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Arc Dual
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 100 Watt HPS Dual Arc Tube Bulb Full Case  US $479.40
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 150 Watt HPS Dual Arc Tube Bulb Full Case US $299.40
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 200 Watt HPS Dual Arc Tube Bulb Full Case US $359.40
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 250 Watt HPS Dual Arc Tube Bulb Full Case US $348.00
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 400 Watt HPS Dual Arc Tube Bulb Full Case US $348.00
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 ARC Welding Machine 110/220V Dual & Auto Darkening Eagle Welding Helmet Weld New US $199.95
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 ARC Rod Welder Machine 200 AMP 110V & 220V Dual MMA Welding Tools New Soldering US $127.45
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Ramsond CT 520DY 3-in-1 Multifunction Digital Inverter Plasma Cutter + TIG Welder + ARC (MMA) Welder, Dual Voltage 110/220V Dual Frequency 50/60Hz List Price: $1,439.00 Sale Price: $739.99  |
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Ramsond introduces the 4th generation of its CT520DY. CT520DY is a 3-in-1 multifunction cutting and welding machine. It is a 50 Amp plasma cutter, a 200 Amp DC (Direct Current) TIG welder and a 200 Amp ARC/MMA stick welder. It is dual voltage 110V/220V and dual frequency 50/60 Hz. It is equipped with DIGITAL AMP DISPLAY, INTEGRATED PRESSURE GAUGE, FOOT PEDAL FUNCTION and FOLDABLE INSULATED HANDLE. It uses the most reliable high frequency V-MOSFETs by TOSHIBA along with PWM (Pulse Width Modulation Processor) which help deliver a constant, concentrated and precise current to the cutting/welding surface. Regardless of your training, you can achieve smooth, clean and uniform cuts (1 inch) and weld a wide range of surfaces and material (e.g. stainless steel, carbon steel, alloy steel, copper, brass and other conductive material) with minimal heat input and without distortion of metal. CT520DY is easy to use by the do-it-yourself user, while fully accommodating of the demands of professional operators. It has five controls; the ON/OFF switch, Amperage Control Knob, the Post Flow Knob, Function Selector and the foot pedal ON/OFF switch. It has an integrated air pressure gauge in the front panel of the unit, as well as a large digital display that conveniently displays the current (Amps) setting of the unit. Note: This is a DC (Direct Current) TIG Machine. For aluminum welding AC (Alternating Current) is recommended. Each Ramsond CT520DY comes fully equipped with all accessories: TIG Torch, Plasma Torch, ARC/MMA Electrode Clamp, Air Regulator/Filter, Argon Flow Meter, Set of Consumables for the plasma and TIG torches, and Ground Clamp. Plug is not included. It comes with a 1 year Limited Warranty (Parts and Labor). The consumables are readily available both through Ramsond and third party sellers and are reasonably priced. |
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SIMADRE 50DP Pilot Arc 50 Amps Dual Voltage 110V/220V Plasma Cutter Sale Price: $549.99 |
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***This machine is brand new and fully tested before shipping which assures that you do not receive a DOA unit, so you will find that the package has been opened for machine testing purposes. ***Affordable: In terms of the quality and performance, it is similar as other well-known cutters. But the price is much lower than those machines. ***Portable: This machine weights only 20 lbs and the box size is only 17 inches Length x 8 inches width x 16 inches height. *** This machine comes with torch and ground clamp and cable, air filter, regulator and some initial consumables. ***After all, this machine is powerful and well-equipped with same functions as other brands in the market!!! ***Package Includes: * Plasma Cutter - Inverter Unit, * 10 Ft Ground Cable & Ground Clamp, * Torch with Hose, Electrode, Nozzle, Ceramic Shield Cup and Swirl Ring, * Air Filter/Regulator, * Hose, Clamps, Mounting Bracket and * Owner Manual |
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Thermal Arc W1004403 Fabricator 252i Portable System with Dual Cart List Price: $3,839.00 Sale Price: $2,558.44 |
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Thermal Arc 252i Multi-Process Welding System with Single Cart Part # W1004402 The new Thermal Arc 252i is changing the game in welding. A new standard for portable welding equipment delivering 3-in-1 MIG, Stick and TIG capability from one integrated portable system. With excellent portability at only 66lbs in an integrated platform with an Automatic Input Voltage Selection from 208 - 230 VAC and an Operating Range of 187 - 276 VAC this machine is unmatched in the marketplace. Thermal Arc 252i Features: * PFC Power Factor Correction: Up to 40% power savings compared to conventional MIG welders. * Digital Meters: Voltage and Amperage; Preview and Hold capability. * Excellent Portability: Lightweight, less than 66 lbs. * Comprehensive Setup Chart: Weld set up guide for optimum welding performance over a wide range of materials and shielding gases. * Trigger Control: 4T (Latch) eliminates operator fatigue. * Remote Receptacle: Enables connection of remote control devices and Spool Gun. * Quick Change Polarity: Simple quick change polarity (no tools required) from the front of the power source. * Overload Protection: Shuts down the power source to protect the internal electrical components from overheating. * IP23S: Suitable for outdoor use. * Advanced Features: Includes Pre & Post Flow, Down Slope, Hot Start, Spot, Stitch, Burn Back, Wire Sharp, Arc Hour Runtime Run-In Speed. |
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REELCRAFT T-2464-0 #1~2/0 x 150~200ft, 300 AMP, Arc Weld, Dual Stacked Without Cable Sale Price: $1,076.99 |
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Dual Stacked Welding Cable ReelSeries CEA and WC are designed to increase the safety in the work area with a resulting increase in efficiency and productivity. Welding cable reels store work lead or electrode lead, up to #2/0, safely and effectively when not in use. They have a continuous current path through a live 400 AMP, 90VDC (maximum) rated enclosed slip ring. Welding cable not included on all Series CEA and WC models.Safe-T-Reels are ideal for applications where space, weight and flexibility are key. These reels are designed for manual winding of welding cables. Versatile in function, select configurations to suit specific needs. Safe-T-Reels offer trouble-free management of large capacities of cable. Suitable for outdoor use. ? Steel Mills & Foundries ? Metal Working and fabrication ? Auto / Truck Service ? Power Generation and transmission ? Agricultural ? Railroads ? Mining (above ground) This item is a . Quick Ship Reels usually ship in 1-2 business days. |
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Thermal Dynamics Cutmaster True Series 39 Dual Voltage Plasma Arc Cutting System List Price: $2,120.83 Sale Price: $1,500.99 |
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Operates on standard 120V or 230V currentInverter technology Lightweight and portable Cuts mild steel, stainless steel, aluminum, copper and brass Drag tip torch system The Cutmaster 39 portable plasma arc cutting system accepts standard 120V or 230V input power and automatically switches to link up with the available input power. This state-of-the-art inverter powered system is designed to stand up to the toughest environments and to provide precise, reliable cutting power. The pilot arc/drag torch system allows you to cut rusted, painted or coated surfaces and lets you cut grates, chain link and expanded metal without restarting the torch. The portable Cutmaster 39, with its rugged roll bar construction is perfect for the jobsite, farm, fleet or light industrial use. Long consumable life/low cost per cut. Auto pilot restart. Built-in adjustable air regulator. ATC Torch quick disconnect. Automatic voltage selection. |
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Dual Arc Mig Welder Welding Soldering 55-90 AMP Sale Price: $139.99 |
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0.01" Welder Tip, Welding Face Shield, Wire Brush/Hammer combination are included. |
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LTP5000D LOTOS 50A Pilot Arc IGBT Plasma Cutter Dual Voltage 110/220VAC 1/2" clean Cut with CNC auto cutting feature added. Sale Price: $499.00 |
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Lotos Technology is proud to offer an extensive selection of industrial plasma cutting machine, LTP5000D. Lotos LTP5000D is designed and constructed to withstand extensive use in rugged industrial and construction environments. It is perfect for any home project too. Lotos LTP5000D is a 50A dual voltage 110/220vac Digital Inverter Pilot Arc Plasma Cutter (50A). You can see a hand held cutting demonstration of the product here: http://www.youtube.com/watch?v=XRw5wltOaI0 For aluminum cutting http://www.youtube.com/user/lotosteck?feature=mhum#p/a/u/1/_wHtPuu63ZY For CNC cutting, please watch video via http://youtu.be/nciPtYs6mV4 What is the difference between the Lotos LTP5000D and the Lotos LT5000D (or Cut50D)? The Lotos LTP5000D uses the IGBT technology which is more reliable and robust than Mosfet technology present in the LT5000D. Also, the LTP5000D is a pilot arc plasma cutter which is a good feature for customers who need to cut rusty material (In a pilot arc torch, when you press the trigger of the torch, the machine will automatically strike an arc, you don't need to remove the rust before cutting. For contact arc cutters, like the LT5000D, all the rust must be cleaned off in order to cut the rusty material. In addition, in cases where the torch cannot touch the metal, such as the corner piece of a metal frame, you will need to use a pilot arc cutter as a contact arc (asthe name implies) requires contact. 90% of all our business customers have purchased the LTP5000D over the LT5000D. |
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Thermal Arc Fabricator 252i MIG/Stick/TIG Welder w/Dual Cart W1004403 |
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Thermal Arc(r) Fabricator(r) 252i MIG/Stick/TIG Welder w/Dual Cart W1004403 The Thermal Arc(r) Fabricator(r) 252i Dual Cart package comes complete with Spoolgun and TIG torch. Fabricator(r) 252i is a MIG welder, Stick welder and TIG welder in one. With 250 amps of MIG and TIG welding output and 230 amps of Stick welding output, the 252i is a truly portable, truly industrial multi-process welder. Processes MIG (GMAW) Flux Cored (FCAW) DC Lift TIG (GTAW) STICK (SMAW) Applications Light Industrial Manufacturing Mechanical Contractors On-Site & Portable Welding Applications Automotive Repairs & Customization Farms & Ranches Training Institutions Maintenance & Repairs Features Three Process Ready Out Of The Box: MIG (GMAW/FCAW), STICK (SMAW), TIG (GTAW). Comes complete with MIG gun, Spoolgun, TIG torch and Stick electrode holder. MIG: Infinite Voltage Control with optimized |
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ArcOne X540D Xtreme Auto-Darkening Filter 5-1/4-Inch x 4-1/2-Inch x .267-Inch Vertical Dual Shades List Price: $189.99 Sale Price: $169.82 |
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If you are looking to get in shape fast then guys this article is just for you. I have included 2 very hard hitting exercises for you to implement that are designed to get you in shape fast! Take the time to read and learn these and I promise you won't be disappointed.
1. The Double Arm Kettlebell Swing: By now you may be familiar with the ancient kettlebell and know that this is an ancient strength and conditioning device that has been around for over three centuries and has forged some of the world's greatest bodies! There is no mistaken what this device is because it basically resembles a cannonball with a handle attached to it. The base lift that you can perform with the kettlebell is known as the double arm swing. Even though there are hundreds of other lifts that can be executed with this device this is the more base lift. To perform the swing you have to pick the bell up with both arms. Stand with your feet at about shoulder width distance. From here you must perform a technique known as the hip snap. This is done by you constantly and fluently flexing and extending at both your hips and knees in order to create the necessary momentum to swing the bell back and forth in an arc like motion. This single exercise incorporates hundreds of your muscles at once is a lot more exerting than it appears. No doubt this is a winner if you are looking to lose weight and get in shape fast!
2. Dual Kettlebell Suitcase Deadlifts: This is another hard hitting exercise that should be a part of any get in shape workout plan. For you guys that are serious you have to include this lift into your training arsenal. For this drill you will need the availability of a pair of moderately heavy kettlebells of equal weight. Stand with your feet at shoulder width distance again. Set both bells on the ground outside your feet on each side of your body. From here simply squat and reach down to pick both kettlebells up off of the ground keeping them by your side. Lock out both your hips and knees at the top of the lift. Pick them up and set them back down for each repetition. This is another winner for a workout routine to get you in shape. If you haven't included the kettlebell into your training program then you are missing out. Remember that anyone can train hard, but only the best train smart!
To learn more about how to utilize your body, Kettlebells, and to achieve Mind Blowing fitness get your copy of My "Better Than Steroids Ebook" by clicking here: http://www.betterthansteroidsebook.com
You will become one of my Free Elite Members if you make your "Better Than Steroids" purchase, but to just become one of my Elite Members and receive my free Newsletter just go to http://www.efandps.com/www.efandps.com/Brandons_Members_Newsletter.html.
The Boeing 717
I
Tracing its lineage to the DC-9, the MD-80, and the MD-90, the Boeing 717, which had inceptionally been designated the MD-95, had been the last purely-McDonnell-Douglas aircraft and the first and only to have been transferred to Boeing for continued production.
Conceived as an advanced, low-wing, 100-passenger airliner with two aft-mounted, high bypass ratio turbofans and a t-tail most closely based on the MD-90, its immediate predecessor, the design, intended for high-frequency, short- to medium-range routes, had nevertheless inherently incorporated the 40-year development history of its earlier-generation family. Having carried the three manufacturer names of Douglas, McDonnell-Douglas, and Boeing, the basic airframe had featured three wingspans; three powerplant cores—of the Pratt and Whitney JT8D, the International Aero Engine V2500, and the BMW Rolls Royce BR715; a vast range of thrust capabilities, from 12,000 to 25,000 pounds; four basic designations—of DC-9, MD-80, MD-90, and MD-95/717; passenger capacities varying between 90 and 180 in single-class arrangements; and eight fuselage lengths, as the DC-9-10, the DC-9-30, the DC-9-40, the DC-9-50, the MD-80, the MD-87, the MD-90, and the 717.
Intended as a next-generation DC-9-30 replacement, numerically the most popular DC-9 version with 662 having been sold, the originally-designated MD-95 features a 124-foot overall length, which is 1.7 feet shorter than that of the DC-9-40, permitting a 106-passenger complement in a four-abreast, two-two, first class cabin at a 36-inch seat pitch and a five-abreast, two-three, economy cabin at a 32-inch seat pitch. One hundred seventeen can alternatively be accommodated in a single-class, five-abreast configuration. Two underfloor holds facilitate baggage, cargo, and mail storage.
The state-of-the-art, two-person cockpit is equipped with six interchangeable liquid crystal display (LCD) units, an electronic instrument system (EIS), a dual flight management system (FMS), a control fault display system (CFDS), and an advanced Honeywell VIA 2000 computer, and is capable of category IIIA landings, with provision for lower-minimum IIIB operations.
Its all-metal, two-spar wing, like that of previous DC-9s, MD-80s, and MD-90s, features full-span, dual-position, five-section leading edge slats; two-section spoilers; three-section, double-slotted, trailing edge flaps; and manually-actuated, cable-connected ailerons differentially operated in flight for banking and roll control. The wings, with a 93.4-foot span, are sweptback 24 degrees for a maximum Mach 0.82 speed.
The t-tail, positioned well above the engines, eliminates engine thrust interference with its horizontal surfaces, whose elevators are cable-connected and manually operated, while the vertical stabilizer’s rudder is hydraulically-deflected with fly-by-wire trimming. The MD-95/717’s tail surfaces employ thicker skins than those of either the preceding MD-80 or MD-90.
Powered by two aft-mounted, BMW Rolls Royce BR715-A1-30 high bypass ratio turbofans, each rated at 18,500 pounds of thrust, the aircraft, completely free of engine installation on its wings, generates maximum wing lift for optimum performance. Based upon the single-core BR700, the BR715 features a two-stage, high-pressure turbine; a 58-inch fan chamber; single crystal turbine fan blades; the largest combined blade and disk (blisk) ever employed by a commercial powerplant; and is thrust-reverser equipped. The 19-foot-long, 6,155-pound engine, the third basic type to have powered the DC-9 family, had first run on April 28, 1997, almost attaining 26,000 pounds of thrust at this time. It is the MD-95’s sole powerplant.
The aircraft sits on a dual-wheeled, hydraulically actuated tricycle undercarriage.
Launch order for the initially-designated MD-95-30, comprised of 50 firm orders and 50 options, had been placed on October 19, 1995 by ValuJet, a DC-9 and MD-80 operator, and the prototype, a former Eastern Airlines DC-9-30 modified to MD-95 standard and registered N717XA, had been rolled out three years later, on June 10, 1998, first taking to the skies on September 2. The aircraft, reflecting Boeing’s prior-year acquisition of McDonnell-Douglas and its 7-dash-7 number scheme, had been redesignated “717,” nomenclature shared by Boeing’s own KC-135A Stratotanker, the military derivative of the 707.
The first production aircraft, registered N717XD, had first rolled out on January 23, 1999, and the type had received its joint FAA and JAA certification nine months later, on September 1, after a 2,000-hour flight test program entailing 1,900 individual sorties and five airframes.
The first aircraft, N942AT, had been delivered to newly branded AirTran Airways, hitherto a 737 operator, which ValuJet had intermittently acquired, on September 23, and had been inaugurated into service the following month on the Atlanta-Washington route.
The 717-200, the initial and only version, had been offered with both basic and high gross weight options. The former, at 110,000 pounds, features a 1,430-nautical mile range with a 24,609 US gallon fuel capacity, while the latter, at 121,000 pounds, features a 2,060-nautical mile range with a 29,500 US gallon fuel capacity, but reduces the underfloor space because of the additional tankage and requires the upgraded, 21,0000 thrust-pound BR715-C1-30 engine.
The aircraft’s maximum certified altitude is 37,000 feet.
II
A triangular, tri-sector flight with AirTran Airways, from New York/La Guardia to Akron, Ohio; Atlanta, Georgia; and back to New York, is indicative of the mission for which the 717 had been designed.
Following a brigade of Canadair and Embraer “mini-jets,” but mirrored by the long-fuselaged “big brother” American MD-82 and the identical, Atlanta-bound AirTran 717-200 immediately ahead of it, the 717, operating as Flight 202 and registered N926AT, crossed the arrivals runway, 4-22, before maneuvering on to the departure strip, Runway 13. Lightly loaded, with only some 20 passengers on board, the twin-engined, t-tailed aircraft lifted its main wheels off the concrete and trimmed itself into a steep, initial climb angle, tucking in its tricycle undercarriage in the 55-degree, spring-like air.
Surmounting the house geometries of Queens and closing the gap to the opaque, tracing paper-thin cloud film, Flight 202 banked left abreast of the Throgs Neck Bridge over the deep blue of Flushing Bay. Throttling back to climb power, it banked further left.
Manhattan Island, appearing beyond the left wing tip in miniature form and seeming to float between the Hudson and East Rivers, triumphantly projected its tall, needle-thin buildings to and through the low, ground-hovering mist like victorious bastions of man’s architectural war. Beyond the Verrazano-Narrows Bridge, gateway to the Atlantic, the sun metamorphosed the water into a copper glass reflection.
Now assuming a shallow, barely perceptible ascent angle, the 717, the ultimate evolution of the DC-9, crossed the eastern fringes of the Allegheny Mountains, which appeared like black, charcoal-sketched waves 35,000 feet below.
Aided by the barely-raised, upper wing surface speed brake panels, the twin-engined aircraft initiated a shallow descent some 40 minutes later beneath dirty white and gray, January-indicative cloud strata toward the farm patterns of eastern Ohio, thudding through light chop.
The perpendicular runways of the Akron-Canton Airport moved into view ahead and to the left. Extending its leading edge slats, which produced significant drag, Flight 202 completed its undercarriage and trailing edge flap sequencing, arcing into a final, approach-course left bank. Skimming the bare, brown tree-bordered farm patches at drag-counteractive engine settings, the 717-200 flared beyond the runway’s threshold and sideslipped into abrupt, crosswind contact.
Taxiing past the circular, brick Akron-Canton Terminal, into which four United Express, US Airways Express, and Delta Connection ERJ-135s and CRJ-200s had been nosed, the aircraft, the largest on the ramp, starved its aft-mounted engines of fuel, which spooled down into silence, replaced by the ringing of the jetbridge extending toward the forward, left passenger door.
Pushed back from the gate at 1215, the AirTran 717, now operating nonstop to Atlanta as Flight 202, initiated its unobstructed taxi at the Akron-Canton regional airport and received immediate take off clearance on Runway 19. Disengaging itself from the ground, the aircraft, with a considerable passenger complement, retracted its undercarriage with a light thud and climbed out over Ohio’s patchwork quilt of farmland, which later yielded to soft hills. With altitude, these were altogether reduced to indistinguishable obscurity.
Emerging from white, encasing cloud over the green corrugated topography of West Virginia and Kentucky at 37,000 feet, the twin-engined, t-tailed jetliner paralleled the line of cottony nimbus which had tied itself together along the eastern seaboard.
The chocolate brown ridges of the Great Smoky Mountains of North Carolina crested like solid waves which had petrified at their peaks and had failed to descend back into the sea.
The upper wing surface speed brakes induced the 717 into a rapid descent over Georgia toward swollen, white cumulous snow banks, its bullet nose boring through the engulfing obscurity like a penetrative missile. Banking on its longitudinal axis, it initiated a series of arrival aircraft spacing s-turns, lurched by the cloud-associated air upset, while throttle-jockeying resulted in a series of periodic airspeed oscillations: as the airspeed peeled off, the engines were significantly spooled up, followed by a frequency of velocity deterioration, before the process had been repeated.
The aircraft emerged from the cloud islands over Georgia’s green and brown ground blanket. The skyscrapers of Atlanta, although still in miniature form, loomed into view off the left wing.
Extending its tricycle undercarriage into the slipstream and increasing its wings’ upper surface camber and area to their maximums with full, trailing edge flap travel, the 717 made a final left bank toward Runway 28 in the pure-blue, 68-degree skies dotted with suspended fluffs of cotton candy. Paralleled, on the left, by a Delta 757-200 and an ASA CRJ-100 approaching Runways 27-Left and –Right, the t-tailed pure-jet crossed the threshold, spooling down its engines for a final time, which profiled it for a flare, and crouched onto the concrete with its main landing gear “hind legs,” which absorbed the contact with minimal protest.
The return flight, operating nonstop, had occurred later than evening.
An onslaught of light pinpoints, representing final approaches to Atlanta’s Hartsfield-Jackson International Airport on that dark January evening, seemed to vie, in competitive speed, for Runways 27-Left and –Right, toward which the AirTran 717-200, operating as Flight 343 from Gate C-12 to New York-La Guardia, currently taxied. Turning on to the threshold of the right of the two parallel strips, it throttled into an engine-pinnacling acceleration roll and, seesawed into a nose-high angle by its horizontal stabilizers, generated sufficient lift to disengage itself from Georgia soil and plunge into engulfing, low-lying cloud.
Retracting its undercarriage, it shed itself of the obscurity. Thin, horizontal strata of mist rendered the orange ground lights an ethereal blur, a muted, only partially successful attempt to penetrate the veil from the "other side.”
Separating itself from civilization, the twin-jet settled into its autonomous, 35,000-foot plateau, from which it could view, but not touch, the world, in miniature, below. Threading itself up the East Coast, it overflew Greenville/Spartanburg, South Carolina; Greensboro, North Carolina; and Richmond, Virginia, represented by their respective ground light splotches, “spills” of iridescent paint which had been tossed on to earth’s black canvas without form or forethought.
Routed, according to its flight plan, east of Washington and Philadelphia, Flight 343, a self-contained, lighted world pursuing its invisible track in the January blackness, followed the coast of New Jersey.
Leading edge slat extensions, permitting airspeed to bleed off, occurred 40 miles from the airport. La Guardia approaches, to Runway 22, would take the aircraft to the north before it could turn final.
Momentarily caught in the black, referenceless void between Upper New York Bay and the late-night sky, the aircraft passed to the right of the tiny Statue of Liberty and the lighted, jewel-glittering sculptures of Manhattan Island, beyond which the perpendicular runway-patterned field of La Guardia rolled.
Following, in precision, the pattern of aircraft approach lights, the 717 banked left over the black reflective surface of Long Island Sound beyond the green light necklace-strung Throgs Neck and Whitestone Bridges.
Executing a long, final approach over the Connecticut coast at a 132-knot speed, the twin-jet unleashed its undercarriage, and extracted the last amount of lift obtainable from its swept-back wings with full trailing edge flap extensions, a contradictory maneuver which created as much drag as it did lift and could only be truly counteracted with increased engine power.
Bowing toward Flushing Bay with its nose, it passed over the pier supporting Runway 22’s threshold and flared into the headwind, re-snatching concrete with its main wheels and unleashing its spoilers and thrust reversers in a simultaneous explosion. An American 737-800, which had preceded its landing, had just turned on to the parallel taxiway.
III
On May 23, 2006, during a ceremony attended by thousands, Boeing had rolled out the last two 717s ordered by Midwest and AirTran Airways, marking the final deliveries of the design, the final McDonnell-Douglas commercial aircraft, and the closure of its historic Long Beach production facility.
Founded by Donald W. Douglas, the Douglas Aircraft Company had flown its first airplane, the “Cloudster,” in 1921, and had opened its Long Beach facilities in 1941, on the eve of World War II, when demand had eclipsed capacity at its existing Santa Monica and El Segundo, California, plants. The first Douglas Commercial design, the DC-1, had been constructed here and sold to Transcontinental and Western Air (TWA), becoming the forerunner of a long line of increasingly advanced piston airliners which had introduced the world to commercial flight.
Merging with the McDonnell Company in 1967, the Douglas Aircraft Company had been renamed McDonnell-Douglas, its products comprising the new corporation’s commercial division, and, 30 years later, when Boeing had acquired McDonnell-Douglas, it had become the Douglas Products Division. Ultimately, it had been designated the Long Beach Division of Boeing Commercial Airplanes.
During its more than 65-year history, the Long Beach factory had produced some 10,000 military aircraft during World War II and 15,000 airplanes of both military and commercial design overall, while more than 65,000 airframes had been produced by all of its locations.
Despite more efficient, cost-effective final assembly techniques devised by Boeing, the 717 had been unable to remain competitive, partly due to sales conflicts with its own 737-600. Nevertheless, the 156 717s produced, along with the 976 earlier-generation DC-9s, 1,191 MD-80s, and 114 MD-90s, had already provided almost half a century of rugged, reliable, and economical service throughout the world, and seemed likely to do so for many years to come.
About the Author
A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and created and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York.
High voltage gen. I'm trying to learn the high voltage/high freq. side of hobby electronics.?
I just started tinkering again and currently would like to build a high voltage "plasma speaker". I’ve seen videos everywhere but not the theory or schematics. Please bare with this- I have two ignition coils and two flybacks, plenty of power supplies and the little components everyone has stored up. I need some direction, somewhere to start. p.s. the guy in me wants huge arcs to impress the wife so I’ve been thinking of a dual ignition coil Jacobs ladder but I believe she would let me off the hook for the price tag on a "speaker" with a 3-4 inch gap. Thanks for your time!!!
Neon sign transformers are good sources for high voltage. I built a jacobs ladder for a science project just using a neon sign transformer (limited to about a 1" arc though)
For really high voltage, you should be investigating tesla coils.
[KIA MOTORS NEWS] Kia Motors debuts All-new Optima at New York International Auto Show
NEWS FOR IMMEDIATE RELEASE CONTACT: Michael Choo ( mjc@kia.co.kr), International Communications Manager, Kia Motors Corporation, Tel: +82-2-3464-5663 Kia Motors debuts All-new Optima at New York International Auto Show - Midsize sedan offers new levels of style and performance features from Kia - Five all-new powertrains including, for North America, a turbo and Kia's ...
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