photos

Nice Precision Metal Manufacturing photos

Nice Precision Metal Manufacturing photos

Klarm Prototyping

A handful of nice precision metal manufacturing images I discovered:

Endres Manufacturing Co., Waunakee

Image by ali eminov

Endres Manufacturing specializes in structural steel, railings and miscellaneous metal fabrication. For more than 80 years steel fabrication has been the back bone of our business. As an AISC certified steel fabricator, good quality and precision is a must when it comes to welding, cutting, bending, drilling, punching, and cambering. Our focus to detail is unparalleled in the industry. We are also proud members of the US Green Constructing Council since steel is the ultimate green creating material. Steel is the most recycled material on the planet, it’s energy-efficient, and it is price-effective over the life of the item. Let us assist you attain your LEED certification goals.

Nice Precision Turned Parts Manufacturers photos

Nice Precision Turned Parts Manufacturers photos

Klarm Prototyping

A few nice precision turned parts manufacturers images I found:

Steven F. Udvar-Hazy Center: B-29 Superfortress “Enola Gay” panorama

Image by Chris Devers
See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning

In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.

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.

Transferred from the United States Air Force.

Manufacturer:
Lockheed Aircraft Company

Date:
1943

Country of Origin:
United States of America

Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)

Materials:
All-metal

Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.

Long Description:
From 1942 to 1945, the thunder of P-38 Lightnings was heard around the world. U. S. Army pilots flew the P-38 over Europe, the Mediterranean, and the Pacific; from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Measured by success in combat, Lockheed engineer Clarence "Kelly" Johnson and a team of designers created the most successful twin-engine fighter ever flown by any nation. In the Pacific Theater, Lightning pilots downed more Japanese aircraft than pilots flying any other Army Air Forces warplane.

Johnson and his team conceived this twin-engine, single-pilot fighter airplane in 1936 and the Army Air Corps authorized the firm to build it in June 1937. Lockheed finished constructing the prototype XP-38 and delivered it to the Air Corps on New Year’s Day, 1939. Air Corps test pilot and P-38 project officer, Lt. Benjamin S. Kelsey, first flew the aircraft on January 27. Losing this prototype in a crash at Mitchel Field, New York, with Kelsey at the controls, did not deter the Air Corps from ordering 13 YP-38s for service testing on April 27. Kelsey survived the crash and remained an important part of the Lightning program. Before the airplane could be declared ready for combat, Lockheed had to block the effects of high-speed aerodynamic compressibility and tail buffeting, and solve other problems discovered during the service tests.

The most vexing difficulty was the loss of control in a dive caused by aerodynamic compressibility. During late spring 1941, Air Corps Major Signa A. Gilke encountered serious trouble while diving his Lightning at high-speed from an altitude of 9,120 m (30,000 ft). When he reached an indicated airspeed of about 515 kph (320 mph), the airplane’s tail began to shake violently and the nose dropped until the dive was almost vertical. Signa recovered and landed safely and the tail buffet problem was soon resolved after Lockheed installed new fillets to improve airflow where the cockpit gondola joined the wing center section. Seventeen months passed before engineers began to determine what caused the Lightning’s nose to drop. They tested a scale model P-38 in the Ames Laboratory wind tunnel operated by the NACA (National Advisory Committee for Aeronautics) and found that shock waves formed when airflow over the wing leading edges reached transonic speeds. The nose drop and loss of control was never fully remedied but Lockheed installed dive recovery flaps under each wing in 1944. These devices slowed the P-38 enough to allow the pilot to maintain control when diving at high-speed.

Just as the development of the North American P-51 Mustang, Republic P-47 Thunderbolt, and the Vought F4U Corsair (see NASM collection for these aircraft) pushed the limits of aircraft performance into unexplored territory, so too did P-38 development. The type of aircraft envisioned by the Lockheed design team and Air Corps strategists in 1937 did not appear until June 1944. This protracted shakedown period mirrors the tribulations suffered by Vought in sorting out the many technical problems that kept F4U Corsairs off U. S. Navy carrier decks until the end of 1944.

Lockheed’s efforts to trouble-shoot various problems with the design also delayed high-rate, mass production. When Japan attacked Pearl Harbor, the company had delivered only 69 Lightnings to the Army. Production steadily increased and at its peak in 1944, 22 sub-contractors built various Lightning components and shipped them to Burbank, California, for final assembly. Consolidated-Vultee (Convair) subcontracted to build the wing center section and the firm later became prime manufacturer for 2,000 P-38Ls but that company’s Nashville plant completed only 113 examples of this Lightning model before war’s end. Lockheed and Convair finished 10,038 P-38 aircraft including 500 photo-reconnaissance models. They built more L models, 3,923, than any other version.

To ease control and improve stability, particularly at low speeds, Lockheed equipped all Lightnings, except a batch ordered by Britain, with propellers that counter-rotated. The propeller to the pilot’s left turned counter-clockwise and the propeller to his right turned clockwise, so that one propeller countered the torque and airflow effects generated by the other. The airplane also performed well at high speeds and the definitive P-38L model could make better than 676 kph (420 mph) between 7,600 and 9,120 m (25,000 and 30,000 ft). The design was versatile enough to carry various combinations of bombs, air-to-ground rockets, and external fuel tanks. The multi-engine configuration reduced the Lightning loss-rate to anti-aircraft gunfire during ground attack missions. Single-engine airplanes equipped with power plants cooled by pressurized liquid, such as the North American P-51 Mustang (see NASM collection), were particularly vulnerable. Even a small nick in one coolant line could cause the engine to seize in a matter of minutes.

The first P-38s to reach the Pacific combat theater arrived on April 4, 1942, when a version of the Lightning that carried reconnaissance cameras (designated the F-4), joined the 8th Photographic Squadron based in Australia. This unit launched the first P-38 combat missions over New Guinea and New Britain during April. By May 29, the first 25 P-38s had arrived in Anchorage, Alaska. On August 9, pilots of the 343rd Fighter Group, Eleventh Air Force, flying the P-38E, shot down a pair of Japanese flying boats.

Back in the United States, Army Air Forces leaders tried to control a rumor that Lightnings killed their own pilots. On August 10, 1942, Col. Arthur I. Ennis, Chief of U. S. Army Air Forces Public Relations in Washington, told a fellow officer "… Here’s what the 4th Fighter [training] Command is up against… common rumor out there that the whole West Coast was filled with headless bodies of men who jumped out of P-38s and had their heads cut off by the propellers." Novice Lightning pilots unfamiliar with the correct bailout procedures actually had more to fear from the twin-boom tail, if an emergency dictated taking to the parachute but properly executed, Lightning bailouts were as safe as parachuting from any other high-performance fighter of the day. Misinformation and wild speculation about many new aircraft was rampant during the early War period.

Along with U. S. Navy Grumman F4F Wildcats (see NASM collection) and Curtiss P-40 Warhawks (see NASM collection), Lightnings were the first American fighter airplanes capable of consistently defeating Japanese fighter aircraft. On November 18, men of the 339th Fighter Squadron became the first Lightning pilots to attack Japanese fighters. Flying from Henderson Field on Guadalcanal, they claimed three during a mission to escort Boeing B-17 Flying Fortress bombers (see NASM collection).

On April 18, 1943, fourteen P-38 pilots from the 70th and the 339th Fighter Squadrons, 347th Fighter Group, accomplished one of the most important Lightning missions of the war. American ULTRA cryptanalysts had decoded Japanese messages that revealed the timetable for a visit to the front by the commander of the Imperial Japanese Navy, Admiral Isoroku Yamamoto. This charismatic leader had crafted the plan to attack Pearl Harbor and Allied strategists believed his loss would severely cripple Japanese morale. The P-38 pilots flew 700 km (435 miles) at heights from 3-15 m (10-50 feet) above the ocean to avoid detection. Over the coast of Bougainville, they intercepted a formation of two Mitsubishi G4M BETTY bombers (see NASM collection) carrying the Admiral and his staff, and six Mitsubishi A6M Zero fighters (see NASM collection) providing escort. The Lightning pilots downed both bombers but lost Lt. Ray Hine to a Zero.

In Europe, the first Americans to down a Luftwaffe aircraft were Lt. Elza E. Shahan flying a 27th Fighter Squadron P-38E, and Lt. J. K. Shaffer flying a Curtiss P-40 (see NASM collection) in the 33rd Fighter Squadron. The two flyers shared the destruction of a Focke-Wulf Fw 200C-3 Condor maritime strike aircraft over Iceland on August 14, 1942. Later that month, the 1st fighter group accepted Lightnings and began combat operations from bases in England but this unit soon moved to fight in North Africa. More than a year passed before the P-38 reappeared over Western Europe. While the Lightning was absent, U. S. Army Air Forces strategists had relearned a painful lesson: unescorted bombers cannot operate successfully in the face of determined opposition from enemy fighters. When P-38s returned to England, the primary mission had become long-range bomber escort at ranges of about 805 kms (500 miles) and at altitudes above 6,080 m (20,000 ft).

On October 15, 1943, P-38H pilots in the 55th Fighter Group flew their first combat mission over Europe at a time when the need for long-range escorts was acute. Just the day before, German fighter pilots had destroyed 60 of 291 Eighth Air Force B-17 Flying Fortresses (see NASM collection) during a mission to bomb five ball-bearing plants at Schweinfurt, Germany. No air force could sustain a loss-rate of nearly 20 percent for more than a few missions but these targets lay well beyond the range of available escort fighters (Republic P-47 Thunderbolt, see NASM collection). American war planners hoped the long-range capabilities of the P-38 Lightning could halt this deadly trend, but the very high and very cold environment peculiar to the European air war caused severe power plant and cockpit heating difficulties for the Lightning pilots. The long-range escort problem was not completely solved until the North American P-51 Mustang (see NASM collection) began to arrive in large numbers early in 1944.

Poor cockpit heating in the H and J model Lightnings made flying and fighting at altitudes that frequently approached 12,320 m (40,000 ft) nearly impossible. This was a fundamental design flaw that Kelly Johnson and his team never anticipated when they designed the airplane six years earlier. In his seminal work on the Allison V-1710 engine, Daniel Whitney analyzed in detail other factors that made the P-38 a disappointing airplane in combat over Western Europe.

• Many new and inexperienced pilots arrived in England during December 1943, along with the new J model P-38 Lightning.

• J model rated at 1,600 horsepower vs. 1,425 for earlier H model Lightnings. This power setting required better maintenance between flights. It appears this work was not done in many cases.

• During stateside training, Lightning pilots were taught to fly at high rpm settings and low engine manifold pressure during cruise flight. This was very hard on the engines, and not in keeping with technical directives issued by Allison and Lockheed.

• The quality of fuel in England may have been poor, TEL (tetraethyl lead) fuel additive appeared to condense inside engine induction manifolds, causing detonation (destructive explosion of fuel mixture rather than controlled burning).

• Improved turbo supercharger intercoolers appeared on the J model P-38. These devices greatly reduced manifold temperatures but this encouraged TEL condensation in manifolds during cruise flight and increased spark plug fouling.

Using water injection to minimize detonation might have reduced these engine problems. Both the Republic P-47 Thunderbolt and the North American P-51 Mustang (see NASM collection) were fitted with water injection systems but not the P-38. Lightning pilots continued to fly, despite these handicaps.

During November 1942, two all-Lightning fighter groups, the 1st and the 14th, began operating in North Africa. In the Mediterranean Theater, P-38 pilots flew more sorties than Allied pilots flying any other type of fighter. They claimed 608 enemy a/c destroyed in the air, 123 probably destroyed and 343 damaged, against the loss of 131 Lightnings.

In the war against Japan, the P-38 truly excelled. Combat rarely occurred above 6,080 m (20,000 ft) and the engine and cockpit comfort problems common in Europe never plagued pilots in the Pacific Theater. The Lightning’s excellent range was used to full advantage above the vast expanses of water. In early 1945, Lightning pilots of the 12th Fighter Squadron, 18th Fighter Group, flew a mission that lasted 10 ½ hours and covered more than 3,220 km (2,000 miles). In August, P-38 pilots established the world’s long-distance record for a World War II combat fighter when they flew from the Philippines to the Netherlands East Indies, a distance of 3,703 km (2,300 miles). During early 1944, Lightning pilots in the 475th Fighter Group began the ‘race of aces.’ By March, Lieutenant Colonel Thomas J. Lynch had scored 21 victories before he fell to antiaircraft gunfire while strafing enemy ships. Major Thomas B. McGuire downed 38 Japanese aircraft before he was killed when his P-38 crashed at low altitude in early January 1945. Major Richard I. Bong became America’s highest scoring fighter ace (40 victories) but died in the crash of a Lockheed P-80 (see NASM collection) on August 6, 1945.

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.

Wright Field’s Aeromedical Laboratory was the next organization involved with this P-38. That unit installed a kit on July 26 that probably measured the force required to move the control wheel left and right to actuate the power-boosted ailerons installed in all Lightnings beginning with version J-25. From August 12-16, the Power Plant Laboratory carried out tests to measure the hydraulic pump temperatures on this Lightning. Then beginning September 16 and lasting about ten days, the Bombing Branch, Armament Laboratory, tested type R-3 fragmentation bomb racks. The work appears to have ended early in December. On June 20, 1945, the AAF Aircraft Distribution Office asked that the Air Technical Service Command transfer the Lightning from Wright Field to Altus Air Force Base, Oklahoma, a temporary holding area for Air Force museum aircraft. The P-38 arrived at the Oklahoma City Air Depot on June 27, 1945, and mechanics prepared the fighter for flyable storage.

Airplane Flight Reports for this Lightning also describe the following activities and movements:

6-21-45 Wright Field, Ohio, 5.15 hours of flying.
6-22-45Wright Field, Ohio, .35 minutes of flying by Lt. Col. Wendel [?] J. Kelley and P. Shannon.
6-25-45Altus, Oklahoma, .55 hours flown, pilot P. Shannon.
6-27-45Altus, Oklahoma, #2 engine changed, 1.05 hours flown by Air Corps F/O Ralph F. Coady.
10-5-45 OCATSC-GCAAF (Garden City Army Air Field, Garden City, Kansas), guns removed and ballast added.
10-8-45Adams Field, Little Rock, Arkansas.
10-9-45Nashville, Tennessee,
5-28-46Freeman Field, Indiana, maintenance check by Air Corps Capt. H. M. Chadhowere [sp]?
7-24-46Freeman Field, Indiana, 1 hour local flight by 1st Lt. Charles C. Heckel.
7-31-46 Freeman Field, Indiana, 4120th AAF Base Unit, ferry flight to Orchard Place [Illinois] by 1st Lt. Charles C. Heckel.

On August 5, 1946, the AAF moved the aircraft to another storage site at the former Consolidated B-24 bomber assembly plant at Park Ridge, Illinois. A short time later, the AAF transferred custody of the Lightning and more than sixty other World War II-era airplanes to the Smithsonian National Air Museum. During the early 1950s, the Air Force moved these airplanes from Park Ridge to the Smithsonian storage site at Suitland, Maryland.

• • •

Quoting from Wikipedia | Lockheed P-38 Lightning:

The Lockheed P-38 Lightning was a World War II American fighter aircraft built by Lockheed. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" by the Luftwaffe and "two planes, one pilot" by the Japanese, the P-38 was used in a number of roles, including dive bombing, level bombing, ground-attack, photo reconnaissance missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.

The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the mount of America’s top aces, Richard Bong (40 victories) and Thomas McGuire (38 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war. The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day.

Variants: Lightning in maturity: P-38J

The P-38J was introduced in August 1943. The turbo-supercharger intercooler system on previous variants had been housed in the leading edges of the wings and had proven vulnerable to combat damage and could burst if the wrong series of controls were mistakenly activated. In the P-38J model, the streamlined engine nacelles of previous Lightnings were changed to fit the intercooler radiator between the oil coolers, forming a "chin" that visually distinguished the J model from its predecessors. While the P-38J used the same V-1710-89/91 engines as the H model, the new core-type intercooler more efficiently lowered intake manifold temperatures and permitted a substantial increase in rated power. The leading edge of the outer wing was fitted with 55 gal (208 l) fuel tanks, filling the space formerly occupied by intercooler tunnels, but these were omitted on early P-38J blocks due to limited availability.

The final 210 J models, designated P-38J-25-LO, alleviated the compressibility problem through the addition of a set of electrically-actuated dive recovery flaps just outboard of the engines on the bottom centerline of the wings. With these improvements, a USAAF pilot reported a dive speed of almost 600 mph (970 km/h), although the indicated air speed was later corrected for compressibility error, and the actual dive speed was lower. Lockheed manufactured over 200 retrofit modification kits to be installed on P-38J-10-LO and J-20-LO already in Europe, but the USAAF C-54 carrying them was shot down by an RAF pilot who mistook the Douglas transport for a German Focke-Wulf Condor. Unfortunately the loss of the kits came during Lockheed test pilot Tony LeVier‘s four-month morale-boosting tour of P-38 bases. Flying a new Lightning named "Snafuperman" modified to full P-38J-25-LO specs at Lockheed’s modification center near Belfast, LeVier captured the pilots’ full attention by routinely performing maneuvers during March 1944 that common Eighth Air Force wisdom held to be suicidal. It proved too little too late because the decision had already been made to re-equip with Mustangs.

The P-38J-25-LO production block also introduced hydraulically-boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning’s rate of roll and reduced control forces for the pilot. This production block and the following P-38L model are considered the definitive Lightnings, and Lockheed ramped up production, working with subcontractors across the country to produce hundreds of Lightnings each month.

Noted P-38 pilots

Richard Bong and Thomas McGuire

The American ace of aces and his closest competitor both flew Lightnings as they tallied 40 and 38 victories respectively. Majors Richard I. "Dick" Bong and Thomas J. "Tommy" McGuire of the USAAF competed for the top position. Both men were awarded the Medal of Honor.

McGuire was killed in air combat in January 1945 over the Philippines, after racking up 38 confirmed kills, making him the second-ranking American ace. Bong was rotated back to the United States as America’s ace of aces, after making 40 kills, becoming a test pilot. He was killed on 6 August 1945, the day the atomic bomb was dropped on Japan, when his P-80 Shooting Star jet fighter flamed out on takeoff.

Charles Lindbergh

The famed aviator Charles Lindbergh toured the South Pacific as a civilian contractor for United Aircraft Corporation, comparing and evaluating performance of single- and twin-engined fighters for Vought. He worked to improve range and load limits of the F4U Corsair, flying both routine and combat strafing missions in Corsairs alongside Marine pilots. In Hollandia, he attached himself to the 475th FG flying P-38s so that he could investigate the twin-engine fighter. Though new to the machine, he was instrumental in extending the range of the P-38 through improved throttle settings, or engine-leaning techniques, notably by reducing engine speed to 1,600 rpm, setting the carburetors for auto-lean and flying at 185 mph (298 km/h) indicated airspeed which reduced fuel consumption to 70 gal/h, about 2.6 mpg. This combination of settings had been considered dangerous; it was thought it would upset the fuel mixture and cause an explosion. Everywhere Lindbergh went in the South Pacific, he was accorded the normal preferential treatment of a visiting colonel, though he had resigned his Air Corps Reserve colonel’s commission three years before. While with the 475th, he held training classes and took part in a number of Army Air Corps combat missions. On 28 July 1944, Lindbergh shot down a Mitsubishi Ki-51 "Sonia" flown expertly by the veteran commander of 73rd Independent Flying Chutai, Imperial Japanese Army Captain Saburo Shimada. In an extended, twisting dogfight in which many of the participants ran out of ammunition, Shimada turned his aircraft directly toward Lindbergh who was just approaching the combat area. Lindbergh fired in a defensive reaction brought on by Shimada’s apparent head-on ramming attack. Hit by cannon and machine gun fire, the "Sonia’s" propeller visibly slowed, but Shimada held his course. Lindbergh pulled up at the last moment to avoid collision as the damaged "Sonia" went into a steep dive, hit the ocean and sank. Lindbergh’s wingman, ace Joseph E. "Fishkiller" Miller, Jr., had also scored hits on the "Sonia" after it had begun its fatal dive, but Miller was certain the kill credit was Lindbergh’s. The unofficial kill was not entered in the 475th’s war record. On 12 August 1944 Lindbergh left Hollandia to return to the United States.

Charles MacDonald

The seventh-ranking American ace, Charles H. MacDonald, flew a Lightning against the Japanese, scoring 27 kills in his famous aircraft, the Putt Putt Maru.

Robin Olds

Main article: Robin Olds

Robin Olds was the last P-38 ace in the Eighth Air Force and the last in the ETO. Flying a P-38J, he downed five German fighters on two separate missions over France and Germany. He subsequently transitioned to P-51s to make seven more kills. After World War II, he flew F-4 Phantom IIs in Vietnam, ending his career as brigadier general with 16 kills.

Clay Tice

A P-38 piloted by Clay Tice was the first American aircraft to land in Japan after VJ-Day, when he and his wingman set down on Nitagahara because his wingman was low on fuel.

Antoine de Saint-Exupéry

Noted aviation pioneer and writer Antoine de Saint-Exupéry vanished in a F-5B-1-LO, 42-68223, c/n 2734, of Groupe de Chasse II/33, out of Borgo-Porreta, Bastia, Corsica, a reconnaissance variant of the P-38, while on a flight over the Mediterranean, from Corsica to mainland France, on 31 July 1944. His health, both physical and mental (he was said to be intermittently subject to depression), had been deteriorating and there had been talk of taking him off flight status. There have been suggestions (although no proof to date) that this was a suicide rather than an aircraft failure or combat loss. In 2000, a French scuba diver found the wreckage of a Lightning in the Mediterranean off the coast of Marseille, and it was confirmed in April 2004 as Saint-Exupéry’s F-5B. No evidence of air combat was found. In March 2008, a former Luftwaffe pilot, Horst Rippert from Jagdgruppe 200, claimed to have shot down Saint-Exupéry.

Adrian Warburton

The RAF’s legendary photo-recon "ace", Wing Commander Adrian Warburton DSO DFC, was the pilot of a Lockheed P-38 borrowed from the USAAF that took off on 12 April 1944 to photograph targets in Germany. W/C Warburton failed to arrive at the rendezvous point and was never seen again. In 2003, his remains were recovered in Germany from his wrecked USAAF P-38 Lightning.

• • • • •

Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":

Boeing’s B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed 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: conventional bombs, incendiary bombs, mines, and two nuclear weapons.

On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great 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:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Materials:
Polished overall aluminum finish

Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.

Cool Custom Machined Elements photos

Cool Custom Machined Elements photos

Klarm Prototyping

Some cool custom machined components photos:

Arlen Ness’ Untitled

Image by cliff1066™
Individuals in the know contact Arlen Ness “Godfather,” not because he makes gives you cannot refuse, but as a sign of respect for his accomplishments all through a extended and storied career. He is the patriarch of the custom motorcycle sector.

Back in “the day,” circa 1970 BC (Just before Catalogs), when choppers were nonetheless the homespun products of some regional dude with a torch, a hacksaw, a drill press, and a rattle can of flat black paint, Arlen Ness was going for baroque. He gold-plated parts, adorned the aluminum fascia of drive-train elements with ornate engravings, and applied wild splashes of Peter Max-inspired color to the sheet metal. Plush, velour upholstery adorned his seats. If Arlen believed he could squeeze more than a single motor into a frame, he would. It was almost routine—at least for Arlen Ness—to cram two supercharged, Ironhead Sportster engines into a single frame where they would cuddle up to create ungodly heaps of horsepower.

These eccentric-seeking machines had been hallmarks of early 1970s chopper style. Ness was 1 of the very first builders to embrace the extravagant hippie counterculture that blossomed in the San Francisco Bay Region, a place Ness calls property. Some of his motorcycles from this period appear like psychedelic props from a Jefferson Airplane album cover, or as if King Louis XIV of France had commissioned an eighteenth-century, rococo rocket sled to go tooling about the Palace of Versailles. Ness combined “flower power” with horsepower to develop motorcycles that defined an era. He is nevertheless setting the pace for younger builders.

Experimental LOC Launch – 1

Image by jurvetson
You meet the most fascinating people at BALLS. Jim Green pours his own motor propellant. He machines custom motor casings, nozzle, and closures. Each and every of these is a potential point of failure. =)

Right here he is cutting the red “sparky” grains to increase their surface region (accelerating their burn). The red propellant contains a titanium sponge and Midas brake filings among other exciting components. We utilized a single of his green “Swamp Gas” grains instead of a delay charge.

On the flight out to Black Rock, I was reading the Apogee Components (RockSim) book on rocketry. Web page 131 reads:

Producing Rocket Motors
“NO!!! Never ever!!! Do not attempt to make your own rocket motors! Several individuals have died for the duration of attempts to make their personal rocket motors.”

So, I got Jim to sign the page in my book. =)

(Next)

Cool Hobby Cnc Milling Machine photos

Cool Hobby Cnc Milling Machine photos

Klarm Prototyping

Some cool hobby cnc milling machine photos:

Pinup Stefanina Good Guys Del Mar Nationals – Sunday13

Image by christopherallisonphotography.com
Christopher Allison Photography
619-368-2202

Pinup Model Stefanina

ALL Images ARE COPYRIGHT PROTECTED &amp Obtainable FOR Obtain OR LICENCING

www.christopherallisonphotography.com

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“THE BLACK WIDOW” Builders: Wally Olson (1952), Bill Scott (1954) and Richard Riddell (2005) The garage find of the century! How extended have you been hot rodding vehicles–because the 1950’s? Many of us got started in the 50’s and 60’s. (For you actual old birds out there that don’t forget hot rodding “T” roadsters with Roto-Faze ignitions, Ruxtell 2-speed rear axles, Riley 2-port heads and Laurel lowering kits, nicely what can we say you are a generation prior to us and we take our hats off to you ‘original’ hot rodders.) BUT for all of us “The Black Widow” is a critical piece of 1950’s hot rodding annals and a benchmark for the business! In an article in Hot Rod Deluxe, July 2008 entitled, “Tangled Web” the complete-story of Richard Riddell’s quest to restore the original Black Widow had its public debut. Hot Rod Deluxe reported the car’s winning the 2008 Grand National Roadster Show which was a dream come true, taking “Best Early Altered T Roadster”. (See also Rod and Custom, June 2008.) It was also a contender for the Bruce Meyer award at the ‘Grand Nats.’ Why do guys like Richard Riddell (and the rest of us) commit years (3400 hours in Richard’s case) restoring a vehicle we found in a barn? Answer: ‘For the love of the sport!’ All of us keep in mind some other automobiles with equivalent names, for instance the ‘Black Widow’ Monogram model auto (“1/24 scale model/Ford ‘T’ Pickup Rod/removable top” by Mattel good quality hobby kits). Also, we don’t forget Common Motors/Chevrolet coming out in 1957 with their 1st racing version Chevy referred to as “The Black Widow.” But predating both of these historic cars is the “The Black Widow” built by Wally Olson to aid preserve his children out of difficulty in 1952 and first débuted in Hot Rod magazine, September 1954 in an write-up entitled, “Lil’ Beau T”, which read, “Wally Olson, Fresno, California, automotive machinist, is the fortunate owner and builder. Duane Taylor was referred to as in for the body operate.” It added as to why he constructed the car, “What with so considerably current upheaval in the teen-age ranks, Wally figured that a confident-fire way to get rid of those totally free-time, absolutely nothing-to-do troubles would be to interest them (his 9 and 12 year old sons) in a rod. So far the concept has worked like a charm.” In time the family moved on to other projects and Bill Scott bought the vehicle and redid it with fenders, headlights and all the stuff to make it ‘street legal’—as we employed to contact it! The first documentation of the auto becoming called “Black Widow” is identified in the magazine Rodding and Re-styling, August 1957 issue. That write-up reported Bill Scott’s alterations to Wally Olson’s vehicle, “The front finish was revised to incorporate a tubular axle and tube shocks. The new owners also equipped the automobile with a new power plant. The original mill is a ’41 Merc bored out .one hundred inch over stock, ported and relieved…includes 8.5-to-1 Offenhauser heads, a Weber full-race cam, and an Evans 3-caberator manifold.” [Note: The numerous engines that have been housed in this auto later varied see final Merc create information below.] Do not you really like the sound of that “ported and relieved” and “full-race cam”—when’s the final time you employed these terms? By the time the 1959 Hot Rod Annual was published the car-title stuck for all time “The Black Widow.” Riddell’s two-Year Renovation! According to extended time race auto builder Richard Riddell’s log he states, “Sometime in 1955 Wally sold his roadster to Bill Scott. Bill once again called on Duane Taylor to turn the vehicle into a bonified street rod. With the further of windshield, head lights, tail lings, and fenders it was finally in a position to jump into his small Hot Rod and go crusin’. The pin stripping was done by none other than Dean Jefferies with the familiar cobweb and spider on the turtle deck.” He reports that the car’s 1st win was “…a five foot trophy at the Sacramento AutoRama in 1957 for ‘Best Roadster’. Yes, Bill’s car was possessing the time of its life getting a single of the best looking early California street roadsters of all time.” Richard states, “Bill Scott died about 1987…for a number of years the vehicle languished…getting worse and worse…as is so frequently the case for old Hot Rods.” The garage uncover in 2005 notes, “At a glance the roadster didn’t look that poor.” But the Naugahyde and carpet had been shot, fenders, original wheels and hub caps to name a few difficulties for the yet to begin restoration. Riddell notes, “Under a somewhat decent body and paint job lurked a mess that went beyond your worst nightmare.” He adds, “I started wondering how I could salvage this little beauty in the rough. Not that numerous folks have restored an old Hot Rod but, these who have know what I’m talking about. It’s significantly harder than building a rod from scratch. But the roadster was begging to be restored and I’m glad that I was chosen to do it.”and#9472Richard died shortly after finishing the project but happily he was capable to see “The Black Widow” win the ‘Grand Nats’ and have a function center-spread report in Hot Rod Deluxe. Here are a handful of of the Riddell-engineered refinements to this original car. and#61692 Recessed pockets had to be constructed in the frame rails to accept the front motor mounts which double as water pumps. and#61692 New front radius rods had been built out of heavy wall chrome-moly tubing. The original ones had been so poorly made that they have been unsafe. and#61692 The right master cylinder banjo fitting was not obtainable so, he fabricated a new a single from scratch. and#61692 The tooling mandral had to be CNC machined to facilitate metal spinning new brass tail pipe end bells. Hey would you agree? Hot rodding is an art form and some Hot Rod Artists have mastered the craft and Richard Riddell is 1 of them!!! Reconstruction points of interest: and#61656 Original steel body and doors welded shut and#61656 ‘42 Merc 274 c.i flathead (current engine) and#61656 ’39 Lincoln-Zephyr tranny and#61656 ’34 Ford rear with Halibrand swift-alter center and enclosed drive shaft and#61656 ’39 Ford hydraulic brakes all around and wide “5” 16-iunch wheels and caps and#61656 ’37 Ford tube axle and#61656 Engine by RPM Machine and#61656 Chrome by Ace Plating and#61656 Frame carried out by Capps Powder Coat and#61656 Physique/paint by Showtime Customs and#61656 Upholstery by Brents Why is the vehicle becoming sold? To quote his wife Pat, “Unfortunately, Richard passed away on March 18, 2008 and will not get to enjoy seeing the new owner drive away with a piece of automotive history.” Richard’s loyal wife Pat grew up around racing since she was 9 years old. Her maiden name was Rodriguez. If you grew up at Lion’s Dragstrip, as she did, you might keep in mind her father’s rail? He and his brother ran an old prime alky rail under the name “Rodriguez Brothers”. Pat said, ‘As I was increasing up I typically wondered how I would ever meet someone to marry, since all that our loved ones ever did was go to the drags. Then one particular day Richard came along and met me at the Winternationals.’ Nicely the rest is history. For Pat soon after Richard’s death there are just too several memories attached to all the memorabilia, race vehicles and hot rods in their storage—she would like to sell “The Black Widow” to some deserving hot rodder. Terms of sale: 5,000.00. Please speak to Don Burdge at DreamRodLocator or contact him at 619.804.8033. You need to contact me just before Leno does! We have hundreds of extra photos and a number of 50’s and present magazine articles obtainable to seriously interested purchasers.

Acquire THIS PRINT – rockabillyboy72.imagekind.com

Pinup Breanna Good Guys Del Mar Nationals7

Image by christopherallisonphotography.com
Model: Breanna
www.christopherallisonphotography.com
All Images are Copyright Protected &amp Obtainable for Obtain and Licencing

“THE BLACK WIDOW” Builders: Wally Olson (1952), Bill Scott (1954) and Richard Riddell (2005) The garage find of the century! How extended have you been hot rodding vehicles–considering that the 1950’s? Several of us got started in the 50’s and 60’s. (For you genuine old birds out there that don’t forget hot rodding “T” roadsters with Roto-Faze ignitions, Ruxtell 2-speed rear axles, Riley 2-port heads and Laurel lowering kits, nicely what can we say you’re a generation prior to us and we take our hats off to you ‘original’ hot rodders.) BUT for all of us “The Black Widow” is a critical piece of 1950’s hot rodding annals and a benchmark for the sector! In an report in Hot Rod Deluxe, July 2008 entitled, “Tangled Web” the complete-story of Richard Riddell’s quest to restore the original Black Widow had its public debut. Hot Rod Deluxe reported the car’s winning the 2008 Grand National Roadster Show which was a dream come correct, taking “Best Early Altered T Roadster”. (See also Rod and Custom, June 2008.) It was also a contender for the Bruce Meyer award at the ‘Grand Nats.’ Why do guys like Richard Riddell (and the rest of us) devote years (3400 hours in Richard’s case) restoring a vehicle we discovered in a barn? Answer: ‘For the really like of the sport!’ All of us bear in mind some other automobiles with equivalent names, for instance the ‘Black Widow’ Monogram model vehicle (“1/24 scale model/Ford ‘T’ Pickup Rod/removable top” by Mattel top quality hobby kits). Also, we bear in mind Common Motors/Chevrolet coming out in 1957 with their very first racing version Chevy referred to as “The Black Widow.” But predating both of these historic cars is the “The Black Widow” constructed by Wally Olson to support keep his kids out of problems in 1952 and 1st débuted in Hot Rod magazine, September 1954 in an report entitled, “Lil’ Beau T”, which study, “Wally Olson, Fresno, California, automotive machinist, is the fortunate owner and builder. Duane Taylor was referred to as in for the body operate.” It added as to why he constructed the car, “What with so significantly present upheaval in the teen-age ranks, Wally figured that a certain-fire way to get rid of these free of charge-time, practically nothing-to-do troubles would be to interest them (his 9 and 12 year old sons) in a rod. So far the concept has worked like a charm.” In time the family moved on to other projects and Bill Scott purchased the vehicle and redid it with fenders, headlights and all the stuff to make it ‘street legal’—as we used to get in touch with it! The first documentation of the automobile being named “Black Widow” is found in the magazine Rodding and Re-styling, August 1957 problem. That report reported Bill Scott’s adjustments to Wally Olson’s auto, “The front end was revised to incorporate a tubular axle and tube shocks. The new owners also equipped the auto with a new power plant. The original mill is a ’41 Merc bored out .100 inch over stock, ported and relieved…includes 8.five-to-1 Offenhauser heads, a Weber complete-race cam, and an Evans 3-caberator manifold.” [Note: The several engines that have been housed in this automobile later varied see final Merc build information beneath.] Do not you enjoy the sound of that “ported and relieved” and “full-race cam”—when’s the final time you employed these terms? By the time the 1959 Hot Rod Annual was published the auto-title stuck for all time “The Black Widow.” Riddell’s 2-Year Renovation! According to long time race car builder Richard Riddell’s log he states, “Sometime in 1955 Wally sold his roadster to Bill Scott. Bill once more called on Duane Taylor to turn the automobile into a bonified street rod. With the extra of windshield, head lights, tail lings, and fenders it was ultimately capable to jump into his little Hot Rod and go crusin’. The pin stripping was done by none other than Dean Jefferies with the familiar cobweb and spider on the turtle deck.” He reports that the car’s first win was “…a 5 foot trophy at the Sacramento AutoRama in 1957 for ‘Best Roadster’. Yes, Bill’s car was having the time of its life getting 1 of the greatest seeking early California street roadsters of all time.” Richard states, “Bill Scott died around 1987…for several years the vehicle languished…getting worse and worse…as is so frequently the case for old Hot Rods.” The garage find in 2005 notes, “At a glance the roadster didn’t look that poor.” But the Naugahyde and carpet had been shot, fenders, original wheels and hub caps to name a couple of difficulties for the yet to begin restoration. Riddell notes, “Under a somewhat decent physique and paint job lurked a mess that went beyond your worst nightmare.” He adds, “I began questioning how I could salvage this tiny beauty in the rough. Not that many individuals have restored an old Hot Rod but, those who have know what I’m speaking about. It’s a lot tougher than constructing a rod from scratch. But the roadster was begging to be restored and I’m glad that I was chosen to do it.”and#9472Richard died shortly soon after finishing the project but happily he was in a position to see “The Black Widow” win the ‘Grand Nats’ and have a feature center-spread report in Hot Rod Deluxe. Here are a couple of of the Riddell-engineered refinements to this original vehicle. and#61692 Recessed pockets had to be built in the frame rails to accept the front motor mounts which double as water pumps. and#61692 New front radius rods had been built out of heavy wall chrome-moly tubing. The original ones have been so poorly created that they were unsafe. and#61692 The right master cylinder banjo fitting was not available so, he fabricated a new a single from scratch. and#61692 The tooling mandral had to be CNC machined to facilitate metal spinning new brass tail pipe finish bells. Hey would you agree? Hot rodding is an art form and some Hot Rod Artists have mastered the craft and Richard Riddell is one of them!!! Reconstruction points of interest: and#61656 Original steel physique and doors welded shut and#61656 ‘42 Merc 274 c.i flathead (existing engine) and#61656 ’39 Lincoln-Zephyr tranny and#61656 ’34 Ford rear with Halibrand quick-adjust center and enclosed drive shaft and#61656 ’39 Ford hydraulic brakes all around and wide “5” 16-iunch wheels and caps and#61656 ’37 Ford tube axle and#61656 Engine by RPM Machine and#61656 Chrome by Ace Plating and#61656 Frame carried out by Capps Powder Coat and#61656 Body/paint by Showtime Customs and#61656 Upholstery by Brents Why is the auto being sold? To quote his wife Pat, “Unfortunately, Richard passed away on March 18, 2008 and will not get to take pleasure in seeing the new owner drive away with a piece of automotive history.” Richard’s loyal wife Pat grew up around racing since she was 9 years old. Her maiden name was Rodriguez. If you grew up at Lion’s Dragstrip, as she did, you could keep in mind her father’s rail? He and his brother ran an old top alky rail under the name “Rodriguez Brothers”. Pat stated, ‘As I was increasing up I typically wondered how I would ever meet someone to marry, considering that all that our family ever did was go to the drags. Then one particular day Richard came along and met me at the Winternationals.’ Well the rest is history. For Pat following Richard’s death there are just as well several memories attached to all the memorabilia, race vehicles and hot rods in their storage—she would like to sell “The Black Widow” to some deserving hot rodder. Terms of sale: 5,000.00. Please speak to Don Burdge at DreamRodLocator or contact him at 619.804.8033. You must contact me before Leno does! We have hundreds of extra pictures and numerous 50’s and present magazine articles obtainable to seriously interested purchasers.

Pinup Stefanina Excellent Guys Del Mar Nationals – Sunday12

Image by christopherallisonphotography.com
Christopher Allison Photography
619-368-2202

Pinup Model Stefanina

ALL Images ARE COPYRIGHT PROTECTED &amp Offered FOR Acquire OR LICENCING

www.christopherallisonphotography.com

Acquire THIS PRINT – rockabillyboy72.imagekind.com

“THE BLACK WIDOW” Builders: Wally Olson (1952), Bill Scott (1954) and Richard Riddell (2005) The garage uncover of the century! How extended have you been hot rodding automobiles–given that the 1950’s? A lot of of us got started in the 50’s and 60’s. (For you actual old birds out there that don’t forget hot rodding “T” roadsters with Roto-Faze ignitions, Ruxtell two-speed rear axles, Riley 2-port heads and Laurel lowering kits, well what can we say you’re a generation just before us and we take our hats off to you ‘original’ hot rodders.) BUT for all of us “The Black Widow” is a critical piece of 1950’s hot rodding annals and a benchmark for the business! In an post in Hot Rod Deluxe, July 2008 entitled, “Tangled Web” the full-story of Richard Riddell’s quest to restore the original Black Widow had its public debut. Hot Rod Deluxe reported the car’s winning the 2008 Grand National Roadster Show which was a dream come accurate, taking “Best Early Altered T Roadster”. (See also Rod and Custom, June 2008.) It was also a contender for the Bruce Meyer award at the ‘Grand Nats.’ Why do guys like Richard Riddell (and the rest of us) invest years (3400 hours in Richard’s case) restoring a automobile we found in a barn? Answer: ‘For the love of the sport!’ All of us don’t forget some other automobiles with equivalent names, for instance the ‘Black Widow’ Monogram model automobile (“1/24 scale model/Ford ‘T’ Pickup Rod/removable top” by Mattel top quality hobby kits). Also, we don’t forget Common Motors/Chevrolet coming out in 1957 with their initial racing version Chevy named “The Black Widow.” But predating both of these historic automobiles is the “The Black Widow” constructed by Wally Olson to assist keep his little ones out of trouble in 1952 and 1st débuted in Hot Rod magazine, September 1954 in an article entitled, “Lil’ Beau T”, which study, “Wally Olson, Fresno, California, automotive machinist, is the fortunate owner and builder. Duane Taylor was called in for the physique perform.” It added as to why he built the automobile, “What with so a lot current upheaval in the teen-age ranks, Wally figured that a positive-fire way to remove those free of charge-time, nothing at all-to-do troubles would be to interest them (his 9 and 12 year old sons) in a rod. So far the concept has worked like a charm.” In time the household moved on to other projects and Bill Scott bought the vehicle and redid it with fenders, headlights and all the stuff to make it ‘street legal’—as we utilized to call it! The initial documentation of the car getting known as “Black Widow” is discovered in the magazine Rodding and Re-styling, August 1957 situation. That write-up reported Bill Scott’s changes to Wally Olson’s auto, “The front finish was revised to incorporate a tubular axle and tube shocks. The new owners also equipped the automobile with a new power plant. The original mill is a ’41 Merc bored out .one hundred inch over stock, ported and relieved…includes eight.five-to-1 Offenhauser heads, a Weber full-race cam, and an Evans three-caberator manifold.” [Note: The several engines that were housed in this vehicle later varied see final Merc create particulars beneath.] Do not you enjoy the sound of that “ported and relieved” and “full-race cam”—when’s the final time you employed those terms? By the time the 1959 Hot Rod Annual was published the auto-title stuck for all time “The Black Widow.” Riddell’s two-Year Renovation! According to extended time race car builder Richard Riddell’s log he states, “Sometime in 1955 Wally sold his roadster to Bill Scott. Bill once again referred to as on Duane Taylor to turn the auto into a bonified street rod. With the further of windshield, head lights, tail lings, and fenders it was ultimately in a position to jump into his tiny Hot Rod and go crusin’. The pin stripping was done by none other than Dean Jefferies with the familiar cobweb and spider on the turtle deck.” He reports that the car’s 1st win was “…a five foot trophy at the Sacramento AutoRama in 1957 for ‘Best Roadster’. Yes, Bill’s automobile was having the time of its life getting a single of the very best seeking early California street roadsters of all time.” Richard states, “Bill Scott died around 1987…for numerous years the vehicle languished…getting worse and worse…as is so usually the case for old Hot Rods.” The garage discover in 2005 notes, “At a glance the roadster didn’t appear that poor.” But the Naugahyde and carpet had been shot, fenders, original wheels and hub caps to name a few problems for the but to commence restoration. Riddell notes, “Under a somewhat decent body and paint job lurked a mess that went beyond your worst nightmare.” He adds, “I started questioning how I could salvage this little beauty in the rough. Not that several folks have restored an old Hot Rod but, those who have know what I’m talking about. It’s considerably harder than developing a rod from scratch. But the roadster was begging to be restored and I’m glad that I was chosen to do it.”and#9472Richard died shortly following finishing the project but happily he was able to see “The Black Widow” win the ‘Grand Nats’ and have a feature center-spread write-up in Hot Rod Deluxe. Right here are a couple of of the Riddell-engineered refinements to this original automobile. and#61692 Recessed pockets had to be constructed in the frame rails to accept the front motor mounts which double as water pumps. and#61692 New front radius rods had been constructed out of heavy wall chrome-moly tubing. The original ones have been so poorly produced that they had been unsafe. and#61692 The appropriate master cylinder banjo fitting was not obtainable so, he fabricated a new a single from scratch. and#61692 The tooling mandral had to be CNC machined to facilitate metal spinning new brass tail pipe finish bells. Hey would you agree? Hot rodding is an art type and some Hot Rod Artists have mastered the craft and Richard Riddell is one of them!!! Reconstruction points of interest: and#61656 Original steel body and doors welded shut and#61656 ‘42 Merc 274 c.i flathead (existing engine) and#61656 ’39 Lincoln-Zephyr tranny and#61656 ’34 Ford rear with Halibrand quick-alter center and enclosed drive shaft and#61656 ’39 Ford hydraulic brakes all about and wide “5” 16-iunch wheels and caps and#61656 ’37 Ford tube axle and#61656 Engine by RPM Machine and#61656 Chrome by Ace Plating and#61656 Frame done by Capps Powder Coat and#61656 Body/paint by Showtime Customs and#61656 Upholstery by Brents Why is the vehicle becoming sold? To quote his wife Pat, “Unfortunately, Richard passed away on March 18, 2008 and will not get to get pleasure from seeing the new owner drive away with a piece of automotive history.” Richard’s loyal wife Pat grew up about racing considering that she was 9 years old. Her maiden name was Rodriguez. If you grew up at Lion’s Dragstrip, as she did, you may possibly keep in mind her father’s rail? He and his brother ran an old prime alky rail under the name “Rodriguez Brothers”. Pat mentioned, ‘As I was increasing up I usually wondered how I would ever meet someone to marry, considering that all that our family ever did was go to the drags. Then 1 day Richard came along and met me at the Winternationals.’ Effectively the rest is history. For Pat right after Richard’s death there are just as well many memories attached to all the memorabilia, race vehicles and hot rods in their storage—she would like to sell “The Black Widow” to some deserving hot rodder. Terms of sale: 5,000.00. Please speak to Don Burdge at DreamRodLocator or call him at 619.804.8033. You must contact me prior to Leno does! We have hundreds of added images and several 50’s and current magazine articles offered to seriously interested buyers.

Buy THIS PRINT – rockabillyboy72.imagekind.com

Cool Precision Engineering Services photos

Cool Precision Engineering Services photos

Klarm Prototyping

Check out these precision engineering solutions images:

Marking Out Scribers

Image by tudedude
Utilized for scribing lines on metal – the lower of the 3 is a Dental Choose that has been pressed into service.

2ID Living Insignia – Historic Photo – 21 May 2009 – US Army Korea – Second Infantry Division

Image by U.S. Army Korea (Historical Image Archive)
imcom.korea.army.mil

2nd ID Warriors form ‘living insignia’ for 2nd time in division history

By Master Sgt. Michael Pintagro
2nd Infantry Division Public Affairs

Around 5,000 Warriors from the 2nd Infantry Division created a human version of the division’s distinctive Indianhead patch for only the second time in an organizational history dating from Globe War I Thursday morning (May possibly 21) at Indianhead Stage Field on Camp Casey, Korea.

A steady drizzle that persisted throughout the occasion may have dampened the Warriors’ wet climate gear and dress uniforms but it didn’t dampen the Soldiers’ resolve to take part in an historic event.

Organizers placed the initial human elements of the division patch around six a.m. and continued to develop the insignia throughout the early morning, adding Warriors to the huge formation as they marched onto the field as firms, platoons and detachments. Various dress uniforms replicated the insignia color scheme.

The insignia was constructed from the middle out, with the most intricate portions of the pattern established initial and the masses of Soldiers replicating the exterior placed final.

The division’s commanding basic, command sergeant key and senior staff stood at the base of the insignia. About 9:25 the assembled Warriors looked up and a tiny army of division photographers – several mounted 35 feet high in mechanical “cherry pickers” – commenced snapping shots.

Maj. Gen. John W. Morgan III, the commanding basic, addressed his Soldiers following the second-of-its sort “photo op” in division history.

“Great job,” he told them. “You are component of history and part of the great 2nd Infantry Division. I’m proud of every and each and every one particular of you. Thank you for your service to the nation and to this wonderful division.”

Warriors of all ranks, roles and career fields from organizations and installations across the division’s footprint in Korea joined their leaders in the “patch.”

According to 2nd Lt. Michael Nuclo, the division engineer operations officer and a essential event organizer, leaders created a conscious effort to include all division units and ranks. “We’ll have Soldiers from every important division hub,” he said ahead of the occasion. “They’re coming from (camps) Hovey, Casey, Camp Red Cloud, Humphrey and K-16.”

Participants expressed enthusiasm for the opportunity to play a unique function in division history.

“When I very first got to Korea they took us to the 2nd ID Museum and showed us the original patch image and mentioned if we had been right here lengthy adequate we might get a likelihood to recreate it,” stated Pfc. Isaac Buckman of Company F, 333rd Target Acquisition Battery, 210th Fires Brigade. “I thought that was truly cool, and it is fantastic that I genuinely had an chance to do it.”

“This will go down in history and will always be remembered,” added Pvt. Jeremiah Heard of Battery E, 143rd Air Defense Artillery, 210th Fires Brigade. Other Soldiers, he predicted, “will really like it and they will wish they could do it just the exact same way that we did.”

Occasion organizers seemed equally inspired by their achievement and relieved it came off with out a hitch.

“This was a deliberate operation like everything else we do in this division,” said Lt. Col. Michael Anastasia, the division G-3 (operations officer) and the major figure in the planning and execution of the living insignia. “The occasion was meticulously planned and executed precisely according to that strategy.”

“Everything went extremely properly,” mentioned Lt. Col. Leroy Sharpe, the division engineer. “We knew it was going to rain and we planned for it. I’m glad it all came with each other so properly. It was an honor and privilege to be portion of history nowadays.”

“I believe it went quite well,” added Sgt. 1st Class Kyle Roberts, the NCOIC of the division engineer shop. “It feels fairly excellent to be component of an event like this that hopefully will last one more 84 years.”

The ceremony recreated an occasion carried out 84 years ago at Fort Sam Houston, Texas, which served as division headquarters for the duration of the period amongst the World Wars.

“It’s the initial time this has been accomplished considering that 1925,” said William M. Alexander, the 2nd ID museum director and division historian. Organizational pride, heritage and esprit de corps, the retired Army colonel added, motivated both “living insignia” ceremonies.

“Living insignia” formations, Alexander noted, “were broadly common during the ‘20s – that was probably the higher point of their reputation. Maj. Gen. Morgan had the vision to do this once more.”

Alexander mentioned he plans to show the new living insignia photo alongside the 1925 image in the museum foyer.

Event organizers confronted daunting engineering, mechanical and logistical challenges. Conducting a five,000-Soldier formation, with all its inherent transportation and scheduling troubles, represents a significant feat in itself. Occasion and unit leaders worked tirelessly to ensure consistency in uniform and precision in placement.

Division engineers faced a particularly daunting task: determining and implementing the appropriate configuration and dimensions. This required engineers to establish models projecting the most likely appearance of the Soldiers from a vantage point 35 feet higher and to the front of the formation, and arranging five,000 Warriors in accordance with that vision.

“We utilized computer models – there are mathematical equations we employed primarily based on the patch design and adjusting for the slope of the angle from 35 feet,” Nuclo mentioned.
“For all our technological positive aspects I’m not certain what we did was a lot distinct from what they did in 1925,” he added with a smile. “That was a generation of Americans that built a lot of amazing issues.”

Organizers and observers described the present as an excellent time for the division to recreate the insignia.

“Service on the Korean Peninsula is so crucial a component of the division’s heritage it is only acceptable they do this on the peninsula,” Alexander said. “The division suffered the highest number and proportion of casualties for the duration of the war and its members received the highest number of awards. More than half of the division’s service has been in Korea. It’s due to that Korean War legacy Gen. Douglas MacArthur stated, ‘No division I’ve ever commanded is greater than the 2nd ID.’”

“This is a time in the history of the division when the camaraderie and esprit de corps have by no means been larger,” Anastasia stated. “In my 21 years of service I’ve never ever been portion of an organization with such a spirit of brotherhood, so this was an excellent time to take the image.”

Nuclo drew an historical parallel among the generations of Warriors pictured in the previous and present living insignia photographs.

“The older guys in that image would have served in Planet War I, and most of the younger guys would serve later in World War II,” Nuclo said of the 1925 photo. “So you had a exclusive moment when most of the participants served in one particular of the two greatest wars of their era. Now our Soldiers are either on their way from or sooner or later going to Iraq or Afghanistan – the two wars of our era.”

For a lot more information about the U.S. Army in Korea pay a visit to us on-line at imcom.korea.army.mil