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William T. Sherman

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William Tecumseh Sherman Monument
Place: 15th Street at Pennsylvania Ave. NW
Sculptor: Carl Rohl-Smith
Date: 1903
Medium: Bronze

Despite the fact that the Grant Memorial may possibly be the grandest, the Sherman Monument behind the U.S. Treasury is the largest and most complicated of all the Civil War memorials.

Just before the Civil War, Sherman had floundered in life. He graduated from West Point in 1840 and went on to serve in the Mexican War, but resigned his commission in 1853 to enter the banking company. But as banks failed, so did his banking career. When he tried to return to the military he was rebuffed and turned to law but lost the only case he attempted. In 1861, at the outbreak of the Civil War, Sherman was serving as superintendent of a new military college in Louisiana but turned down a commission in the Confederate Army. At age 41, he was reappointed as colonel of the 13th infantry as the standard U.S. army expanded. His memoirs note that he “felt as even though there was now a goal in his life” at this commission. Achieving the rank of commander of the Army of the Tennessee in 1863, Sherman’s “March to the Sea” in the course of the winter of 1864-1865 captured the imagination of the North. This event led the press, who Sherman mistrusted and who disliked him in return, to turn out to be an immensely appealing hero. As a lieutenant basic and then common and commander of the complete army from 1869-1883, Sherman was well-liked among veterans, whose welfare he looked soon after. He was active in veterans’ organizations, in continual demand as a speaker at reunions, dedications, and encampments, and he hardly ever turned down an invitation to “mix with the boys.” When word of his death in February 1891 reached the Society of the Army of the Tennessee, its officers started to plan for a memorial honoring his memory.

Selection of the Sculptor

As with the Grant Memorial (although several years later), members at the society’s summer time encampment voted to erect a memorial to honor him “in the nation’s capitol, the heart of Union he had fought to save.” Congress was asked for and appropriated ,000 to establish the Sherman Monument Commission. The Society speedily established committees in every single state to raise funds, writing solicitation letters to many military organizations of the day, as properly as encouraging each and every Union veteran to contribute to the statue fund “so that when the statue is erected in Washington, each soldier who sees it will really feel that it is a component of his work.” With the plea for funds was an emotional circular to remind veterans of Sherman’s concern for them. In spite of the appeals, only ,469.91 was raised, requiring Congress to double its contribution. By 1895, confident that they would be profitable in raising the final funds needed, the Society announced a competitors to choose a style for the monument. The Society wanted only equestrian models from American artists and asked the National Sculpture Society to help in the selection of the artist.

By April 1896, twenty-3 sculptors had submitted models. Many of the sculptors had submitted models for earlier monumental commissions but had lost. The models were displayed in the basement of the War Department exactly where the public could view them and supply opinions. In mid-Might, the commission announced 4 finalists and the National Sculpture Society sent a delegation of the nation’s most prominent sculptors to evaluate the finalist’s models. The public had favored the most elaborate model, submitted by Danish born Carl Rohl-Smith, but the National Sculpture Society’s judges relegated Rohl-Smith’s design to the bottom, discovering “it is ill conceived and overdone.” Two weeks following the National Sculpture Society’s delegation opined, the Sherman Monument commission announced Rohl-Smith as the winner. The losers had been outraged and cried foul, claiming that the Sherman Monument Commission completely disregarded the opinion of the professionals. The National Sculpture Society also protested the decision. The “Washington Star” newspaper referred to as the competitors a “bunko game.” In June, at the urging of the National Sculpture Society, Sen. Wolcott (CO), who had said the nation’s capital was currently disgraced by adequate poor sculpture, provided a resolution for an inquiry into the award of the Sherman commission. What ensued was a debate that intensified the excellent divide among the “artistic experts” who disliked Rohl-Smith’s model and the public’s need for Rohl-Smith’s style. The wrangling continued until July, with Rohl-Smith possessing to deny that he had any influence in Washington, only the very best style. Lastly, the opposition surrendered and Rohl-Smith went to work on his sculpture.

The Place

Although the choice procedure was contentious at ideal, the choice of the location for Rohl-Smith’s statue, which was going on simultaneously, was significantly easier. A slight incline on the south side of the Treasury creating was identified, given that it was exactly where Sherman had watched the two-day Grand Review of the Union Army in Might 1865. On the first day of the review, Sherman stood silently watching the Army of the Potomac march by in precision. Sherman’s personal guys (the Army of the Tennessee) would pass in overview the second day, and worried they would not measure up to the Army of the Potomac, he rode across the river to their camp and called together all his commanding officers. He described in detail the precision marching of the Army of the Potomac, hoping that the officers would relay this to his guys and inspire them to appear as sharp as the Army of the Potomac. On the second day of the overview, Sherman led the Army of the Tennessee up Pennsylvania Avenue with the military bands playing “Marching Via Georgia,” a new tune in their honor. As he and his band of males neared the rise at the Treasury constructing, Sherman pulled aside, turned facing eastward in his saddle, and with President Johnson and other dignitaries watched his men march down Pennsylvania Avenue toward him and the reviewing dignitaries.
Commenting on the second day of the Grand Assessment, the Washington Star reported that “this day’s men were taller, lankier, more sun beaten that those who had marched the day prior to. Their strides had been longer, more confident. They swung along with an easy grace and their spirits high. They were magnificent.” Crowds along Pennsylvania Avenue cheered them, throwing flowers and Sherman was practically overcome with emotion. In his memoirs he recalls this to be “one of the happiest, most satisfying moments of his life.” For that reason, this spot was selected as the place for the Sherman monument, and the pride Sherman felt watching his males would be captured by Rohl-Smith in the statue itself.

The Sculpture Requires Shape

In 1897, Rohl-Smith set up his studio in a massive barn-like structure that the Secretary of the Treasury constructed for him close to the internet site. The developing integrated an apartment where he and his wife Sara lived whilst he worked. In 1900, obtaining completed models for the equestrian statue and three of the 4 soldiers that would stand guard at the monument’s corners, Rohl-Smith sailed to Denmark for a check out. Although there, he died unexpectedly at age of 52 in Copenhagen. His wife, Sara, asked the Sherman Monument Commission to allow her to arrange the artist who would full the statue and the commission agreed. Sara, along with some of the young Scandinavians who had been working with her husband, effectively directed the completion of the monument making use of her late husband’s original drawings. In August 1903, the Washington Star reported that the initial cast sections of the 14’ tall equestrian statue were arriving at the internet site. Sherman’s torso, hands, arms, shoulders, neck and head comprised the biggest piece.

Design Components

On each and every corner of the tiered platform, facing outward, were placed 4 life size soldiers representing infantry, cavalry, artillery, and engineers. A relief on the north side of the pedestal shows males marching through Georgia as slaves step from their quarters to watch them pass. The relief on the south side depicts the Battle of Atlanta with Sherman and his employees at headquarters as smoke rises from the burning city in the distance. The reliefs on the west and east sides of the pedestal show Sherman walking among his men sleeping about a campfire and the common with his officers on horseback before the Battle of Missionary Ridge. Pairs of medallions bearing bas-reliefs of Sherman’s army and corps commanders (James Birdseye McPherson and Oliver O Howard, John A Logan and Francis Preston Blair, Greenville M. Dodge and Edward G. Ransom, and Benjamin Grierson and Andrew J. Smith) flank the larger reliefs on the east and west sides. Big bronze groups installed halfway up the monument’s east and west sides depict “Peace” and “War”. “Peace,” on the east side, depicts a graceful woman holding an olive branch accompanied by 3 youngsters, one feeding a dove. “War,” on the west side, is a horrible fury, seething with rage and hatred, who tramples humanity in the form of a dead young soldier at her feet. Huge bronze vultures perch on the body about to feast on its flesh, graphically driving home Sherman’s renowned observation that “war is hell.” Inscribed on the north façade is one more Sherman quote: “war’s legitimate object is far more best peace.” Lastly, inscribed in the wide mosaic band around the base of the monument are the a lot of battles in which Sherman participated.

The Dedication Ceremony

The Society of the Army of the Tennessee produced the plans for the dedication of the Sherman Monument. They arranged specific excursion trains to bring veterans to Washington, special hotel rates, and activities for veterans’ wives. As the date of dedication arrived, October 15, 1903, thousands arrived in Washington and filled all hotels, forcing a lot of to keep in hotels as far away as Baltimore and Annapolis. In Washington, miles of bunting and acres of flags decorated firms, properties, and government buildings. The base of the monument itself was entwined with 400’ of garland and at each and every corner stood wreaths 7’ in diameter. On each and every side of the base was a 6’ high shield of red, white, and blue flowers—one for every of the 4 armies. The statue of Sherman was enfolded amongst two enormous American flags suspended on wires whilst far more flags covered the bronze soldiers at the corners. On the reviewing stand for the parade that preceded the ceremonies Turkish carpets have been laid. Overstuffed armchairs for President Theodore Roosevelt and other dignitaries lined the freshly painted railings of the reviewing stand. A lot more than a thousand folding chairs had been arranged in a semi-circle in front for the actual unveiling, with two hundred specific chairs for the “veterans who had left limbs to rot on the battlefield” right at the base of the statue. Specific tables were set aside for the press and the Western Union operators. The parade, which stretched for miles, started at 2:00pm. President Roosevelt could barely include his enthusiasm and kept leaping out of his chair to wave and shout to passing units. The last tune played ahead of the ceremony was “Marching Through Georgia.” Basic Greenville Dodge, president of the Society of the Army of the Tennessee, presided. At Dodge’s signal, the late general’s young grandson, William Tecumseh Sherman Thorndike, pulled the cord that parted the flags to show Sherman astride his horse.

The ceremony was unusual among dedications for the eloquence of its speakers. Dedication speeches had previously been patriotic and sentimental, but the speakers at this one particular, particularly President Roosevelt, rose above the standard nostalgia. President Roosevelt’s speech was filled with moving, challenging imagery, since Roosevelt had an agenda and he relished the pulpit afforded to at this dedication ceremony (the nation had only recently completed the Spanish-American War), but his words express thoughts still valid today.

President Roosevelt stated that, as an emerging international power, the nation have to be ever vigilant and often powerful and veterans in the audience roared in agreement. Roosevelt also employed this chance to get in touch with for a strong national defense, chiding opponents by saying, “No man is warranted in feeling pride in the deeds of the Army and Navy of the past if he does not back up the Army and Navy of the present.” Roosevelt wanted no one to rest on previous laurels, calling for Americans to be vigorous, rigorous, up and undertaking noble deeds, and pursuing lofty objectives, stating that heroes like Sherman ought to spur citizens to similar acts. The President named for new patriotism, honesty and vigilance – all qualities exhibited by Sherman and other “great dead.” Roosevelt continued: “The triumphs of the previous must be lessons that, if discovered, would lead to victory in challenges however to come. It is a wonderful and glorious thing for a nation to be stirred to present triumph by the splendid triumphs of the past. But it is a shameful factor for a nation if those memories stir it only to empty boastings…We of the present, if we are correct to the past, need to show by our lives that we have discovered aright the lessons taught by the guys who did the mighty deeds of the previous.” As Roosevelt spoke, the thousands of veterans sitting in front of him, who had done the “mighty deeds” of the past, have been stirred to know that this man wasn’t seeking back in time but forward. He told these assembled that their hard won victories would guide the nation into a glorious future that they would not reside to see but whose destiny they had assured. Through Roosevelt’s guarantee of a sort of immortality, the guys of the armies of the Tennessee, Cumberland, Ohio and the Potomac rose and gave him one particular ovation after another.

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Image from page 525 of “Industrial history of the United States, from the earliest settlements to the present time: becoming a complete survey of American industries, embracing agriculture and horticulture including the cultivation of cotton, tobacco, wheat

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Identifier: industrialhistor00boll
Title: Industrial history of the United States, from the earliest settlements to the present time: becoming a total survey of American industries, embracing agriculture and horticulture including the cultivation of cotton, tobacco, wheat the raising of horses, neat-cattle, and so forth. all the critical manufactures, shipping and fisheries, railroads, mines and mining, and oil also a history of the coal-miners and the Molly Maguires banks, insurance, and commerce trade-unions, strikes, and eight-hour movement collectively with a description of Canadian industries
Year: 1878 (1870s)
Authors: Bolles, Albert Sidney, 1846-1939
Subjects: Industries Industries
Publisher: Norwich, Conn. : The Henry Bill pub. Firm
Contributing Library: Harold B. Lee Library
Digitizing Sponsor: Brigham Young University

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INDUSTRIAL HISTORY joints of all kinds. The operate is generally done in these machines by meansof chisels and saws. This class of machines has multiplied extremely Machineryfor makingsashes,blinds, anddoors. fast considering that 1861, and has concentrated in factories a large amount of operate which was formerly carried on by hand, and scattered farand wide among little shops. It has also tremendously lessened theart of production. The machines are all very basic, thoughfrequently very ingenious, and work with excellent precision. The framing, shap-ing, and panelling ofwindows, doors, andblinds, is now doneentirely by machine-ry and the applica-tion of mechanical la-bor in this industryhas gone so far, thateven the wire stapleswhich fasten the rodof the window – blindto the slats are alldriven by machine,and with incrediblespeed. If a machinewere invented tobrush on the greenpaint to the window-do in the constructionThat a device of that

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TWENTY-FOlR-INCH PLANER. blind, sash, or door, there would be nothing more toof these objects which could be completed by machine,character could be created is apparent each by the aid of the unassisted reasonand from the fact that England ex-hibited a painting-machine at Phila-delphia in 1876. It was, in fact, heronly wood-working machine shown. One of the comparatively current in-ventions is a set of machines for making Barrel- tne different parts Of bar- creating- rels. In these the stavesmachines. are sawed out, bent, jointed,and ready for the barrel, with scarce-ly the help of any hand-tool what ever. The heads of the barrels and the wooden hoops are also shaped by appro-Carving and priate inventions. There are also now in use machines for carving,engraving. engraving and portrait engines, lathes for cutting and boringspools, box-mortising-machines, stair-jointers, hub-boxing-machines, cork-

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Image from page 677 of “Railway mechanical engineer” (1916)

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Identifier: railwaymechanica95newy
Title: Railway mechanical engineer
Year: 1916 (1910s)
Authors:
Subjects: Railroad engineering Engineering Railroads Railroad cars
Publisher: New York, N.Y. : Simmons-Boardman Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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Fig. 1—Cross Section of a Set of V Pilot Packing slotted, the slots getting staggered to stop the escape ofsteam down the rod. The slots serve an additional useful purposeby retaining oil for the lubrication of the rod. A hasty glanceat Fig. 1 may give the impression that there are two pieces of metal instead of one particular, but on closer examination the V-shapeof the strong, white metal bar is apparent. V Pilot Packing has a resilient, pliable back, fitting itfor several makes use of for which purely metallic packing is not

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Fig. 2—View Showing Flexibility of New Packing adapted. Its intense flexibility, as shown in Fig. two, per-mits its use on tiny rods and gives simple and rapid ad-justment. This packing has successfully passed the experi-mental stage and demonstrated its worth by extended testsunder actual functioning situations, obtaining shown unusuallylong life and resultant economy. It has a wide variety of ap-plication and is utilized by railroads for air pumps, boiler feedpumps (steam and water ends), valve stems, throttle stems,energy reverse gear rods, stationary air compressors, steamengines, hot and cold water pumps, ammonia pumps, round-house washout pumps, energy plant feed water pumps, pump-ing station (steam or water glands), steam hammers.andmany other purposes. V Pilot Packing is supplied boxedand ready for quick service and is applied in the samemanner as ordinary fibrous packing. A New Precision Machine Alining Level THE Universal Boring Machine Organization, Hudson,Mass., has just placed on the m

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a979

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wc 556 factories and companies – Brown and Sharpe Manufacturing Organization – North Kingstown 1964 –
Machine tools, precision tools and guaging gear and hydraulic pumps are manufactured at this place

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Jantar Mantar observatory, sundial, built by Maharaja Jai Singh II of Jaipur in 1724 – buses, automobiles, individuals, palms, trees, photo from hotel, atmospheric distance steamy hot morning, downtown New Delhi, on pilgrimage, 1993, India

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The Jantar Mantar is situated in the modern day city of New Delhi. It consists of 13 architectural astronomy instruments. The site is one particular of five built by Maharaja Jai Singh II of Jaipur, from 1724 onwards, as he was provided by Mughal emperor Muhammad Shah the process of revising the calendar and astronomical tables.

The primary goal of the observatory was to compile astronomical tables, and to predict the instances and movements of the sun, moon and planets. Some of these purposes today would be classified as astronomy.

Completed in 1724, the Delhi Jantar Mantar had decayed considerably by 1867.

There are three instruments inside the observatory of Jantar Mantar in New Delhi: the Samrat Yantra, the Jayaprakash, and the Misra Yantra.

Samrat Yantra: The Samrat Yantra, or Supreme Instrument, is a giant triangle that is essentially an equal hour sundial. It is 70 feet higher, 114 feet long at the base, and 10 feet thick. It has a 128-foot-lengthy (39 m) hypotenuse that is parallel to the Earth’s axis and points toward the North Pole. On either side of the triangle is a quadrant with graduations indicating hours, minutes, and seconds.

At the time of the Samrat Yantra’s building, sundials already existed, but the Samrat Yantra turned the standard sundial into a precision tool for measuring declination and other associated coordinates of numerous heavenly bodies.

Jayaprakash Yantra: The Jayaprakash consists of hollowed out hemispheres with markings on their concave surfaces. Crosswires have been stretched amongst points on their rim. From inside the Ram, an observer could align the position of a star with different markings or a window’s edge.

Misra Yantra: The Misra Yantra was developed as a tool to decide the shortest and longest days of the year. It could also be utilised to indicate the precise moment of noon in different cities and places regardless of their distance from Delhi – very remarkable!

The Mishra yantras have been in a position to indicate when it was noon in a variety of cities all over the planet and was the only structure in the observatory not invented by Jai Singh II.

en.wikipedia.org/wiki/Jantar_Mantar,_Delhi

Their view #hotwinterlight #essay #lastintheset

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Exhaustion. Fibrillation, noise, competing frequencies. My rhythm is off and I need to find my personal heartbeat once again. It is been foggy right here all week–I typically really like fog–but the final few months have left me feeling like a zombie, all hollow and empty and inhuman, and I haven’t been capable to take pleasure in it. I wake up every morning and go about my routine, which is about all I can say. I shared this with my wife and she suggested that I take the entire day off from what I normally do. (Thanks for the viewpoint and help, honey!) This morning I opened to exactly where I left off in the Bible and read Lev. 23, the Lord is establishing rules for days of rest. Huh, interesting… so possibly I make myself a guarantee to rest today, which ironically is even a Saturday, the classic Sabbath day. And by rest I mean avoiding all factors that really feel like work, like photography in most instances. I couldn’t think about wanting to perform anyway, feeling like a zombie and all, so mostly, I’d just concentrate on becoming and paying attention–but should the temptation arise I promised myself I would not work.

Friendship drew me out of the home this morning, got my proverbial feet moving, with the guarantee of a uncommon art show downtown. A myriad of booths promoting old prints from woodcuts, etchings, monotypes, linocuts, and some I’ve heard of, like mezzotints. Input. The 1 I liked most was 00. Pass, for now.

But I also necessary space, to be in space, by myself for a whilst. Someplace a handful of blocks away, on a library hold shelf, a Philippe Halsman retrospective sat with my name on it. So I let my pal Mike know I was going to duck out for a few minutes to fetch it. The hot winter light, living, alive, impossible to ignore caught my eye. It shaped, defined, every thing about me brick and stone brought to life. I created a handful of snaps on my phone as I walked, reflex, which didn’t feel like operate and I didn’t have to perform at it, although it did little to ease my weary spirit.

Sustenance. Mike and I headed northeast for lunch, to that one hundred-year-old schoolhouse turned restaurant that serves regional microbrews. Burger and a beer and, ahh, the bliss of unhurried conversation. My burger was overcooked, like me, but the copper ale, delicious. It is often wonderful to connect with buddies more than a great meal, and the conversation welcome and prompting of reflection.

The a single aspect I really feel is at the moment missing in my life: Solitude. There’s a vacancy in time to wander and stare. And now that I truly have the day cost-free I needed to figure out exactly where to devote the rest of it. Soon after I mentioned goodbye to Mike I drove to Cathedral Park. Despite the fact that I’ve spent most of my life in Portland and in no way observed it. Pity. It’s a lengthy drive, but seemed as good of location as any and so there I went. I wavered when although crossing the Freemont Bridge, seeing how beautifully hazy the extended views have been, but expertise tells me that if I changed my mind now I’d end up nowhere. The female GPS with a foot fetish (in 1000 feet, turn left…) guided me with disturbing precision into the parking lot. Craving simplicity I slung my manual film camera more than my shoulder and left the DSLR in the vehicle.

Temptation. A crowd had formed on the primary lawn, about a group of performers with soap buckets and roped sticks. Giant morphing bubbles emerging like dragons out of thin air. The halos and reflections… stunning against the textured sky. Youngsters were running and jumping, giggling, as they popped the bubbles. Photographers everywhere, I counted at least fifty if you consist of camera phones, and excellent photographs could have/would have come easy, though it would have felt like operate to me. My shoulders drooping, held back, I moved along to wander and stare and discover: following that intuitive thread beyond my comprehension. I wandered on the dock, along the bank, by way of the trees, back to the auto, back to the park, up along the bridge pillars, down and around. I was fairly thorough in my wandering. I hurried only once, when mud disguised as grass tried to swallow my shoes.

Withdrawal. I made my way to the prime of the park in line with the bridge pillars with the hope of sitting quietly by myself for a while. A number of photographers showed shortly right after and setup tripods around me–apparently I had picked a excellent photo spot–and went about their company quietly. I listened to the sound of clacking shutters for a while and then fled back toward the river in silence.

Train tracks cut through the park I guess I had seen them on my way in, but they never really registered. Had I been a tiny more quickly I may have beaten the train, but as it had been I was cutoff. I waited patiently and then not so patiently as every freight auto lumbered passed, eventually realizing I would be there for the longer I had patience for. So I walked along the graveled tracks toward the opposite finish of the park, often reaching out with my fingers and tracing the corrugated ribs on the passing automobiles, iron fence boards. How curious to be so close to such a massive moving object with out any sense of worry or awe. And I listened, deeply, to the higher-pitch groans and screams of the metal on metal as the tracks traveled up and down like slow-moving pistons flexing around every wheel. I believed about cutting amongst the vehicles, maybe using the access stairs, or possibly hopping on a vehicle, but knew it was a bad concept for a lot of motives, and, besides, I was here to be patient and stare. By way of the gaps I noticed other folks waiting on the other side. Apparently none of us were happy with exactly where we have been. Waiting was mandatory.

We uncover our own beat in silence. Stillness and quiet are essential to sound, or rather music. It is the rests in among that support shape the rest of time. And often, maybe, we can locate stillness amongst the noise.

Right after the train passed I settled into a bench for a whilst, close to the major activity. Three guys in blue jeans, black tees, baseball caps, circling a pull wagon overloaded with buckets and bags and discarded coats. A single of the guys handed his bubble sticks more than to young woman who was carrying out a great job. A father with blond curly hair, I’m guessing German by his speech, chassed a giggling small boy with matching features. The boy about my own’s age, produced me miss my family members. A performer with a video camera bolted firmly to a helmet steadily floated by means of the action as if balancing water. Shortly following, he launched an RC helicopter, a huge one, like 650 class, and dispatched some of the bubbles with the rotor blades before moving on to far more sophisticated maneuvers. And there I sat till the last of the sun crept more than the tops of the hills, just before moving down toward the bank to explore further.

I felt a tinge of jealousy for the boulders sitting along the bank, year soon after year and watching the river flow by, the sun rising and setting, the altering light on the beautifully gothic spires of the St. John’s Bridge. But there was also ugliness here too. In another context I may well have thought this river bank a crime scene: scattered discarded clothing, crunchy and brittle, bleached from the sun the purse, riffled and cast aside the empty liquor bottle the lone shoe bobbing face down among the rotting twigs and effluvium. I’m not sure why, but I finally felt compelled to pull out my Pentax and make a couple exposures of the bridge. Practically nothing I will want to keep, likely, but the making was enjoyable nonetheless–and it didn’t really feel like perform. And that prompted me to make a couple of snaps on my telephone, to complete the set from earlier, except my telephone flashed low battery and shut down unexpectedly soon after a couple of–a casualty of the casual GPS use earlier. Or maybe a sign.

In the distance the bubble guys now wielded a smoke machine. Really unusual–the blobs of trapped smoke looked specifically like anything from a lava lamp. They even managed to trap a smoke-filled bubble inside a bigger typical one. Impressive. Still no compulsion to photograph and I moved on.

I sat in the auto for really a whilst and watched the final of the light fade away. This day would never occur once again. I guess the time was excellent for the soul, I needed time to fill the vacancy, even if the encounter wasn’t wholly successful. The essential in the ignition eventually turned, I never bear in mind selecting to do this, the transmission engaged, I backed up, unconsciously headed in a familiar path. When I passed downtown I regarded dropping by operate for a couple hours to address one thing on my backlog I’ve been avoiding for weeks and then remembered my Lev. 23 promise. Near residence I pulled more than into a grocery retailer parking lot, exactly where I am now, and started performing this, journaling. I’m extremely thankful to God for providing me the present of a day like this. My head is nevertheless foggy, but I’m still grateful even if I could not clear my head. And fog requirements time to dissipate, correct? But fog can be great as well. It can support reveal depth to shape what we may otherwise take for granted. It’s the in-between that shapes the light and it’s the in-between that shapes us, which assists us locate our rhythm. And fog increases that in-between. If it tends to make focusing challenging, then perhaps I require to concentrate on what’s close to. My loved ones is near, so I guess it really is time to go home.

Good Precision Machining Business photos

Good Precision Machining Business photos

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A couple of good precision machining business images I found:

Image from web page 1050 of “Electrical planet” (1883)

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Identifier: electricalworld43newy
Title: Electrical world
Year: 1883 (1880s)
Authors:
Subjects: Electrical engineering
Publisher: [New York McGraw-Hill Pub. Co., and so on.]
Contributing Library: Engineering – University of Toronto
Digitizing Sponsor: University of Toronto

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he Regular Underground CableCompany near the northwest corner entrance. The installation of ing was in its infancy. About the walls of the exhibit spaces arehung photographs of the pioneers and their early perform. The Jumbodynamo, produced by the Edison Machine Performs, direct-connected toa higher-speed engine, forms an intriguing comparison with themodel of the General Electric io,ooo-hp Niagara generator, which 1036 ELECTRICAL World and ENGINEER. Vol. XLIII, Xo. 22 is across the aisle. The 1st Edison electric locomotive vith itspassenger vehicle shows in a graphic way the progress in transportationmade given that 1880. The photograph of the British section reveals the splendid displayof electrical and scientific instruments made by the English manu-facturers. Most of these instruments have been tested and havecertificates from Lord Kelvins laboratory or the National PhysicalLaboratory. The General Post Workplace makes an excellent displayof the telegraphic apparatus used in Great Britain. Kelvin and

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FIG. six.—ENGLISH EXHIBIT. James White, of Glasgow, and Muirhead &amp Co., of Kent, have casesof galvanometers, condensers, normal cells, ammeters, voltmetersand other instruments of precision. In the foreground may possibly beseen a working model of Behrs monorail and higher-speed car asauthorized by act of Parliament for the railway in between Manchesterand Liverpool, to be operated at a speed of no miles per hour. The greater element of the sp-ace of the Wagner Electric Business, ofSt. Louis, in Section 9. is occupied by the different applications ofsingle-phase alternating-existing motors. This consists of the standardform, enclosed, semi-enclosed and back-geared varieties, from }4 to 35hp. The notable function of these motors is their beginning below

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Image from page 150 of “Life in a tank” (1918)

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Identifier: lifeintank00haig
Title: Life in a tank
Year: 1918 (1910s)
Authors: Haigh, Richard, b. 1895
Subjects: Globe War, 1914-1918
Publisher: Boston and New York, Houghton Mifflin company
Contributing Library: The Library of Congress
Digitizing Sponsor: The Library of Congress

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ajor, who had been standing on the edgeof the field, walked forward to inspect. Every morning was spent in this manner,except for those who had unique courses tofollow. We devoted all our time and attentionto Forming Fours in as ideal a manner aspossible to saluting with the greatest accuracyand fierceness and to unwearying repetitionof each and every movement and detail, until machine-like precision was attained. All that we had been performing then is the veryfoundation and essence of good discipline. Dis-cipline is the state to which a man is trained,in order that beneath all situations he shallcarry out with no secondary reasoning anyorder that may possibly be given him by a superior.There is nothing of a servile nature in this formof obedience. Each man realizes that it is forthe great of the entire. By putting his implicitconfidence in the commands of 1 of a higherrank than his own, he gives an earnest of hisability to himself command at some futuretime. It is but an additional proof of the old adage, 124

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Rest and Discipline that the man who obeys least is the least fittedto command. When this war began, specific large forma-tions, with the sheer lust for fighting in theirblood, did not, although being formed, understand theabsolute necessity of unending drill and in-spection. Their initial cry was, Give us arifle, a bayonet, and a bomb, show us how touse them, and we will do the rest. Actingupon this concept, they flung themselves into bat-tle, disregarding the iron guidelines of a preliminarytraining. At first their extremely impetus and cour-age carried them more than incredible obstacles.But after a time, and as their ideal had been killedoff, the original blaze died down, and the steadyflame of ingrained discipline was not thereto take the place of burning enthusiasm. Theterrible waste and useless sacrifice that ensuedshowed only also plainly that even the wonderful-est person bravery is not sufficient. In this modern day warfare there are several trialsand experiences unimagined just before, whichwear down the actual will-pow

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Image from web page 561 of “American engineer” (1912)

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Identifier: americanengineer861newy
Title: American engineer
Year: 1912 (1910s)
Authors:
Subjects: Railroad engineering Engineering Railroads Railroad automobiles
Publisher: New York, N.Y. : Simmons-Boardman Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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anager should give it their endorsement and ap-proval. Guys are fast to notice whether a new plan is backedor not, and human nature is such that, without proper backing,the greatest technique might fail via neglect to conscientiously fol-low its principles. As we view it this system forces everyone to do his duty.The man in authority who desires a method which will force each-physique else to do his duty but leave him free of charge to do as he pleasesis as well often evident such a man could not introduce this systemsuccessfully obtaining when endorsed it he also need to reside up to thedates and schedules. Unquestionably this perform will turn into moreand a lot more well-liked in railway repair shops the principles involvedcan be applied to the car shop as to the locomotive shop, andto the small or tbe big shop. High SPEED METAL CUTTINGMACHINE A machine using a flat saw blade which will reduce via a 6in. diameter bar of machinery steel in 20 minutes, or througha 12 in. I-beam in ten minutes, leaving a face whicli is true and

Text Appearing Following Image:
High Speed Metal Saw. October, 1912. AMERICAN ENGINEER. 541 square, is getting built by the Racine Tool &amp Machine Firm,Racine Junction, Wis. It is a improvement of a power hack sawcarricil to a point where it becomes a tool of precision and canbe classed witli other high grade machine tools. Even though it usesa saw blade, the frame carrying it is remarkably rigid and iscarried by a support, so designed as to avert any possibilityor tendency for movement outdoors of the accurate vertical plane.The cutting is performed by the draw stroke and the blade islifted clear on the return stroke. A geared circulating pump ap-plies a cutting compound to the blade whilst in operation, allow-ing it to be run efficiently at high speed. The macliinc consists of a substantial base on wliicli is mountedthe vise for carrying the perform and the frame carrying the driv-ing mechanism. The vise is arranged to swivel at any angle upto 45 deg., and has a capacity for cutting an 11 in. bar at thisangle. The saw fram

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Image from web page 243 of “Canadian machinery and metalworking (January-June 1913)” (1913)

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Identifier: canmachinerjanjun1913toro
Title: Canadian machinery and metalworking (January-June 1913)
Year: 1913 (1910s)
Authors:
Subjects: Machinery Machinery Machinery
Publisher: Toronto MacLean-Hunter
Contributing Library: Fisher – University of Toronto
Digitizing Sponsor: Algoma University, Trent University, Lakehead University, Laurentian University, Nipissing University, Ryerson University and University of Toronto Libraries

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Grade Tools. Catalogue Ma/led on Application. Union Twist Drill Firm The Drill and Cutter Makers Athol, Mass., U.S.A. New York Store: 54 Warren St., E. W. McKeen. Boston Agents: 25 Obtain St., E. T. Ward &amp Sons. Philadelphia Shop: TheBourse. Chicago Store: 547 W. Washington Blvd., E. Lagerholm, Mgr. Foreign Agents: France, Alfred H. Schutte, 22-24 Ruede Petits Hotel, Paris. England: Chas. Neat &amp Co., 112 Queen Victoria St., London. Agents for Sweden: Wllh. Sonesson &amp Co.,Malmo, Stockholm and Gothenburg. Agents for Denmark, Norway and Finland: Aktieselskabet Wilh. Sonesson &amp Co., Copen-hagen City and Freeport, Australia Bevan &amp Edwards Pty., Ltd., 117-129 King St., Melbourne. Agents for Germany: Schmidt &ampClemens, Frankfort a.M. Japan: Takata &amp Co., Yokohama. H. W. Petrie, Ltd., Toronto and Montreal, Canada. The advertiser would like to know exactly where you saw his advertisement—tell him. 16 CANADIAN MACHINERY Volume IX. LANDIS PRECISION GRINDING MACHINES

Text Appearing After Image:

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Image from page 305 of “Railway and locomotive engineering : a practical journal of railway motive power and rolling stock” (1901)

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Identifier: railwaylocomotiv29newy
Title: Railway and locomotive engineering : a sensible journal of railway motive energy and rolling stock
Year: 1901 (1900s)
Authors:
Subjects: Railroads Locomotives
Publisher: New York : A. Sinclair Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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er examination. A prominent railroad manager attrib-utes his accomplishment in life to the spurring upto do anything for himself receivedfrom R.mlway and LocoMOTrvE Engin-eering. Do you want to advance and impro cyour condition? R.mlway and Locomo-Tm Engineering has helped many menand can support you. Its columns are complete oibright factors each and every month, and there i&gtnothing just as great published. Be sensible and send in your name with.00 to this workplace or give it to our nearestagent. 302 RAILWAY AND LOCOMOTIVE EXGINEEKIXG. ScptcmbiT, 1016. Oxy-Acetylene Welding and Cutting Illustrations of Operations and Fees Xo bctti-r illustration cniiUl be yiven ofthe adaptability of the use of the oxy-acetylene in cutting metals than in theappliance shown in Fig. 1. and identified asthe Oxy.yrapb. s inrlooted I, ibr types uf slotting machines. In additionto the machine as shown, it is equippedwith an electrically propelled rollingtri-icer, which can be guided along theliins of a drawing, and the cutting flame

Text Appearing Following Image:
l-JG. 1. EV Ol– O.XYGRAPH IN OPERATIOX. Davis-Bournunville Business it will reduce or flarncs will make an exact reproduc-steel many inches in thickness at the tion of one-half the dimensions of therate of from six to twelve inches per drawing. The cut m.ide Ijy the flame isminute. Its capacity is such that it read-ily replaces a number of of the most potent narrow and completely smooth, and themovement in curves or acute angles isperfect, and is of excellent benefit wher-ever steel is reduce in irregular forms. Themotor energy required to move the ap-paratus i.s- of the lightest sort, an electriclamp coimection or little battery beingsidVuient. -s shown in the illustration itma be furnished with a double panto-graph fraine, litted with two cuttingtorches for producing duplicate cuts at thesame time, and is particularly made lorheavy function. In point of precision itcannot be approaclied by hand work, asthe operator does not need to comenear the torch or torches, his work beingto guide the

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Image from page 317 of “Illustrated catalogue and basic description of enhanced machine tools for working metal” (1899)

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Identifier: illustratedcatal00sell
Title: Illustrated catalogue and general description of enhanced machine tools for working metal
Year: 1899 (1890s)
Authors: Sellers, William, &amp co. [from old catalog]
Subjects: Machine-tools Machinery
Publisher: Philadephia, Levytype organization
Contributing Library: The Library of Congress
Digitizing Sponsor: The Library of Congress

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HYDRAULIC-Assistance TESTING-MACHINE. Maximum Capacity, 500,000 lbs. Ratio from major weighing-platen to point of indicator needle in scale-case,300,000: I. Used for calibrating the hydraulic supports of all new testing ma-chines, and adjusting the poise weights with wonderful precision. Extremely sensi-tive, 200 grains on major platform will place in motion 20,000 lbs. of levers andplatforms, and deflect scale needle. No reduction of sensitiveness when fullyloaded. 312 Wm. Sellers &amp Co., Incorporated, Philadelphia, Pa. putting them on or taking them oflf, without having handling, is peculiar to the Emery-method. Suspended from this lever, E, at suitable intervals by thin fulcrumplates, are poise frames, N, consisting of an upper cross-head, ^, and a lowercross-head, T, united by three vertical bars disposed at equal intervals about thecross-heads. Fig. I.

Text Appearing Right after Image:
These bars are provided on their inner faces with quick projecting brackets,V, possessing a horizontal surface and a bevelled surface corresponding with similarsurfaces formed on the weights h, which are quick cylinders or rings with bevellededges the weights are carried by the flat surfaces and centred by the bevelledsurfaces. A weight-frame, M, for carrying the weights when not in use, ofsimilar building, has its 3 vertical bracketed bars alternating with the barsof the poise-frame this weight-frame is guided, and is raised and lowered in avertical line with out touching the poise-frame, b} a rock shaft and a hand-levercoupled to the rod projecting from the cross-head R. The brackets on the weight-frame bars are differently spaced from those on the poise-frame, and when theweight-frame is at the prime of its stroke, it carries all of the weights clear of thepoise-frame a little movement downwards transfers 1 weight to the poise-frame, the bevelled surfaces on the brackets ce

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Waiting for the “Night Witches”

Image by Neil. Moralee
Candid shot Zell am Ziller, Austria.

&quotNight Witches&quot is the English translation of Nachthexen, a Planet War II German nickname (Russian Ночные ведьмы, Nochnye Vedmy) for the female military aviators of the 588th Evening Bomber Regiment, known later as the 46th &quotTaman&quot Guards Night Bomber Aviation Regiment, of the Soviet Air Forces. The regiment was formed by Colonel Marina Raskova and led by Key Yevdokia Bershanskaya.

The regiment flew harassment bombing and precision bombing missions against the German military from 1942 till the end of the war. At its largest, it had 40 two-individual crews. It flew over 23,000 sorties and is stated to have dropped 3,000 tons of bombs. It was the most very decorated female unit in the Soviet Air Force, every single pilot getting flown over 800 missions by the finish of the war and twenty-three possessing been awarded the Hero of the Soviet Union title. Thirty of its members died in combat.

The regiment flew in wood-and-canvas Polikarpov Po-2 biplanes, a 1928 style intended for use as coaching aircraft and for crop-dusting, and to this day the most-produced biplane in aviation history. The planes could carry only six bombs at a time, so a number of missions per evening were essential. Though the aircraft were obsolete and slow, the pilots created daring use of their exceptional maneuverability they had the benefit of possessing a maximum speed that was lower than the stall speed of each the Messerschmitt Bf 109 and the Focke-Wulf Fw 190, and as a result, German pilots discovered them extremely hard to shoot down. An attack approach of the evening bombers was to idle the engine close to the target and glide to the bomb release point, with only wind noise left to reveal their location. German soldiers likened the sound to broomsticks and named the pilots &quotNight Witches.&quot Due to the weight of the bombs and the low altitude of flight, the pilots carried no parachutes

Brave women !

The athlete and his attendant – I

Image by egisto.sani
The funerary stele shows two figures standing 1 in front of the other. They are an athlete, the deceased young, and his attendant. The bust of the athlete is represented in 3-quarters, his head in profile. The features and the anatomy of the young are rendered with wonderful precision despite the relief is genuinely very low. The correct arm is lowered at the waist while the left arm is raised up to the shoulder and the palm turned towards the observer. The head of the young athlete is bent downward. His melancholy gaze is directed towards the attendant. The youth is standing in front of him, holding two standard tools form athletes: an aryballos containing ointment and a strigil.

Greek funerary stele
Pantelic Marble, H. 205 cm – W. 70.five cm
About 430 BC
From Greece
Vatican City State, Vatican Museums, Museo Gregoriano Profano

Cool Precision Component Companies photos

Cool Precision Component Companies photos

Klarm Machining

A couple of nice precision element companies pictures I discovered:

Beaulieu National Motor Museum 18-09-2012

Image by Karen Roe
1903 Cadillac
USA
This Model A was the 1st Cadillac to be brought to Britain. Frederick Stanley Bennett imported it and drove it in the 1903 Thousand Miles Trial. Bennett subsequently became the official UK importer and was behind the standardisation tests of 1908 in which 3 identical Cadillacs had been dismantled and then rebuilt from a mixed up pile of components, proving the interchangeability of the elements.
Created in 1902 by Henry Leland, Cadillac was built upon the remains of the original Henry Ford Organization. From the starting Leland insisted on the highest requirements of precision engineering in order to create a top quality mass made car, demanding that ‘We have to make each piston so precise and each cylinder so exact that every single piston will fit into each and every cylinder’. Despite these high production standards over 2000 Cadillacs had been created in 1903.
Engine: 1609cc, 1 cylinder, overhead valve, 6,5hp
Functionality: 30mph
Value New: £200
Manufacturer: Cadillac Automobile Firm, Detroit
Owner: Mr J.F. Bennett and Mrs M Southam

Housing a collection of more than 250 automobiles and motorcycles telling the story of motoring on the roads of Britain from the dawn of motoring to the present day, the award winning (Winner – The International Historic Motoring Awards of the Year 2012) National Motor Museum appeals to all age groups. From Globe Land Speed Record Breakers such as Campbell’s popular Bluebird to film favourites such as the magical flying car, Chitty Chitty Bang Bang and uncommon oddities like the giant orange on wheels. Don’t miss exciting further functions such as the Motorsport Gallery, Wheels and Jack Tucker’s Garage – A permanent, multi award-winning 1930’s garage has been designed within the Museum, full down to the last nut and bolt and rusty drainpipe. Whilst the developing is a comprehensive fabrication, every thing in it – all the fixtures, fittings, tools and ephemera – are genuine artefacts collected over a period of 25 years.

Precision Manufacturer in Windsor to Expand Operations, Increase its Connecticut Workforce

Image by Workplace of Governor Dan Malloy
Wednesday, March four, 2015 — Governor Dannel P. Malloy announced these days that precision manufacturer Leipold, Inc., the Windsor–based division of internationally recognized Leipold Gmbh, will be expanding its Connecticut operation and growing employment by up to fifty percent over the next two years. The firm manufactures precision elements in the automotive, electrical, hydraulic, pneumatic and telecommunication industries.

Cool Precision Element Companies photos

Cool Precision Element Companies photos

Klarm Machining

A few good precision component manufacturers images I found:

Steven F. Udvar-Hazy Center: South hangar panorama, like gangplank

Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Boeing 367-80 Jet Transport:

On July 15, 1954, a graceful, swept-winged aircraft, bedecked in brown and yellow paint and powered by 4 revolutionary new engines first took to the sky above Seattle. Constructed by the Boeing Aircraft Organization, the 367-80, better known as the Dash 80, would come to revolutionize industrial air transportation when its developed version entered service as the well-known Boeing 707, America’s first jet airliner.

In the early 1950s, Boeing had begun to study the possibility of generating a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers entering service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested million of its own capital to build a prototype jet transport in a daring gamble that the airlines and the Air Force would acquire it when the aircraft had flown and verified itself. As Boeing had carried out with the B-17, it risked the organization on one roll of the dice and won.

Boeing engineers had initially primarily based the jet transport on studies of enhanced styles of the Model 367, better known to the public as the C-97 piston-engined transport and aerial tanker. By the time Boeing progressed to the 80th iteration, the design bore no resemblance to the C-97 but, for safety causes, Boeing decided to let the jet project be identified as the 367-80.

Function proceeded speedily following the formal start off of the project on Might 20, 1952. The 367-80 mated a large cabin primarily based on the dimensions of the C-97 with the 35-degree swept-wing style based on the wings of the B-47 and B-52 but significantly stiffer and incorporating a pronounced dihedral. The wings were mounted low on the fuselage and incorporated higher-speed and low-speed ailerons as well as a sophisticated flap and spoiler system. Four Pratt &amp Whitney JT3 turbojet engines, every making ten,000 pounds of thrust, were mounted on struts beneath the wings.

Upon the Dash 80’s initial flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Firm) Boeing clearly had a winner. Flying 100 miles per hour faster than the de Havilland Comet and considerably larger, the new Boeing had a maximum variety of more than three,500 miles. As hoped, the Air Force purchased 29 examples of the style as a tanker/transport right after they convinced Boeing to widen the design and style by 12 inches. Happy, the Air Force designated it the KC-135A. A total of 732 KC-135s have been constructed.

Quickly Boeing turned its focus to promoting the airline market on this new jet transport. Clearly the sector was impressed with the capabilities of the prototype 707 but never a lot more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. During the festivities surrounding this event, Boeing had gathered numerous airline representatives to get pleasure from the competition and witness a fly past of the new Dash 80. To the audience’s intense delight and Boeing’s profound shock, test pilot Alvin &quotTex&quot Johnston barrel-rolled the Dash 80 more than the lake in complete view of thousands of astonished spectators. Johnston vividly displayed the superior strength and overall performance of this new jet, readily convincing the airline sector to buy this new airliner.

In browsing for a industry, Boeing discovered a ready consumer in Pan American Airway’s president Juan Trippe. Trippe had been spending significantly of his time browsing for a appropriate jet airliner to allow his pioneering business to sustain its leadership in international air travel. Operating with Boeing, Trippe overcame Boeing’s resistance to widening the Dash-80 design, now known as the 707, to seat six passengers in every single seat row rather than 5. Trippe did so by putting an order with Boeing for 20 707s but also ordering 25 of Douglas’s competing DC-eight, which had but to fly but could accommodate six-abreast seating. At Pan Am’s insistence, the 707 was made four inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage created for the 707 became the regular design for all of Boeing’s subsequent narrow-physique airliners.

Even though the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-eight had been larger, faster, had higher range, and were more lucrative to fly. In October 1958 Pan American ushered the jet age into the United States when it opened international service with the Boeing 707 in October 1958. National Airlines inaugurated domestic jet service two months later making use of a 707-120 borrowed from Pan Am. American Airlines flew the 1st domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the initial routinely-scheduled transcontinental jet service in 1959. Subsequent nonstop flights between New York and San Francisco took only five hours – 3 hours less than by the piston-engine DC-7. The a single-way fare, like a surcharge for jet service, was 5.50, or 1 round trip. The flight was nearly 40 % quicker and virtually 25 % less expensive than flying by piston-engine airliners. The consequent surge of traffic demand was substantial.

The 707 was originally created for transcontinental or one-stop transatlantic variety. But modified with added fuel tanks and more effective turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with full payload beneath any circumstances. Boeing built 855 707s, of which 725 had been bought by airlines worldwide.

Getting launched the Boeing Firm into the industrial jet age, the Dash 80 soldiered on as a very productive experimental aircraft. Till its retirement in 1972, the Dash 80 tested several sophisticated systems, numerous of which had been incorporated into later generations of jet transports. At 1 point, the Dash 80 carried 3 diverse engine sorts in its 4 nacelles. Serving as a test bed for the new 727, the Dash 80 was briefly equipped with a fifth engine mounted on the rear fuselage. Engineers also modified the wing in planform and contour to study the effects of various airfoil shapes. Numerous flap configurations have been also fitted such as a very sophisticated system of &quotblown&quot flaps which redirected engine exhaust more than the flaps to increase lift at low speeds. Fin height and horizontal stabilizer width was later elevated and at one point, a specific several wheel low pressure landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.

Following a long and distinguished profession, the Boeing 367-80 was finally retired and donated to the Smithsonian in 1972. At present, the aircraft is installated at the National Air and Space Museum’s new facility at Washington Dulles International Airport.

Present of the Boeing Business

Manufacturer:
Boeing Aircraft Co.

Date:
1954

Nation of Origin:
United States of America

Dimensions:
Height 19′ 2&quot: Length 73′ 10&quot: Wing Span 129′ 8&quot: Weight 33,279 lbs.

Physical Description:
Prototype Boeing 707 yellow and brown.

• • • • •

Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress &quotEnola Gay&quot:

Boeing’s B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the very first bomber to house its crew in pressurized compartments. Though developed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: traditional bombs, incendiary bombs, mines, and two nuclear weapons.

On August 6, 1945, this Martin-constructed B-29-45-MO dropped the very first atomic weapon utilized in combat on Hiroshima, Japan. Three days later, Bockscar (on show at the U.S. Air Force Museum close to Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance climate reconnaissance aircraft that day. A third B-29, The Excellent Artiste, flew as an observation aircraft on both missions.

Transferred from the United States Air Force.

Manufacturer:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.

Date:
1945

Country of Origin:
United States of America

Dimensions:
General: 900 x 3020cm, 32580kg, 4300cm (29ft 6 five/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Materials:
Polished general aluminum finish

Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish all round, regular late-World War II Army Air Forces insignia on wings and aft fuselage and serial quantity on vertical fin 509th Composite Group markings painted in black &quotEnola Gay&quot in black, block letters on reduced left nose.

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

Image by Chris Devers
Uploaded by Eye-Fi.

Cool Precision Turned Components Producers images

Cool Precision Turned Components Producers images

Klarm Machining

A handful of good precision turned components producers images I found:

Steven F. Udvar-Hazy Center: North American P-51C, “Excalibur III”, with tails of Concorde & Boeing 707 in background

Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | North American P-51C, &quotExcalibur III&quot:

On Might 29, 1951, Capt. Charles F. Blair flew Excalibur III from Norway across the North Pole to Alaska in a record-setting 10½ hours. Utilizing a program of very carefully plotted &quotsun lines&quot he developed, Blair was in a position to navigate with precision where standard magnetic compasses often failed. Four months earlier, he had flown Excalibur III from New York to London in much less than 8 hours, breaking the existing mark by more than an hour.

Excalibur III 1st belonged to famed aviator A. Paul Mantz, who added further fuel tanks for extended-distance racing to this normal P-51C fighter. With it Mantz won the 1946 and 1947 Bendix air race and set a transcontinental speed record in 1947 when the airplane was named Blaze of Noon. Blair bought it from Mantz in 1949 and renamed it Excalibur III, soon after the Sikorsky VS-44 flying boat he flew for American Export Airlines.

Present of Pan American Globe Airways

Manufacturer:
North American Aircraft Firm

Date:
1944

Country of Origin:
United States of America

Dimensions:
Wingspan: 11.3 m (37 ft)
Length: 9.eight m (32 ft 3 in)
Height: three.9 m (12 ft 10 in)
Weight, empty: four,445 kg (9,800 lb)
Weight, gross: 5,052 kg (11,800 lb)
Leading speed: 700 km/h (435 mph)

Components:
General: Aluminum

Physical Description:
Single seat, single engine, low wing monoplane, Planet War II fighter modified for racing.

• • • • •

Quoting Smithsonian National Air and Space Museum | Boeing 367-80 Jet Transport:

On July 15, 1954, a graceful, swept-winged aircraft, bedecked in brown and yellow paint and powered by 4 revolutionary new engines initial took to the sky above Seattle. Built by the Boeing Aircraft Firm, the 367-80, much better recognized as the Dash 80, would come to revolutionize industrial air transportation when its created version entered service as the famous Boeing 707, America’s first jet airliner.

In the early 1950s, Boeing had begun to study the possibility of making a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers entering service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested million of its own capital to develop a prototype jet transport in a daring gamble that the airlines and the Air Force would acquire it when the aircraft had flown and established itself. As Boeing had accomplished with the B-17, it risked the firm on one particular roll of the dice and won.

Boeing engineers had initially based the jet transport on research of enhanced designs of the Model 367, far better recognized to the public as the C-97 piston-engined transport and aerial tanker. By the time Boeing progressed to the 80th iteration, the design bore no resemblance to the C-97 but, for safety reasons, Boeing decided to let the jet project be identified as the 367-80.

Function proceeded quickly after the formal commence of the project on May 20, 1952. The 367-80 mated a massive cabin based on the dimensions of the C-97 with the 35-degree swept-wing design and style primarily based on the wings of the B-47 and B-52 but significantly stiffer and incorporating a pronounced dihedral. The wings had been mounted low on the fuselage and incorporated higher-speed and low-speed ailerons as properly as a sophisticated flap and spoiler system. 4 Pratt &amp Whitney JT3 turbojet engines, each and every generating ten,000 pounds of thrust, were mounted on struts beneath the wings.

Upon the Dash 80’s 1st flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Company) Boeing clearly had a winner. Flying 100 miles per hour more rapidly than the de Havilland Comet and substantially larger, the new Boeing had a maximum range of a lot more than 3,500 miles. As hoped, the Air Force purchased 29 examples of the design and style as a tanker/transport soon after they convinced Boeing to widen the design and style by 12 inches. Happy, the Air Force designated it the KC-135A. A total of 732 KC-135s were constructed.

Rapidly Boeing turned its consideration to selling the airline industry on this new jet transport. Clearly the market was impressed with the capabilities of the prototype 707 but never a lot more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. During the festivities surrounding this event, Boeing had gathered many airline representatives to get pleasure from the competitors and witness a fly past of the new Dash 80. To the audience’s intense delight and Boeing’s profound shock, test pilot Alvin &quotTex&quot Johnston barrel-rolled the Dash 80 more than the lake in full view of thousands of astonished spectators. Johnston vividly displayed the superior strength and performance of this new jet, readily convincing the airline business to purchase this new airliner.

In browsing for a marketplace, Boeing located a ready customer in Pan American Airway’s president Juan Trippe. Trippe had been spending much of his time looking for a appropriate jet airliner to allow his pioneering business to maintain its leadership in international air travel. Operating with Boeing, Trippe overcame Boeing’s resistance to widening the Dash-80 design, now recognized as the 707, to seat six passengers in every single seat row rather than 5. Trippe did so by putting an order with Boeing for 20 707s but also ordering 25 of Douglas’s competing DC-8, which had yet to fly but could accommodate six-abreast seating. At Pan Am’s insistence, the 707 was created four inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage created for the 707 became the regular design for all of Boeing’s subsequent narrow-body airliners.

Even though the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-8 were bigger, faster, had higher range, and have been much more profitable to fly. In October 1958 Pan American ushered the jet age into the United States when it opened international service with the Boeing 707 in October 1958. National Airlines inaugurated domestic jet service two months later using a 707-120 borrowed from Pan Am. American Airlines flew the 1st domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the very first regularly-scheduled transcontinental jet service in 1959. Subsequent nonstop flights between New York and San Francisco took only five hours – three hours less than by the piston-engine DC-7. The a single-way fare, such as a surcharge for jet service, was five.50, or 1 round trip. The flight was practically 40 percent more quickly and virtually 25 % cheaper than flying by piston-engine airliners. The consequent surge of traffic demand was substantial.

The 707 was initially designed for transcontinental or a single-cease transatlantic variety. But modified with additional fuel tanks and more efficient turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with complete payload beneath any circumstances. Boeing constructed 855 707s, of which 725 have been purchased by airlines worldwide.

Having launched the Boeing Business into the commercial jet age, the Dash 80 soldiered on as a hugely successful experimental aircraft. Till its retirement in 1972, the Dash 80 tested many advanced systems, many of which were incorporated into later generations of jet transports. At 1 point, the Dash 80 carried three diverse engine types in its four nacelles. Serving as a test bed for the new 727, the Dash 80 was briefly equipped with a fifth engine mounted on the rear fuselage. Engineers also modified the wing in planform and contour to study the effects of diverse airfoil shapes. Quite a few flap configurations were also fitted which includes a extremely sophisticated program of &quotblown&quot flaps which redirected engine exhaust over the flaps to increase lift at low speeds. Fin height and horizontal stabilizer width was later improved and at a single point, a specific a number of wheel low stress landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.

Soon after a extended and distinguished profession, the Boeing 367-80 was ultimately retired and donated to the Smithsonian in 1972. At present, the aircraft is installated at the National Air and Space Museum’s new facility at Washington Dulles International Airport.

Gift of the Boeing Company

Manufacturer:
Boeing Aircraft Co.

Date:
1954

Country of Origin:
United States of America

Dimensions:
Height 19′ two&quot: Length 73′ ten&quot: Wing Span 129′ eight&quot: Weight 33,279 lbs.

Physical Description:
Prototype Boeing 707 yellow and brown.

• • • • •

Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:

The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for over 25 years. Created and constructed by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a spectacular technological achievement that could not overcome severe economic troubles.

In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations about the globe. Carrying up to one hundred passengers in great comfort, the Concorde catered to very first class passengers for whom speed was crucial. It could cross the Atlantic in fewer than four hours – half the time of a conventional jet airliner. Nonetheless its high operating fees resulted in extremely high fares that limited the quantity of passengers who could afford to fly it. These troubles and a shrinking marketplace sooner or later forced the reduction of service till all Concordes have been retired in 2003.

In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft’s retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its final flight. This aircraft was the initial Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.

Present of Air France.

Manufacturer:
Societe Nationale Industrielle Aerospatiale
British Aircraft Corporation

Dimensions:
Wingspan: 25.56 m (83 ft 10 in)
Length: 61.66 m (202 ft 3 in)
Height: 11.three m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Top speed: 2,179 km/h (1350 mph)
Engine: 4 Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each and every
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom

Physical Description:
Aircaft Serial Number: 205. Which includes four (4) engines, bearing respectively the serial quantity: CBE066, CBE062, CBE086 and CBE085.
Also integrated, aircraft plaque: &quotAIR FRANCE Lorsque viendra le jour d’exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l’Air et de l’Espace de Washington, un appariel portant le couleurs d’Air France.&quot

Nice Precision Turning And Machining photos

Nice Precision Turning And Machining photos

Klarm Machining

Some cool precision turning and machining photos:

Steven F. Udvar-Hazy Center: principal hall panorama (P-40 et al)

Image by Chris Devers
See much more photographs of this, and the Wikipedia write-up.

Specifics, quoting from Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA):

Regardless of whether recognized as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a effective, versatile fighter throughout the 1st half of World War II. The shark-mouthed Tomahawks that Gen. Claire Chennault’s &quotFlying Tigers&quot flew in China against the Japanese remain amongst the most popular airplanes of the war. P-40E pilot Lt. Boyd D. Wagner became the very first American ace of World War II when he shot down six Japanese aircraft in the Philippines in mid-December 1941.

Curtiss-Wright constructed this airplane as Model 87-A3 and delivered it to Canada as a Kittyhawk I in 1941. It served until 1946 in No. 111 Squadron, Royal Canadian Air Force. U.S. Air Force personnel at Andrews Air Force Base restored it in 1975 to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.

Donated by the Exchange Club in Memory of Kellis Forbes.

Manufacturer:
Curtiss Aircraft Organization

Date:
1939

Country of Origin:
United States of America

Dimensions:
All round: 330 x 970cm, 2686kg, 1140cm (10ft 9 15/16in. x 31ft 9 7/8in., 5921.6lb., 37ft four 13/16in.)

Components:
All-metal, semi-monocoque

Physical Description:
Single engine, single seat, fighter aircraft.