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Lockheed P-38J-10-LO Lightning - nose wheel detail.
National Air and Space Museum, Udvar-Hazy Center, Dulles, Va. October 29, 2009.
According to the museum's website:
Maj. Richard I. Bong, America's leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.
Museum records show that Lockheed assigned the construction number 422-2273 to the National Air and Space Museum's P-38. The Army Air Forces accepted this Lightning as a P-38J-l0-LO on November 6, 1943, and the service identified the airplane with the serial number 42-67762. Recent investigations conducted by a team of specialists at the Paul E. Garber Facility, and Herb Brownstein, a volunteer in the Aeronautics Division at the National Air and Space Museum, have revealed many hitherto unknown aspects to the history of this aircraft.
Brownstein examined NASM files and documents at the National Archives. He discovered that a few days after the Army Air Forces (AAF) accepted this airplane, the Engineering Division at Wright Field in Dayton, Ohio, granted Lockheed permission to convert this P-38 into a two-seat trainer. The firm added a seat behind the pilot to accommodate an instructor who would train civilian pilots in instrument flying techniques. Once trained, these test pilots evaluated new Lightnings fresh off the assembly line.
In a teletype sent by the Engineering Division on March 2, 1944, Brownstein also discovered that this P-38 was released to Colonel Benjamin S. Kelsey from March 3 to April 10, 1944, to conduct special tests. This action was confirmed the following day in a cable from the War Department. This same pilot, then a Lieutenant, flew the XP-38 across the United States in 1939 and survived the crash that destroyed this Lightning at Mitchel Field, New York. In early 1944, Kelsey was assigned to the Eighth Air Force in England and he apparently traveled to the Lockheed factory at Burbank to pick up the P-38. Further information about these tests and Kelsey's involvement remain an intriguing question.
One of Brownstein's most important discoveries was a small file rich with information about the NASM Lightning. This file contained a cryptic reference to a "Major Bong" who flew the NASM P-38 on April 16, 1945, at Wright Field. Bong had planned to fly for an hour to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. His flight ended after twenty-minutes when "the right engine blew up before I had a chance [to conduct the test]." The curator at the Richard I. Bong Heritage Center confirmed that America's highest scoring ace made this flight in the NASM P-38 Lightning.
Working in Building 10 at the Paul E. Garber Facility, Rob Mawhinney, Dave Wilson, Wil Lee, Bob Weihrauch, Jim Purton, and Heather Hutton spent several months during the spring and summer of 2001 carefully disassembling, inspecting, and cleaning the NASM Lightning. They found every hardware modification consistent with a model J-25 airplane, not the model J-10 painted in the data block beneath the artifact's left nose. This fact dovetails perfectly with knowledge uncovered by Brownstein. On April 10, the Engineering Division again cabled Lockheed asking the company to prepare 42-67762 for transfer to Wright Field "in standard configuration." The standard P-38 configuration at that time was the P-38J-25. The work took several weeks and the fighter does not appear on Wright Field records until May 15, 1944. On June 9, the Flight Test Section at Wright Field released the fighter for flight trials aimed at collecting pilot comments on how the airplane handled.
I built a central interconnect board for buttons, limit switches, LEDs, Hall sensor, LCD display, and processor. There is a 5 volt regulator for the logic side, pullup resistors and LED dropping resistors. This cries out for a printed circuit board but since I'm only building one of these, it will do as is. I would have to work through this stage to design a PC board anyway.
This substation interconnects the two transmission lines from the Sheerness Generating Station and other regional 240kV lines. The station also steps 240kV down to 144kV for local transmission in this remote location. This was the closest I could get to the substation as the entrance was blocked off.
Vase detail - 3rd Interconnecting Study, Pavlovsk Palace. A treasure hidden from Western tourists. Situated 30 kilometers from St. Petersburg, it makes a welcome change from the beautiful but overcrowded Hermitage and the unfriendly admittance policy at Tsarskoe's Catherine Palace nearby. Make the trip yourself by train, it costs nothing and is utterly charming. The station is at (park)walking distance from the palace. The palace, named after Czar Paul, Catherine the Great's only legitimate son, was last lived in by Grand Duke Konstantin Romanov and his extended family. Only through the efforts of its dedicated servants and staff, the palace and its interiors survived those dark days, lasting from the 1917 and 1918 revolutions to the post-WWII period. Thanks to them, you have a palace here that is stylistically far more coherent than the other Romanov dwellings, having lost none of its intimate atmosphere.
LJ #2.2 RCA interconnect cable, based on Western Electric USA cable and Audionote clone RCA male.
Contact me: Alex.
Other photos/projects of RCA interconnect cable based on Western Electric cable.
Other photos/projects of RCA interconnect cable based on Canare cable.
Rosh HaNikra, Israel. The total length is some 200 metres. They branch off in various directions with some interconnecting segments / Rosh HaNikra, Israel. O comprimento total é de cerca de 200 metros. Eles se ramificam em várias direções com alguns segmentos de interligação.
YX67VCM - ADL Trident 2 / ADL Enviro 400MMC
Stagecoach East Midland (Gainsborough) 10899, interConnect livery.
Blyton near Gainsborough, Lincolnshire.
seen in Spalding bus station Stagecoach East Midlands E400 15809 FX12BBN in the latest interconnect purple livery. waiting departure time with service 505 to King's Lynn.
The MapIT G2 interconnect solution enables tracking of direct MapIT G2 connectivity between a switch and a single Smart Patch Panel (SPP) — without the need for an additional SPP as is required in a cross-connect
configuration. The interconnect topology (see diagram below) can increase rack density, cut installation costs and reduce installation time. Compatible with existing Siemon MapIT G2 copper connectivity, simply use the Interconnect Module (M-ICM) to unlock the design flexibility of an interconnect topology.
Deployment is simple - just plug a MapIT G2 patch cord into the switch and plug the other end into the Interconnect Module, which discovers the switch port and relays the information to the MapIT G2 system. Then,
remove the cord from the module, plug it into the SPP and the link is detected
Reduced Costs- The interconnect solution requires half the number of patch panels versus an intelligent cross connect installation, cutting both material and installation labor costs
Faster Deployment-
By reducing the number of patch panels and associated connectivity, intstallation and testing time is dramatically reduced
Increased Density- As the interconnect topology uses half the number of patch panels versus cross-connect, cabinet/rack density is greatly improved. For even
greater density, use the angled version of Siemon’s SPP
User-Friendly Module- Simple, single-button functionality combined with on-board LCD display that provides technicians with clear instructions and status information allows intelligent links to be deployed in seconds
The MapIT G2 Interconnect Module is used to create a link between the switch and panel port connections during initial installation or during moves, adds and changes.
This feeder interconnects substation 11 to substation 162kV system in the northern end of the city by the Calgary International Airport.
Lockheed P-38J-10-LO Lightning.
National Air and Space Museum, Udvar-Hazy Center, Dulles, Va. October 29, 2009.
According to the museum's website:
Maj. Richard I. Bong, America's leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.
Museum records show that Lockheed assigned the construction number 422-2273 to the National Air and Space Museum's P-38. The Army Air Forces accepted this Lightning as a P-38J-l0-LO on November 6, 1943, and the service identified the airplane with the serial number 42-67762. Recent investigations conducted by a team of specialists at the Paul E. Garber Facility, and Herb Brownstein, a volunteer in the Aeronautics Division at the National Air and Space Museum, have revealed many hitherto unknown aspects to the history of this aircraft.
Brownstein examined NASM files and documents at the National Archives. He discovered that a few days after the Army Air Forces (AAF) accepted this airplane, the Engineering Division at Wright Field in Dayton, Ohio, granted Lockheed permission to convert this P-38 into a two-seat trainer. The firm added a seat behind the pilot to accommodate an instructor who would train civilian pilots in instrument flying techniques. Once trained, these test pilots evaluated new Lightnings fresh off the assembly line.
In a teletype sent by the Engineering Division on March 2, 1944, Brownstein also discovered that this P-38 was released to Colonel Benjamin S. Kelsey from March 3 to April 10, 1944, to conduct special tests. This action was confirmed the following day in a cable from the War Department. This same pilot, then a Lieutenant, flew the XP-38 across the United States in 1939 and survived the crash that destroyed this Lightning at Mitchel Field, New York. In early 1944, Kelsey was assigned to the Eighth Air Force in England and he apparently traveled to the Lockheed factory at Burbank to pick up the P-38. Further information about these tests and Kelsey's involvement remain an intriguing question.
One of Brownstein's most important discoveries was a small file rich with information about the NASM Lightning. This file contained a cryptic reference to a "Major Bong" who flew the NASM P-38 on April 16, 1945, at Wright Field. Bong had planned to fly for an hour to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. His flight ended after twenty-minutes when "the right engine blew up before I had a chance [to conduct the test]." The curator at the Richard I. Bong Heritage Center confirmed that America's highest scoring ace made this flight in the NASM P-38 Lightning.
Working in Building 10 at the Paul E. Garber Facility, Rob Mawhinney, Dave Wilson, Wil Lee, Bob Weihrauch, Jim Purton, and Heather Hutton spent several months during the spring and summer of 2001 carefully disassembling, inspecting, and cleaning the NASM Lightning. They found every hardware modification consistent with a model J-25 airplane, not the model J-10 painted in the data block beneath the artifact's left nose. This fact dovetails perfectly with knowledge uncovered by Brownstein. On April 10, the Engineering Division again cabled Lockheed asking the company to prepare 42-67762 for transfer to Wright Field "in standard configuration." The standard P-38 configuration at that time was the P-38J-25. The work took several weeks and the fighter does not appear on Wright Field records until May 15, 1944. On June 9, the Flight Test Section at Wright Field released the fighter for flight trials aimed at collecting pilot comments on how the airplane handled.
Tout est fait d'atomes... et de photons ;-)
L'énergie qui réunissait toutes particules,
même un fois "séparées",
les connecte toujours...
peu importe la distance...
Tout est interconnecté,
l'individualité (et la solitude)
est une illusion...
;-)
Tucked into a lagoon on the northwestern edge of the Adriatic Sea is a city with no roads. Instead, 177 canals and 409 pedestrian bridges interconnect the 118 small islands that make up the City of Venice, Italy. Everyone and everything moves around the city by waterway, including municipal transportation, garbage collection, the police, ambulance service, even the fire brigade.
The city was built upon piles made from alder tree trunks, which were driven down to the hard clay at the bottom of the shallow sea bed. The minimal oxygen content and penetrating salts in the water help to preserve and petrify the wooden supports over time. Limestone plates were then set across the piles to create a solid, stable building surface. Brick, stone, and a whole lot of marble were used in the Venetian Gothic style of architecture that sits atop this extraordinary foundation.
The city that many believe to be the most beautiful in the world faces some very serious challenges. One of these, not surprisingly, is rising water levels due to climate change. Flooding instances known locally as acqua alta, or high water, are occurring with increasing frequency. At the same time, the land beneath Venice is subsiding for reasons both natural and unnatural.
Learn More: people.umass.edu/latour/Italy/venice_water/
Middle School Resources: nasawavelength.org/resource/nw-000-000-001-651/
High School Resources: mass.pbslearningmedia.org/resource/testing-for-aquatic-in...