Materials and structures
Low weight and optimum strength are decisive factors in the construction of aircraft. The first aeroplanes were made of wood, piano wire and canvas, thus providing the desired strength and low weight. Thin-walled steel tubing was also put to use, both as a supplement to wood, and in the construction of the framework. 

In 1910, Hugo Junker from Germany began to develop an interest in aircraft made solely from metal, and in 1919 he began the manufacture of his first all-metal aircraft, the Junker F-13. The material he used was "Duralumin," a patented, temperable aluminium alloy. The aircraft had self-supporting wings without the usual external stays. The Junker also made use of metal sheeting which was corrugated to improve its strength. See the Junkers Ju-52 on display. Look in our exhibit for Junkers Ju-52. 

A new trend in aircraft construction arrived with the Douglas factory's DC-2 in 1933, an all-metal aircraft (aluminium) with a cylindrical fuselage clad with non-corrugated metal sheeting. The DC-2 was the forerunner of the famous DC-3. The same principles are employed in the construction of today's aircraft. Alloys. Newly developed materials have made it possible to achieve new and stronger structures. This is important in as much as thickness and complicated shapes are decisive factors in construction. The honeycomb design is an interesting construction involving two pieces of sheeting glued together on both sides of a honeycomb core. The same method is used in the production of modern skis. 

Aircraft Engines
The "heart" of an aircraft is its engine, no matter what the type, size or design. During the early years of motorised flight, the internal combustion engine played a crucial role. Not only did it make flying possible, but with its ever increasing power, reliability and economical fuel consumption, it brought aviation a major step forward on the road to becoming an important factor in communications and world trade.

In the 1950's, the piston engine period of aviation reached its climax with engines yielding 180 times the power of the first Wright engines. The most effective radial engine was the Pratt & Whitney Wasp Major, with its 3,800 hp! It had 28 cylinders in four rows and was air-cooled. Subsequently, the piston engine was outdistanced by gas turbines, or jet engines as they were called - at least when it came to larger aircraft. In the 1940's, during World War II, pioneers like Englishman Frank Whittle and Hans Ohein from Germany, were given the opportunity of taking part in a technological revolution, thus ushering the world into the age of jet planes.

In 1948, the first jet propelled passenger plane, the De Havilland Comet, took to the air. The aircraft brought communications a good step further along the way. The next great leap came in the form of the first supersonic passenger plane, the Concorde, in the 1970's. 

The jet engine has developed extremely quickly. Greater thrust and speed and further improvements in economical fuel consumption have been important goals. Fortunately, increasingly quieter engines have also been given priority in recent years. The turboprop engine has also undergone rapid development. (Turboprop = jet engine that powers propellers through a gearbox.) Such engines are well-suited to middle-distance aircraft and aircraft used on short runways. 

The engine exhibition consists of the following engines:
  • Warner Super Scarab
  • Klimov 105 P
  • Ranger 6-440
  • De Havilland Goblin III
  • Bristol Perseus XII
  • General Electric J85-GE-13
  • Lycoming O-435 6-cyl. motor m/rotoroppheng til Bell-47.
  • Rolls Royce O-200

Other engines on display:

  • Pratt & Whitney Wasp R-1340-AN-1 (Junkers 52/3m)
  • Prat & Whitney Wasp R-1340-AN-1 m/cowling og 3-bladet propell
  • Pratt & Whitney Double-Wasp R-2800
  • Juno 211F
  • Rolls Royce Merlin
  • Pratt R-1830-92
  • General Electric J-79 OEL-7
  • Allison J35-A-29
  • Lycoming O-435 A
  • Ranger 6-440-C5
  • Continental C90-12F
  • Lycoming T53-L-11