Weight Loss is the one of the major concern of many women. Generally every woman harbors a deep desire to look slim, attractive and vivacious. Due to today’s hectic and stressful lifestyle, modern woman find it very difficult to focus on their health and fitness. There are pressures of fulfilling various family responsibilities and to cater to the needs of a demanding career. In such a scenario, a lot of women very easily get the excuse to stop paying attention to their body needs. Moreover, women have fragile and relatively complex biological composition which makes more vulnerable to gain weight.
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Steven F. Udvar-Hazy Center: Boeing 367-80 (prototype 707, first jet airliner), and De Havilland Canada DHC-1A Chipmunk Pennzoil Special
Image by Chris Devers Quoting Smithsonian National Air and Space Museum | De Havilland-Canada DHC-1A Chipmunk, Pennzoil Special: De Havilland originally designed the Chipmunk after World War II as a primary trainer to replace the venerable Tiger Moth. Among the tens of thousands of pilots who trained in or flew the Chipmunk for pleasure was veteran aerobatic and movie pilot Art Scholl. He flew his Pennzoil Special at air shows throughout the 1970s and early '80s, thrilling audiences with his skill and showmanship and proving that the design was a top-notch aerobatic aircraft. Art Scholl purchased the DHC-1A in 1968. He modified it to a single-seat airplane with a shorter wingspan and larger vertical fin and rudder, and made other changes to improve its performance. Scholl was a three-time member of the U.S. Aerobatic Team, an air racer, and a movie and television stunt pilot. At air shows, he often flew with his dog Aileron on his shoulder or taxied with him standing on the wing. Gift of the Estate of Arthur E. Scholl Manufacturer: De Havilland Canada Ltd. Pilot: Art Scholl Date: 1946 Country of Origin: United States of America Dimensions: Wingspan: 9.4 m (31 ft) Length: 7.9 m (26 ft) Height: 2.1 m (7 ft 1 in) Weight, empty: 717 kg (1,583 lb) Weight, gross: 906 kg (2,000 lb) Top speed: 265 km/h (165 mph) Engine: Lycoming GO-435, 260 hp Materials: Overall: Aluminum Monocoque Physical Description:Single-engine monoplane. Lycoming GO-435, 260 hp engine. • • • • • 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 four revolutionary new engines first took to the sky above Seattle. Built by the Boeing Aircraft Company, the 367-80, better known as the Dash 80, would come to revolutionize commercial air transportation when its developed 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 creating 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 buy it once the aircraft had flown and proven itself. As Boeing had done with the B-17, it risked the company on one roll of the dice and won. Boeing engineers had initially based the jet transport on studies of improved designs 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 security reasons, Boeing decided to let the jet project be known as the 367-80. Work proceeded quickly after the formal start of the project on May 20, 1952. The 367-80 mated a large cabin based on the dimensions of the C-97 with the 35-degree swept-wing design based on the wings of the B-47 and B-52 but considerably stiffer and incorporating a pronounced dihedral. The wings were mounted low on the fuselage and incorporated high-speed and low-speed ailerons as well as a sophisticated flap and spoiler system. Four Pratt & Whitney JT3 turbojet engines, each producing 10,000 pounds of thrust, were mounted on struts beneath the wings. Upon the Dash 80's first 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 faster than the de Havilland Comet and significantly larger, the new Boeing had a maximum range of more than 3,500 miles. As hoped, the Air Force bought 29 examples of the design as a tanker/transport after they convinced Boeing to widen the design by 12 inches. Satisfied, the Air Force designated it the KC-135A. A total of 732 KC-135s were built. Quickly Boeing turned its attention to selling the airline industry on this new jet transport. Clearly the industry was impressed with the capabilities of the prototype 707 but never 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 enjoy 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 "Tex" Johnston barrel-rolled the Dash 80 over 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 industry to buy this new airliner. In searching for a market, Boeing found a ready customer in Pan American Airway's president Juan Trippe. Trippe had been spending much of his time searching for a suitable jet airliner to enable his pioneering company to maintain its leadership in international air travel. Working with Boeing, Trippe overcame Boeing's resistance to widening the Dash-80 design, now known as the 707, to seat six passengers in each seat row rather than five. Trippe did so by placing 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 made four inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage developed for the 707 became the standard design for all of Boeing's subsequent narrow-body airliners. Although 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 greater range, and were 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 first domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the first regularly-scheduled transcontinental jet service in 1959. Subsequent nonstop flights between New York and San Francisco took only 5 hours - 3 hours less than by the piston-engine DC-7. The one-way fare, including a surcharge for jet service, was 5.50, or 1 round trip. The flight was almost 40 percent faster and almost 25 percent cheaper than flying by piston-engine airliners. The consequent surge of traffic demand was substantial. The 707 was originally designed for transcontinental or one-stop transatlantic range. But modified with extra fuel tanks and more efficient turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with full payload under any conditions. Boeing built 855 707s, of which 725 were bought by airlines worldwide. Having launched the Boeing Company into the commercial jet age, the Dash 80 soldiered on as a highly successful experimental aircraft. Until its retirement in 1972, the Dash 80 tested numerous advanced systems, many of which were incorporated into later generations of jet transports. At one point, the Dash 80 carried three different 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 different airfoil shapes. Numerous flap configurations were also fitted including a highly sophisticated system of "blown" flaps which redirected engine exhaust over the flaps to increase lift at low speeds. Fin height and horizontal stabilizer width was later increased and at one point, a special multiple wheel low pressure landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields. After a long and distinguished career, 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. Gift of the Boeing Company Manufacturer: Boeing Aircraft Co. Date: 1954 Country of Origin: United States of America Dimensions: Height 19' 2": Length 73' 10": Wing Span 129' 8": Weight 33,279 lbs. Physical Description: Prototype Boeing 707; yellow and brown.
Image from page 249 of "St. Nicholas [serial]" (1873)
Image by Internet Archive Book Images Identifier: stnicholasserial371dodg Title: St. Nicholas [serial] Year: 1873 (1870s) Authors: Dodge, Mary Mapes, 1830-1905 Subjects: Children's literature Publisher: [New York : Scribner & Co.] Contributing Library: Information and Library Science Library, University of North Carolina at Chapel Hill Digitizing Sponsor: University of North Carolina at Chapel Hill View Book Page: Book Viewer About This Book: Catalog Entry View All Images: All Images From Book Click here to view book online to see this illustration in context in a browseable online version of this book. Text Appearing Before Image: , AGE 10 But she scarce had gone a yard when she heard a fright-ened yelp,And a loud, victorious shout came quickly after ;In the language of the dog came a sharp request forHelp! Quickly followed by a boys delighted laughter Then the conqueror hove in sight, while far along the road A little streak of dust proclaimed the pup.Oh, you brave, courageous boy ! cried the little girl in joy,That dreadful dog most ate my dolly up ! 182 ST. NICHOLAS LEAGUE- [Dec, BASE-BALL OR FOOT-BALL BY FRITZ KORB (AGE 12) (Gold Badge) Often during fall when not yet too cold for base-ball weare sometimes at loss which we should decide to play. Myvoice and vote are always for base-ball, although when1 am asked why, I cannot always give a satisfying ex-planation. One of the reasons for my preference is the greaterdanger of injury in foot-ball, and the impossibility of get-ting together enough players evenly matched to make thegame at all interesting. In base-ball it is different. Any difference in size, age, Text Appearing After Image: A DECEMBER HEADING. BY ROBERT G1FFORD, AGE 14. (SILVER BADGE.) or weight can easily be made up by a greater degree ofquickness or agility, thus giving everybody a chance toplay. Base-ball is the more exciting game as it is always the un-expected that happens. One team may have what appearsto be a safe lead over the other, and then sometimes in thevery last inning the seemingly inferior team may suddenlycome to and tie or beat the leaders. In foot-ball, however, this is changed; the heavier teaminvariably wins, and after leading the first half it is veryseldom that an eleven is beaten, unless through an injuryto a player for whom it is impossible to obtain a goodsubstitute. Foot-ball is attended by too much exertion, and it isseldom, if ever, that an eleven goes through a full gamewith its original players, as most of them cannot continueplay either through exhaustion or because they have sus-tained.an injury. In base-ball the nine players usually play the wholegame, and the only posit Note About Images Please note that these images are extracted from scanned page images that may have been digitally enhanced for readability - coloration and appearance of these illustrations may not perfectly resemble the original work.
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