royal Field Artillery in the First World War, together with an article in Flight magazine, inspired her to sail to England and offer her flying skills to the ATA.

She came through the war uninjured, but once had to make a forced landing when a faulty engine developed heavy vibration (an incident for which she was absolved of responsibility), and once was flying a Spitfire when a badly fitted cockpit cover blew off. After the war she qualified in England as an instructor and, returning to Argentina, flew for the Argentine Air Force and taught its pilots, as well as flying commercially. In 1973 she and her husband, Serban, a retired Romanian diplomat she met at a British Embassy function in Buenos Aires, returned to England, where for the rest of her life, on a farm in Norfolk, she followed her second love - breeding Arab horses. Dunlop built up an outstanding knowledge of bloodlines. She died in 2012.

[nocternalrandomness]

Raymonde de Laroche (1882 – 1919)

De Laroche became the world’s first female pilot when she received the 36th license issued by Aeroclub de France on March 8th, 1910. In celebration of her accomplishment, Women Of Aviation Week is held every March. In 1913, she won the Fermina Cup for making a record-breaking non-stop flight–four hours long! Before her death in a 1919 crash, she also won awards for altitude and distance.

[unhonestlymirror]

"🇱🇹😢 Executed in Moscow by occupants in 1941

In 1898 on March 26 Antanas Gustaitis was born in the village of Obelinė, Javaravas township, Marijampolė county, Suvalkai governorate.

The entire birth of Lithuanian aviation is connected with him. Just imagine: from a student in the first batch of the Military Aviation School in 1919 to the chief of military aviation, a brigadier general and a famous aircraft designer who created 10 successful plane designs. Most of his planes were produced in series and formed the basis of the Lithuanian military aviation equipment park.

Aviation enthusiast and popularizer Antanas Gustaitis also contributed to the activities of the Lithuanian Aeroclub. He was elected as the vice-chairman of its board, handed over to the club that no longer used service planes "Albatros" and "ANBO-II" that had graduated from the Military Aviation. As a cheaper way to fly he offered the Aeroclub to take the lead in gliding. He got from the leader of gliding (at the time Germany) the first glider drawings and organized the first glider in the Military Aviation Workshop. He also sent junior aviation lieutenant Gregor Heidrikis to Germany to train as a gliding instructor, encouraged young glider constructors and sent them to study at foreign universities.

The fate of this bright personality is tragic. In 1940 the Soviet occupiers forced him to sign the liquidation documents of the beloved military aviation he had created and nurtured. After refusing to serve the occupier's army in 1941, he was arrested on October 16. and shot in Moscow. He was trying to escape knowing his fate with all his plane drawings but was caught by russians near Lithuanian border.

Aviation enthusiasts have not forgotten his work. While mentioning of him during the censorship of the Soviet occupation, was not allowed. Aviators could speak openly about him after the restoration of Lithuania's Independence. Several books have been published, a documentary film and several television shows have been produced, the VGTU Aviation Institute is named after Antanas Gustaitis, and enthusiasts are trying to restore his previously created structures. The Lithuanian Aviation Museum also preserves and nurtures exhibits related to the life and activities of Antanas Gustaitis - from photos, pilot's gloves, to ANBO drawings of airplanes included in UNESCO's Lithuanian National Register "Memory of the World".

Lithuania was the only one among the small European states that produced combat planes at that time.

Antanas Gustaitis planes ANBO means "Antanas Nori Būti Ore" ( Antanas wants to be in the air ).

In the first photo: Antanas Gustaitis in the cockpit of the ANBO plane near his parents' farmhouse. ~1926

Second and third Antanas with his planes

Credit to Lithuania's Aviation Museum."

[w-armansky-blog]

“Ich habe in Venezuela viel verhandelt, das stimmt, aber ich habe dort auch eine neue Leidenschaft entdeckt: das Fliegen.

Man muss wissen, dass meine Familie und ich in unserer Freizeit zwei Aktivitäten hatten: den Berg und das Meer.                               

Um die Kondition für die Aufstiege zu erhalten, erklomm ich jeden Morgen um 6 Uhr den Berghang des Avilas, des Bergmassivs über Caracas. Der Strand war dem Wochenende vorbehalten. Ich hatte mein Offshore-Boot in Porto La Cruz verankert, mehr als 300 Kilometer vom Caracas entfernt. Jeden Freitagabend nach der Arbeit nahm ich das Auto, um stundenlang auf steilen Straßen zu fahren - es gab noch keine Autobahn- und endlich gegen 23 Uhr am Hafen anzukommen, auf dem Boot zu schlafen und am nächsten Morgen bi La Tortuga zu navigieren, eine erhaltene und unbewohnte Insel ein unberührtes Stück Natur. Trotz der beiden Motoren des Bootes brauchte es zwei Stunden Navigation, um an der Insel anzudocken, wenn das Wetter günstig war. Und wenn das Meer unruhig war, konnte man fünf Stunden brauchen! Eine immer sportliche und manchmal ziemlich mühsame Strecke. Und dann, am Sonntagabend, musste ich auf der gleichen Route nach Caracas zurückkehren…

An einem Samstag, an dem die Überquerung besonders schwierig gewesen war, ruhte ich mich ein bisschen am Ufer aus, als ich ein Flugzeug brummen hörte, es sich nähern und elegant auf dem Strand landen sah. Ich ging zum Piloten, um zu fragen, woher er kam. "Von Caracas, ich bin vor 25 Minuten gestartet."

Ich war verblüfft. Ich komme her für den Tag, präzisierte der Pilot. Am Ende des Nachmittags kehre ich zurück nach Hause. Und ich, ich verbrachte Stunden im Auto und Stunden auf dem Boot, um endlich diesen Strand zu erreichen! Am Montagmorgen, zurück in Caracas, meldete ich mich beim Aeroclub an: Ich wollte meine Pilotenlizenz so schnell wie möglich erwerben. Jeden Morgen besuchte ich sehr früh einen praktischen und theoretischen Kurs, und drei Monate später, nachdem ich 50 Stunden für meine Lizenz geflogen war, landete ich selbst auf dem Strand von La Tortuga!                                              

Noch heute liebe ich das Fliegen innig! Der Start, das immer wechselnde Wetter, die Landung, die Handhabung des Flugzeugs, das weckt sehr starke Emotionen. Ich kaufte mir dann ein kleines Sechs-Plätze-Flugzeug, eine Cessna 206 Turbo, und entdeckte Venezuela von oben; die riesigen Wasserfälle von Salto Angel im Amazonas und die Weitläufigkeit des Canaimas im Süden des Landes … „

source: https://www.schweizer-illustrierte.ch/stars/schweiz/ex-nestle-chef-peter-brabeck-mit-helifliegen-ueberwand-ich-meinen-krebs

text: Aufstiege: Von den verschneiten Bergen bis zur Geschäftsleitung von Nestlé – eine Eroberung der Gipfel, Peter Brabeck-Letmathe

[tcheliga]

Passeio que dei hoje no Aeroclube de Belém Novo, Poa-RS.

[peanutsairplanes]

✈ 1.957. Aeródromo de Tablada, Sevilla.

📄 Grupo de alumnos de la escuela de aeromodelismo de Sevilla en el aeródromo de Tablada.

Puede verse a la izquierda el empenaje de un Heinkel 111 (Pedro).

A veces los pilotos del aeroclub, nos invitaban a volar con ellos de paquete.

Yo tuve la suerte de disfrutar de un rato inolvidable en una Bücker Jungmann.

[fragmentosdebelem]

Boate da Tuna Luso Brasileira, d. 1970 / Arquivos RTP

"Fui morar em Belém no ano 1970, lá dançava na Tuna Luso, conjunto Walter Bandeira, creio, crooner Fafá de Belém*. Almocei e vi bailes no Forte Castelo onde tinha amigos. Fui ao Jóquei Clube (não tinha cavalos), sobriedade, luxo. Conheci o Grande Hotel onde ficavam as tripulações da PANAM, prédio lindo com uma escada de incêndio junto ao prédio (coisa de americano), foi triste acabarem com o Grande Hotel.

Ainda conheci as noitadas da Coronel [sic] Gurjão e suas 'meninas' com junk [sic] box. Frequentei e muito o Pagode Chinês, na Condor; Palito era o mestre de salão do Pagode e havia o Restaurante Jardineira, chique para a época.

Ia à praia dos pobres Outeiro. [Em] Mosqueiro passava férias no Chapéu de Sol. Salinas era longe, ia com amigos importantes, Salinópolis era como se chamava.

Palacete Bolonha, lindo, não sei se ainda existe.

A Condor era onde os hidroaviões da Condor Sindikat pousavam no rio Guamá e atracavam lá, virou Cruzeiro do Sul, onde trabalhei em Val-de-Cães, do famoso Cel. Chicão, bravo Comte. da Base Aérea. Os Caravelles da Cruzeiro, os paraenses irem jantar no Palheta, era chique à época.

As meninas do Moderno, a Boate da Tuna Luso, os banhos de igarapés, Belém do Edíficio Pinto Martins, do Porto do Sal, Tic-Tac, Mercado Ver-o Peso, ovas de tracajá, de 15 em 15 dias comia-se paca no tucupí, ovas de tracajá, tartaruga de todo jeito, sorvete na Cairu.

Praça Batista Campos, linda, Bosque Rodrigues Alves, o Aeroclube e meus muitos amigos na aviação, muitos morreram na Serra do Navio, Carajás, perdidos na floresta, levando combustível, comida, aviação VOR, Voando e Olhando o Rio.

O Bar do Parque, as saideiras, a abacatada, Petisqueira do Luiz, tacacá, carimbó de Pinduca e as grandes noitadas nos 'Sonoros' do Telégrafo e outros que não me lembro. Adoro Belém, um filho meu é paraense, nasceu na Maternidade do Povo (bacana à época)

E a Copa de 1970 no Bar Corujão, a turma do Corujão, turma da Embratel, da Aviação, chega... tá de bom tamanho, meninos, eu vivi Belém, década de 70!"

*deve ser referir ao Conjunto de Guilherme Coutinho com Walter Bandeira como crooner.

_______________________

Comentário no Blog do Barata

[retiel]

Aeroclube I