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Talk:Quercus montana

Why do you consider the chestnut oak to be a "subgroup" of the white oak? It is my understanding that they are only related by genus not species. What do you mean by a "subgroup"?

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"White oaks" here refers to the Leucobalanus section of the oak genus, Quercus. Oaks are broadly divided into Leucobalanus, the white oak group, of which chestnut oaks are a subgroup, and Erythrobalanus, the red oak group, of which live oaks are a subgroup.

By the way, it's appreciated if you register and sign your stuff.

--jaknouse

Capitalization of "oak"
Articles referencing the Chestnut Oak are showing up red because the word "oak" has been capitalized in their articles but not here, as you can see by my example. Would it be possible to make a change to a capital or to move the article so it can be properly referenced? The other sections on individual oaks have the word "oak" capitalized, so I assume that's the standard. I'd do it myself but that seems rude (and I'm not really sure how to do it)! —Lilly Williams (talk) 00:17, 18 November 2006

Hardness?
Where does this wood fall on the Janka Hardness Scale? I also suggest differentiating from American Chestnut, too. Thank you, Wordreader (talk) 01:05, 1 October 2013 (UTC)

External links modified
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Orphaned references in Quercus prinus
I check pages listed in Category:Pages with incorrect ref formatting to try to fix reference errors. One of the things I do is look for content for orphaned references in wikilinked articles. I have found content for some of Quercus prinus's orphans, the problem is that I found more than one version. I can't determine which (if any) is correct for this article, so I am asking for a sentient editor to look it over and copy the correct ref content into this article.

Reference named "fna": From Vaccinium pallidum: Vaccinium pallidum. Flora of North America. From Chestnut: Castanea – Flora of North America. From Xerophyllum asphodeloides: Xerophyllum asphodeloides. Flora of North America. From Hexastylis naniflora: Hexastylis naniflora. Flora of North America.

I apologize if any of the above are effectively identical; I am just a simple computer program, so I can't determine whether minor differences are significant or not. AnomieBOT ⚡ 22:17, 7 September 2016 (UTC)

title: Talk:Quercus montana


text:
Sound barrier

[[Image:Sound barrier chart.svg|thumb|1. Subsonic

2. Mach 1

3. Supersonic

4. Shock wave]]

The sound barrier or sonic barrier is the large increase in aerodynamic drag and other undesirable effects experienced by an aircraft or other object when it approaches the speed of sound. When aircraft first approached the speed of sound, these effects were seen as constituting a barrier, making faster speeds very difficult or impossible. The term sound barrier is still sometimes used today to refer to aircraft approaching supersonic flight in this high drag regime. Flying faster than sound produces a sonic boom.

In dry air at 20 °C (68 °F), the speed of sound is 343 metres per second (about 767 mph, 1234 km/h or 1,125 ft/s). The term came into use during World War II when pilots of high-speed fighter aircraft experienced the effects of compressibility, a number of adverse aerodynamic effects that deterred further acceleration, seemingly impeding flight at speeds close to the speed of sound. These difficulties represented a barrier to flying at faster speeds. In 1947, American test pilot Chuck Yeager demonstrated that safe flight at the speed of sound was achievable in purpose-designed aircraft, thereby breaking the barrier. By the 1950s, new designs of fighter aircraft routinely reached the speed of sound, and faster.

History
Some common whips such as the bullwhip or stockwhip are able to move faster than sound: the tip of the whip exceeds this speed and causes a sharp crack—literally a sonic boom. Firearms made after the 19th century generally have a supersonic muzzle velocity.

The sound barrier may have been first breached by living beings about 150 million years ago. Some paleobiologists report that computer models of their biomechanical capabilities suggest that certain long-tailed dinosaurs such as Brontosaurus, Apatosaurus, and Diplodocus could flick their tails at supersonic speeds, creating a cracking sound. This finding is theoretical and disputed by others in the field. Meteorites in the Earth's upper atmosphere usually travel at higher than Earth's escape velocity, which is much faster than sound.

Early problems
The existence of the sound barrier was evident to aerodynamicists before any direct in aircraft evidence was available. In particular, the very simple theory of thin airfoils at supersonic speeds produced a curve that went to infinite drag at Mach 1, dropping with increasing speed. This could be seen in tests using projectiles fired from guns, a common method for checking the stability of various projective shapes. As the projectile slowed from its initial speed and began to approach the speed of sound, it would undergo a rapid increase in drag and slow much more rapidly. It was understood that the drag did not go infinite, or it would be impossible for the projectile to get above Mach 1 in the first place, but there was no better theory and data was matching theory to some degree. At the same time, ever-increasing wind tunnel speeds were showing a similar effect as one approached Mach 1 from below. In this case, however, there was no theoretical development that suggested why this might be. What was noticed was that the increase in drag was not smooth, it had a distinct "corner" where it began to suddenly rise. This speed was different for different wing planforms and cross sections, and became known as the "critical Mach".

According to British aerodynamicist W. F. Hilton, of Armstrong Whitworth Aircraft, the term itself was created accidentally. He was giving demonstrations at the annual show day at the National Physical Laboratory in 1935 where he demonstrated a chart of wind tunnel measurements comparing the drag of a wing to the velocity of the air. During these explanations he would state "See how the resistance of a wing shoots up like a barrier against higher speed, as we approach the speed of sound." The next day, the London newspapers were filled with statements about a "sound barrier." Whether or not this is the first use of the term is debatable, but by the 1940s use within the industry was already common.

By the late 1930s, one practical outcome of this was becoming clear. Although aircraft were still operating well below Mach 1, generally half that at best, their engines were rapidly pushing past 1,000 hp. At these power levels, the traditional two-bladed propellers were clearly showing rapid increases in drag. The tip speed of a propeller blade is a function of the rotational speed and the length of the blade. As the engine power increased, longer blades were needed to apply this power to the air while operating at the most efficient RPM of the engine. The velocity of the air is also a function of the forward speed of the aircraft. When the aircraft speed is high enough, the tips reach transonic speeds. Shock waves form at the blade tips and sap the shaft power driving the propeller. To maintain thrust, the engine power must replace this loss, and must also match the aircraft drag as it increases with speed. The required power is so great that the size and weight of the engine becomes prohibitive. This speed limitation led to research into jet engines, notably by Frank Whittle in England and Hans von Ohain in Germany. This also led to propellers with ever-increasing numbers of blades, three, four and then five were seen during the war. As the problem became better understood, it also led to "paddle bladed" propellers with increased chord, as seen (for example) on late-war models of the Republic P-47 Thunderbolt.

Nevertheless, propeller aircraft were able to approach their critical Mach number, different for each aircraft, in a dive. Doing so led to numerous crashes for a variety of reasons. Flying the Mitsubishi Zero, pilots sometimes flew at full power into terrain because the rapidly increasing forces acting on the control surfaces of their aircraft overpowered them. In this case, several attempts to fix it only made the problem worse. Likewise, the flexing caused by the low torsional stiffness of the Supermarine Spitfire's wings caused them, in turn, to counteract aileron control inputs, leading to a condition known as control reversal. This was solved in later models with changes to the wing. Worse still, a particularly dangerous interaction of the airflow between the wings and tail surfaces of diving Lockheed P-38 Lightnings made "pulling out" of dives difficult; in one 1941 test flight test pilot Ralph Virde was killed when the plane flew into the ground at high speed. The problem was later solved by the addition of a "dive flap" that upset the airflow under these circumstances. Flutter due to the formation of shock waves on curved surfaces was another major problem, which led most famously to the breakup of a de Havilland Swallow and death of its pilot Geoffrey de Havilland, Jr. on 27 September 1946. A similar problem is thought to have been the cause of the 1943 crash of the BI-1 rocket aircraft in the Soviet Union.

All of these effects, although unrelated in most ways, led to the concept of a "barrier" making it difficult for an aircraft to exceed the speed of sound. Erroneous news reports caused most people to envision the sound barrier as a physical "wall", which supersonic aircraft needed to "break" with a sharp needle nose on the front of the fuselage. Rocketry and artillery experts' products routinely exceeded Mach 1, but aircraft designers and aerodynamicists during and after World War II discussed Mach 0.7 as a limit dangerous to exceed.

Early claims
During WWII and immediately thereafter, a number of claims were made that the sound barrier had been broken in a dive. The majority of these purported events can be dismissed as instrumentation errors. The typical airspeed indicator (ASI) uses air pressure differences between two or more points on the aircraft, typically near the nose and at the side of the fuselage, to produce a speed figure. At high speed, the various compression effects that lead to the sound barrier also cause the ASI to go non-linear and produce inaccurately high or low readings, depending on the specifics of the installation. This effect became known as "Mach jump". Before the introduction of Mach meters, accurate measurements of supersonic speeds could only be made remotely, normally using ground-based instruments. Many claims of supersonic speeds were found to be far below this speed when measured in this fashion.

In 1942, Republic Aviation issued a press release stating that Lts. Harold E. Comstock and Roger Dyar had exceeded the speed of sound during test dives in a Republic P-47 Thunderbolt. It is widely agreed that this was due to inaccurate ASI readings. In similar tests, the North American P-51 Mustang demonstrated limits at Mach 0.85, with every flight over Mach 0.84 causing the aircraft to be damaged by vibration.

One of the highest recorded instrumented Mach numbers attained for a propeller aircraft is the Mach 0.891 for a Spitfire PR XI, flown during dive tests at the Royal Aircraft Establishment, Farnborough in April 1944. The Spitfire, a photo-reconnaissance variant, the Mark XI, fitted with an extended "rake type" multiple pitot system, was flown by Squadron Leader J. R. Tobin to this speed, corresponding to a corrected true airspeed (TAS) of 606 mph. In a subsequent flight, Squadron Leader Anthony Martindale achieved Mach 0.92, but it ended in a forced landing after over-revving damaged the engine.

Hans Guido Mutke claimed to have broken the sound barrier on 9 April 1945 in the Messerschmitt Me 262 jet aircraft. He states that his ASI pegged itself at 1100 km/h. Mutke reported not just transonic buffeting, but the resumption of normal control once a certain speed was exceeded, then a resumption of severe buffeting once the Me 262 slowed again. He also reported engine flame-out.

This claim is widely disputed, even by pilots in his unit. All of the effects he reported are known to occur on the Me 262 at much lower speeds, and the ASI reading is simply not reliable in the transonic. Further, a series of tests made by Karl Doetsch at the behest of Willy Messerschmitt found that the plane became uncontrollable above Mach 0.86, and at Mach 0.9 would nose over into a dive that could not be recovered from. Post-war tests by the RAF confirmed these results, with the slight modification that the maximum speed using new instruments was found to be Mach 0.84, rather than Mach 0.86.

In 1999, Mutke enlisted the help of Professor Otto Wagner of the Munich Technical University to run computational tests to determine whether the aircraft could break the sound barrier. These tests do not rule out the possibility, but are lacking accurate data on the coefficient of drag that would be needed to make accurate simulations. Wagner stated: "I don't want to exclude the possibility, but I can imagine he may also have been just below the speed of sound and felt the buffeting, but did not go above Mach-1."

One bit of evidence presented by Mutke is on page 13 of the "Me 262 A-1 Pilot's Handbook" issued by Headquarters Air Materiel Command, Wright Field, Dayton, Ohio as Report No. F-SU-1111-ND on January 10, 1946: "Speeds of 950 km/h (590 mph) are reported to have been attained in a shallow dive 20° to 30° from the horizontal. No vertical dives were made. At speeds of 950 to 1,000 km/h (590 to 620 mph) the air flow around the aircraft reaches the speed of sound, and it is reported that the control surfaces no longer affect the direction of flight. The results vary with different airplanes: some wing over and dive while others dive gradually. It is also reported that once the speed of sound is exceeded, this condition disappears and normal control is restored." The comments about restoration of flight control and cessation of buffeting above Mach 1 are very significant in a 1946 document. However, it is not clear where these terms came from, as it does not appear the US pilots carried out such tests.

In his 1990 book Me-163, former Messerschmitt Me 163 "Komet" pilot Mano Ziegler claims that his friend, test pilot Heini Dittmar, broke the sound barrier while diving the rocket plane, and that several people on the ground heard the sonic booms. He claims that on 6 July 1944, Dittmar, flying Me 163B V18, bearing the Stammkennzeichen alphabetic code VA+SP, was measured traveling at a speed of 1,130 km/h (702 mph). However, no evidence of such a flight exists in any of the materials from that period, which were captured by Allied forces and extensively studied. Dittmar had been officially recorded at 1,004.5 km/h (623.8 mph) in level flight on 2 October 1941 in the prototype Me 163A V4. He reached this speed at less than full throttle, as he was concerned by the transonic buffeting. Dittmar himself does not make a claim that he broke the sound barrier on that flight and notes that the speed was recorded only on the AIS. He does, however, take credit for being the first pilot to "knock on the sound barrier".

There are a number of unmanned vehicles that flew at supersonic speeds during this period. In 1933, Soviet designers working on ramjet concepts fired phosphorus-powered engines out of artillery guns to get them to operational speeds. It is possible that this produced supersonic performance as high as Mach 2, but this was not due solely to the engine itself. In contrast, the German V-2 ballistic missile routinely broke the sound barrier in flight, for the first time on 3 October 1942. By September 1944, V-2s routinely achieved Mach 4 (1,200 m/s, or 3044 mph) during terminal descent.

Breaking the sound barrier
In 1942, the United Kingdom's Ministry of Aviation began a top-secret project with Miles Aircraft to develop the world's first aircraft capable of breaking the sound barrier. The project resulted in the development of the prototype Miles M.52 turbojet-powered aircraft, which was designed to reach 1,000 mph (417 m/s; 1,600 km/h) (over twice the existing speed record) in level flight, and to climb to an altitude of 36,000 ft (11 km) in 1 minute 30 seconds.

A number of advanced features were incorporated into the resulting M.52 design, which resulted from consulting experts in government establishments with a current knowledge of supersonic aerodynamics. In particular, the design featured a conical nose, for low supersonic drag, and sharp wing leading edges. The design used very thin wings of biconvex section proposed by Jakob Ackeret for low drag. The wing tips were "clipped" to keep them clear of the conical shock wave generated by the nose of the aircraft. The fuselage had a 5-foot diameter with an annular fuel tank around the engine.

Another critical addition was the use of a power-operated stabilator, also known as the all-moving tail or flying tail, a key to transonic and supersonic flight control, which contrasted with traditional hinged tailplanes (horizontal stabilizers) connected mechanically to the pilots control column. Conventional control surfaces became ineffective at the high subsonic speeds then being achieved by fighters in dives, due to the aerodynamic forces caused by the formation of shockwaves at the hinge and the rearward movement of the centre of pressure, which together could override the control forces that could be applied mechanically by the pilot, hindering recovery from the dive. A major impediment to early transonic flight was control reversal, the phenomenon which caused flight inputs (stick, rudder) to switch direction at high speed; it was the cause of many accidents and near-accidents. An all-flying tail is required for an aircraft to pass through the transonic speed range safely, without losing pilot control. The Miles M.52 was the first instance of this solution, which has since been universally applied.

Initially, the aircraft was to use Frank Whittle's latest engine, the Power Jets W.2/700, with which it would only reach supersonic speed in a shallow dive. To develop a fully supersonic version of the aircraft, extra thrust would be provided with the addition of the No.4 augmentor which gave extra airflow from a ducted fan and reheat behind the fan.

Although the project was eventually cancelled, the research was used to construct an unmanned 30% scale model of the M.52 that went on to achieve a speed of Mach 1.38 in a successful, controlled transonic and supersonic level test flight in October 1948; this was a unique achievement at that time which provided "some validation of the aerodynamics of the M.52 upon which the model was based".

Meanwhile, test pilots achieved high speeds in the tailless, swept-wing de Havilland DH 108. One of them was Geoffrey de Havilland, Jr., who was killed on 27 September 1946 when his DH 108 broke up at about Mach 0.9. John Derry has been called "Britain's first supersonic pilot" because of a dive he made in a DH 108 on 6 September 1948.

The first aircraft to officially break the sound barrier
The British Air Ministry signed an agreement with the United States to exchange all its high-speed research data and designs, including that for the M.52, with equivalent US research but the U.S. reneged on the agreement, and nothing was forthcoming in return.

The Bell X-1, the first US manned aircraft built to break the sound barrier, was visually similar to the Miles M.52 but with a high-mounted horizontal tail to keep it clear of the wing wake. Compared to the all-moving tail on the M.52 the X-1 used a conventional tail with elevators but with a movable stabilizer to maintain control passing through the sound barrier. It was in the X-1 that Chuck Yeager became the first person to break the sound barrier in level flight on 14 October 1947, flying at an altitude of 45,000 ft (13.7 km). George Welch made a plausible but officially unverified claim to have broken the sound barrier on 1 October 1947, while flying an XP-86 Sabre. He also claimed to have repeated his supersonic flight on 14 October 1947, 30 minutes before Yeager broke the sound barrier in the Bell X-1. Although evidence from witnesses and instruments strongly imply that Welch achieved supersonic speed, the flights were not properly monitored and are not officially recognized. The XP-86 officially achieved supersonic speed on 26 April 1948.

On 14 October 1947, just under a month after the United States Air Force had been created as a separate service, the tests culminated in the first manned supersonic flight, piloted by Air Force Captain Charles "Chuck" Yeager in aircraft #46-062, which he had christened Glamorous Glennis. The rocket-powered aircraft was launched from the bomb bay of a specially modified B-29 and glided to a landing on a runway. XS-1 flight number 50 is the first one where the X-1 recorded supersonic flight, with a maximum speed of Mach 1.06 (361 m/s, 1,299 km/h, 807.2 mph).

As a result of the X-1's initial supersonic flight, the National Aeronautics Association voted its 1947 Collier Trophy to be shared by the three main participants in the program. Honored at the White House by President Harry S. Truman were Larry Bell for Bell Aircraft, Captain Yeager for piloting the flights, and John Stack for the NACA contributions.

Jackie Cochran was the first woman to break the sound barrier, which she did on 18 May 1953, piloting a plane borrowed from the Royal Canadian Air Force, with Yeager accompanying her.

On December 3, 1957, Margaret Chase Smith became the first woman in Congress to break the sound barrier, which she did as a passenger in an F-100 Super Sabre piloted by Air Force Major Clyde Good.

In the late 1950s, Allen Rowley, a British journalist, was able to fly in a Super Sabre at 1000 mph, one of the few non-American civilians to exceed the speed of sound and one of the few civilians anywhere to make such a trip.

On 21 August 1961, a Douglas DC-8-43 (registration N9604Z) unofficially exceeded Mach 1 in a controlled dive during a test flight at Edwards Air Force Base, as observed and reported by the flight crew; the crew were William Magruder (pilot), Paul Patten (co-pilot), Joseph Tomich (flight engineer), and Richard H. Edwards (flight test engineer). This was the first supersonic flight by a civilian airliner, achieved before the Concorde or the Tu-144 flew.

The sound barrier understood

As the science of high-speed flight became more widely understood, a number of changes led to the eventual understanding that the "sound barrier" is easily penetrated, with the right conditions. Among these changes were the introduction of thin swept wings, the area rule, and engines of ever-increasing performance. By the 1950s, many combat aircraft could routinely break the sound barrier in level flight, although they often suffered from control problems when doing so, such as Mach tuck. Modern aircraft can transit the "barrier" without control problems.

By the late 1950s, the issue was so well understood that many companies started investing in the development of supersonic airliners, or SSTs, believing that to be the next "natural" step in airliner evolution. However, this has not yet happened. Although the Concorde and the Tupolev Tu-144 entered service in the 1970s, both were later retired without being replaced by similar designs. The last flight of a Concorde in service was in 2003. Despite a resurgence of interest in the 2010s, as of 2024 there are no commercial supersonic airliners in service.

Although Concorde and the Tu-144 were the first aircraft to carry commercial passengers at supersonic speeds, they were not the first or only commercial airliners to break the sound barrier. On 21 August 1961, a Douglas DC-8 broke the sound barrier at Mach 1.012, or 1,240 km/h (776.2 mph), while in a controlled dive through 41,088 feet (12,510 m). The purpose of the flight was to collect data on a new design of leading edge for the wing.

Breaking the sound barrier in a land vehicle
On 12 January 1948, a Northrop unmanned rocket sled became the first land vehicle to break the sound barrier. At a military test facility at Muroc Air Force Base (now Edwards AFB), California, it reached a peak speed of 1,019 mph (1,640 km/h) before jumping the rails.

On 15 October 1997, in a vehicle designed and built by a team led by Richard Noble, Royal Air Force pilot Andy Green became the first person to break the sound barrier in a land vehicle in compliance with Fédération Internationale de l'Automobile rules. The vehicle, called the ThrustSSC ("Super Sonic Car"), captured the record 50 years and one day after Yeager's first supersonic flight.

Felix Baumgartner
In October 2012 Felix Baumgartner, with a team of scientists and sponsor Red Bull, attempted the highest sky-dive on record. The project would see Baumgartner attempt to jump 120,000 ft (36,580 m) from a helium balloon and become the first parachutist to break the sound barrier. The launch was scheduled for 9 October 2012, but was aborted due to adverse weather; subsequently the capsule was launched instead on 14 October. Baumgartner's feat also marked the 65th anniversary of U.S. test pilot Chuck Yeager's successful attempt to break the sound barrier in an aircraft.

Baumgartner landed in eastern New Mexico after jumping from a world record 128,100 feet (39,045 m), or 24.26 miles, and broke the sound barrier as he traveled at speeds up to 833.9 mph (1342 km/h, or Mach 1.26). In the press conference after his jump, it was announced that he was in freefall for 4 minutes 18 seconds, the second longest freefall after the 1960 jump of Joseph Kittinger for 4 minutes 36 seconds.

Alan Eustace
In October 2014, Alan Eustace, a senior vice president at Google, broke Baumgartner's record for highest sky-dive and also broke the sound barrier in the process. However, because Eustace's jump involved a drogue parachute, while Baumgartner's did not, their vertical speed and free-fall distance records remain in different categories.

Legacy
David Lean directed The Sound Barrier, a fictionalized retelling of the de Havilland DH 108 test flights.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Sound barrier


text:
T-Bone Walker

Aaron Thibeaux "T-Bone" Walker (May 28, 1910 – March 16, 1975) was an American blues musician, composer, songwriter and bandleader, who was a pioneer and innovator of the jump blues, West Coast blues, and electric blues sounds. In 2018 Rolling Stone magazine ranked him number 67 on its list of "The 100 Greatest Guitarists of All Time".

1910–1941: early years
Aaron Thibeaux Walker was born in Linden, Texas. His parents, Movelia Jimerson and Rance Walker, were both musicians. His stepfather, Marco Washington (a member of the Dallas String Band), taught him to play the guitar, ukulele, banjo, violin, mandolin, and piano.

Walker began his career as a teenager in Dallas in the 1920s. His mother and stepfather were musicians, and Blind Lemon Jefferson, a family friend, sometimes came over for dinner. Walker left school at the age of 10, and by 15, he was a professional performer on the blues circuit. Initially, he was Jefferson's protégé and would guide him around town for his gigs. In 1929, Walker made his recording debut with Columbia Records, billed as Oak Cliff T-Bone, releasing the single "Wichita Falls Blues" backed with "Trinity River Blues". Oak Cliff is the community in which he lived at the time, and T-Bone is a corruption of his middle name. The pianist Douglas Fernell played accompaniment on the record.

Walker married Vida Lee in 1935; the couple had three children.

By the age of 25, Walker was working in clubs on Central Avenue, in Los Angeles, sometimes as the featured singer and as guitarist with Les Hite's orchestra. In 1940 he recorded with Hite for the Varsity label, but he was featured only as a singer. He started playing electric guitar in about 1940.

1942–1975: later years
In 1942, Charlie Glenn, the owner of the Rhumboogie Café, brought T-Bone Walker to Chicago for long stints in his club. In 1944 and 1945, Walker recorded for the Rhumboogie label, which was tied to the club, backed up by Marl Young's orchestra.

T-Bone Walker performed at the second famed Cavalcade of Jazz concert held at Wrigley Field in Los Angeles produced by Leon Hefflin Sr. on October 12, 1946. Jack McVea, Slim Gaillard, The Honeydrippers, Lionel Hampton and his Orchestra, and Louis Armstrong were also on the program. He performed for the third Cavalcade of Jazz concert held in the same location on September 7, 1947, along with Woody Herman as Emcee, The Valdez Orchestra, The Blenders, The Honeydrippers, Slim Gaillard, Johnny Otis and his Orchestra, Toni Harper, The Three Blazers, and Sarah Vaughan.

Much of his output was recorded from 1946 to 1948 for Black & White Records, including his most famous song, "Call It Stormy Monday (But Tuesday Is Just as Bad)" (1947). Other notable songs he recorded during this period were "Bobby Sox Blues" (a number 3 R&B hit in 1947) and "West Side Baby" (number 8 on the R&B singles chart in 1948).

Throughout his career Walker worked with top-notch musicians, including the trumpeter Teddy Buckner (e.g. on "Call It Stormy Monday (But Tuesday Is Just as Bad)"  ), the pianist Lloyd Glenn, the bassist Billy Hadnott (on the LP Hot Leftovers (1985) and the 78 "Long Skirt Baby Blues"//"Good-Bye Blues" (1947) ), and the tenor saxophonist Jack McVea (on the songs "Don't Leave Me Baby" and "No Worry Blues" ).

He recorded from 1950 to 1954 for Imperial Records (backed by Dave Bartholomew). Walker's only record in the next five years was T-Bone Blues, recorded during three widely separated sessions in 1955, 1956 and 1957 and released by Atlantic Records in 1959.

By the early 1960s, Walker's career had slowed down, in spite of an energetic performance at the American Folk Blues Festival in 1962 with the pianist Memphis Slim and the prolific writer and musician Willie Dixon, among others. However, several critically acclaimed albums followed, such as I Want a Little Girl (recorded for Delmark Records in 1968). Walker recorded in his last years, from 1968 to 1975, for Robin Hemingway's music publishing company, Jitney Jane Songs. He won a Grammy Award for Best Ethnic or Traditional Folk Recording in 1970 for Good Feelin', while signed with Polydor Records, produced by Hemingway, followed by another album produced by Hemingway, Fly Walker Airlines, released in 1972.

Death
Walker's career began to wind down after he suffered a stroke in 1974. He died at his home in Los Angeles of bronchial pneumonia following another stroke in March 1975, at the age of 64. He influenced generations of musicians.

Legacy
Walker was posthumously inducted into the Blues Hall of Fame in 1980 and the Rock and Roll Hall of Fame in 1987.

Chuck Berry named Walker and Louis Jordan as his main influences. B.B. King cited hearing Walker's recording of "Stormy Monday" as his inspiration for getting an electric guitar. In his 1996 autobiography, King commented that when he first heard Walker, he thought "Jesus Himself had returned to earth playing electric guitar. T-Bone's blues filled my insides with joy and good feeling. I became his disciple. And remain so today.  My biggest musical debt is to T-Bone." Blues-rock soloing pioneer Lonnie Mack named Walker his principal blues guitar influence. Walker was admired by Jimi Hendrix, who imitated Walker's trick of playing the guitar with his teeth. Steve Miller stated that in 1952, when he was eight, Walker taught him how to play his guitar behind his back and also with his teeth. He was a family friend and a frequent visitor to Miller's family home and Miller considers him a major influence on his career. "Stormy Monday" was a favorite live number of the Allman Brothers Band. The British rock band Jethro Tull covered Walker's "Stormy Monday" in 1968 for John Peel's "Top Gear". Eva Cassidy performed "Stormy Monday" on her 1996 Live at Blues Alley recording.

According to Cleveland.com, Walker may have been the best R&B guitarist. He "pioneered electric blues by becoming the first artist to make the electric guitar a solo instrument and a true centerpiece of his stunning live shows".

As leader

 * "Wichita Falls Blues"//"Trinity River Blues" (Columbia, 1929) as 'Oak Cliff T-Bone'
 * "T-Bone Blues" (Varsity, 1940) with Les Hite And His Orchestra
 * "Mean Old World"//"I Got a Break, Baby" (1942 [1945; 1948])
 * "Evening" (1944)
 * "Bobby Sox Blues" (1946)
 * "I'm in an Awful Mood" (1946)
 * "Call It Stormy Monday (But Tuesday Is Just as Bad)" (1947)
 * "Long Skirt Baby Blues"//"Good-Bye Blues" (1947)
 * "I Want a Little Girl" (1948)
 * "West Side Baby" (1948)
 * "T-Bone Shuffle" (1948)
 * "Hypin' Women Blues" (1949)
 * "Glamour Girl"//"Strollin' With Bones" (1950)
 * "The Hustle is On" (1950)
 * "Cold Cold Feeling" (1952)
 * Classics in Jazz (Capitol [10"], 1954)
 * T-Bone Blues (Atlantic, 1955/1956/1957 [1959])
 * Sings the Blues (Imperial, 1960)
 * I Get So Weary (Imperial, 1961)
 * The Great Blues Vocals and Guitar of T-Bone Walker (His Original 1945–1950 Performances) (Capitol, 1963)
 * "Hey Hey Baby"//"Should I Let Her Go" (Modern, 1965)
 * The Truth (Brunswick, 1966 [1968]) also released as The Legendary T-Bone Walker
 * Stormy Monday Blues (BluesWay, 1967)
 * Funky Town (BluesWay, 1968)
 * I Want a Little Girl (Delmark, 1968 [1973]) also released as Feelin' the Blues (Black & Blue)
 * Good Feelin' (Polydor, 1968 [1969])
 * Everyday I Have the Blues (BluesTime, 1969)
 * Super Black Blues (BluesTime, 1969) with Big Joe Turner, Otis Spann
 * Super Black Blues: Volume II [live] (BluesTime, 1970) with Leon Thomas, Eddie "Cleanhead" Vinson, Big Joe Turner
 * Stormy Monday Blues (Wet Soul/SSS International, 1970 [1971])
 * Fly Walker Airlines (Live in Montreux) (Polydor, 1972)
 * Well Done (Home Cooking, 1973) also released as Back on the Scene: Texas 1966
 * Very Rare (Reprise, 1973) 2-LP
 * Hot Leftovers (Imperial [France], 1985)

As sideman
With Norman Granz' Jazz At The Philharmonic With Jay McShann With Eddie "Cleanhead" Vinson With Jimmy Witherspoon With various artists
 * J.A.T.P. in London, 1969 (Pablo, 1989) 2-LP; Walker does 3 songs: "Woman You Must Be Crazy", "Goin' To Chicago", and "Stormy Monday".
 * Confessin' the Blues (Black & Blue, 1970; Classic Jazz, 1978)
 * Kidney Stew is Fine (Delmark, 1969) also released as Wee Baby Blues (Black & Blue)
 * Evenin' Blues (Prestige, 1963)
 * The Greatest Jazz Concert in the World (Pablo, 1967 [1975]) 4-LP box set; Walker does "Woman You Must Be Crazy", and "Stormy Monday".

title: T-Bone Walker


text:
Talk:Ignaz Semmelweis

The ignoring of womens' contributions to science & medicine continues ...
Semmelweis observed a decreased mortality rate in puerperal fever where pregnancies were attended to by nurses/midwives outside of the doctor based hospital system, credit for the introduction of hand washing to western health practices belongs to the nurses (women) who knew what to do to decrease deaths and washed their hands to the mockery of most of the (male) medical profession. It would have originally been known during the years of the crusades when Arabic medicine (far more advanced than western) regularly utilised handwashing … so giving the credit to one person, is incorrect and offensive to those women who struggled to be heard. What happened to 'on the shoulders of giants' - everything has a context and to celebrate one person is simple, patriarchal and how women's history became lost in the first place. I also have personal experience of doctor's ignoring nurses rules about cross infection in the 1980's when they would visit MRSA patients without washing their hands before and after visiting other patients. The system has changed with the increased numbers of women doctors and male nurses but ignoring the historical contribution of women health professionals perpetuates a myth and a stereotype from which we need to continually move away. Its complex and not that simple, but thank you Semmelweis for observing women's practices and then trying to introduce it to your colleagues who then treated you like they treated intelligent women, with mockery. — Preceding unsigned comment added by 49.199.218.186 (talk) 22:49, 19 March 2020 (UTC)

Semi-protected edit request on 21 March 2020
https://en.wikipedia.org/wiki/Ritual_washing_in_Judaism Jews have been practicing hand washing for 6,000 years 99.16.240.53 (talk) 15:04, 21 March 2020 (UTC)

 * ❌. It's not clear what changes you want to make. –Deacon Vorbis (carbon • videos) 15:17, 21 March 2020 (UTC)

Austro-Hungarian, not Austrian-Hungarian
Ignaz Philipp Semmelweis[A] (German: [ɪˈɡnaːts ˈzɛml̩vaɪs]; Hungarian: Semmelweis Ignác Fülöp; 1 July 1818 – 13 August 1865) was an Austrian-Hungarian[2][3] physician and scientist, now known as an early pioneer of antiseptic procedures. It should be changed to: Ignaz Philipp Semmelweis[A] (German: [ɪˈɡnaːts ˈzɛml̩vaɪs]; Hungarian: Semmelweis Ignác Fülöp; 1 July 1818 – 13 August 1865) was an Austro-Hungarian[2][3] physician and scientist, now known as an early pioneer of antiseptic procedures. NoobMaster69420666 (talk) 23:16, 21 March 2020 (UTC)
 * Comment: the current article version is just "... a Hungarian physician...", reflecting the existing single source, semmelweis.org, which says: "was a Hungarian physician". In the two sources previously used, Encyclopædia Britannica says: "(born July 1, 1818, Buda, Hungary, Austrian Empire [now Budapest, Hungary]... German Hungarian physician... " while encyclopedia.com just says: "(b. Buda, Hungary..." with no nationality ascribed. From 1804 the Kingdom of Hungary was part of Francis II's Austrian Empire. Although Buda was still largely German in the early 19th century, and he was of German ancestry, it might be simpler to describe him as Hungarian? Martinevans123 (talk) 10:54, 22 March 2020 (UTC)
 * Red information icon with gradient background.svg Not done for now: please establish a consensus for this alteration before using the template. Changing nationalities requires a consensus based on reliable sources. As {{u|Martinevans123|| notes, the sources on this are mixed and discussion is necessary before a change is made.   Eggishorn (talk) (contrib) 17:19, 23 March 2020 (UTC)
 * The whole attempt was failed at the beginnig, first beucase sources tell otherwise, on the other hand it is about nationality/citizenship in the lead, not ethnicity. Hungary was a crownland of the Austrian Empire, but unlike other crownlands, it was separate country. His ethnic background is described in the core, WP policies does not even support it necessarily in the lead.(KIENGIR (talk) 23:20, 23 March 2020 (UTC))

IP edit
Dear IP,

please check the Austrian Empire and Kingdom of Hungary (1526–1867) articles. Hungary has been a separate country, Regnum Independens, with is own citizenship, related on to the Austrian empire by the Monarch from the Habsburg House. The source you have given to your false claim is ignorable, since it describes Austria-Hungary before it has been created (1867), so it is failed from the beginning. Discuss here first from now on...(KIENGIR (talk) 18:41, 26 March 2020 (UTC))

This is incorrect. Citizenship as a concept is fairly young. The Kingdom of Hungary was governed by the Habsburg family and despite being allowed to its own government it was under the jurisdiction of the Austrian Empire. A seperate citizenship for the Kingdom of Hungary was established as a concession to Hungarians as part of the Austro-Hungarian Compromise of 1867. There is a reason why this was part of the deal. It didn't exist before. It is unclear if and what citizenship Semmelweis specifically has adopted. If there is any evidence that he chose to adopt the citizenship of the Kingdom of Hungary after that had been established in 1867 a source needs to be added for that. Same with your claims about Eisenstadt any many other edits you have made they are not based on facts and evidence but nationalistic talkinpoints. — Preceding unsigned comment added by 84.115.44.137 (talk) 18:48, 26 March 2020 (UTC)
 * No, the Imperial Diet had no jurisdiction over Hungary, Hungary was administered by it's on Diet and ruled by their own constituion. Again, there has been never a common citzenship, or Austrian citizenship ever introduced in Hungary, you follow a common falsity and mistake that are commited a long time ago by those who does not really are professional in the internal affairs of Austria or Hungary. Franz Liszt has been also a Hungarian citizen solely and also referred to it openly his papers also declared being the subject of Hungary, etc. Semmelwess was a Hungarian subject by birth, and there is not any evidence he ever changed his official status. Sorry, there is not any natinoalistic point here, if not your behalf.(KIENGIR (talk) 18:54, 26 March 2020 (UTC))

Bad (Unfounded) Addition?
The second paragraph appears to be from a meme going around Facebook... It is unclear if the meme came from this article, or if the article had the meme pasted into it.

However it happened, there are falsehoods and misleading statements throughout the second paragraph... Semmelweis did have a theory about what was going on. There is nothing to suggest mortality dropped to under 1% directly as a result of Semmelweis' hand washing advancement. I changed this to 2% to match the data cited later in the article and in the puerperal fever article, but it may be better to delete the whole paragraph and replace with supportable facts. HumanJHawkins (talk) 19:39, 16 April 2023 (UTC)

Himg Clinic Budapest Reviews 38.191.100.66 (talk) 21:56, 18 June 2024 (UTC)

title: Talk:Ignaz Semmelweis


text:
List of heads of state of Kenya

This is a list of the heads of state of Kenya, from the independence of Kenya in 1963 to the present day.

From 1963 to 1964 the head of state under the Constitution of 1963 was the queen of Kenya, Elizabeth II, who was also the queen of the United Kingdom and the other Commonwealth realms. The monarch was represented in Kenya by a governor-general. Kenya became a republic within the Commonwealth under a 1964 constitutional amendment and the monarch, governor-general and prime minister were replaced by an executive president.

Monarch (1963–1964)
The succession to the throne was the same as the succession to the British throne.

Governor-general
The governor-general was the representative of the monarch in Kenya and exercised most of the powers of the monarch. The governor-general was appointed for an indefinite term, serving at the pleasure of the monarch. Since Kenya was granted independence by the Kenya Independence Act 1963, rather than being first established as a semi-autonomous dominion and later promoted to independence as defined by the Statute of Westminster 1931, the governor-general was to be always appointed solely on the advice of the Cabinet of Kenya without the involvement of the British government. As Kenya became a republic before Malcolm MacDonald, the former colonial governor, was replaced, this has never happened. In the event of a vacancy the chief justice would have served as the officer administering the government.

{{legend|#E6E6AA|Denotes Chief Justice acting as Officer Administering the Government}}
 * Status

Republic (1964–current)
Under the 1964 Constitutional Amendment establishing the Republic of Kenya, the president replaced the monarch as head of state and the prime minister as chief executive. The president was initially elected by the House of Representatives of Kenya, and, after the merger of the House of Representatives and Senate into a unicameral National Assembly, by the National Assembly, for a five-year term. In the event of a vacancy the vice-president would have served as acting president for 90 days until new elections were held.

Following the enactment of the 1969 Constitution of Kenya, the system of election by the National Assembly was replaced by direct elections under a first-past-the-post system, yet true separation of powers was still not established; the president had to also be elected as an MP and he had to appoint ministers from among MPs, the president was still able to dissolve the National Assembly, and the Assembly was still able to declare no confidence in the ministers. Not only that, but until the first multiparty elections in 1992, only one candidate - that of the Kenya African National Union - was nominated and automatically declared winner of the elections without voting actually being held.

With the enactment of the 2010 Constitution, Kenya's current, the first-past-the-post system was replaced in presidential elections in favor of a two-round system, the post of vice-president was renamed deputy president and was made to automatically succeed to the presidency in case of a vacancy for the remainder of the term in a full, not merely acting, capacity, and the requirement of the president, DP, and ministers to also be MPs was abolished, finally establishing separation of powers between the executive and legislature.

 * Political parties

{{legend|#FF0000|Kenya African National Union (KANU)|border=1px solid #AAAAAA}}

{{legend|#1889C7|National Rainbow Coalition (NARC)|border=1px solid #AAAAAA}}

{{legend|#5D76CB|Party of National Unity (PNU)|border=1px solid #AAAAAA}}

{{legend|#FF0000|The National Alliance (TNA)|border=1px solid #AAAAAA}}

{{legend|#FF0000|Jubilee Party (Jubilee)|border=1px solid #AAAAAA}}

{{legend||United Democratic Alliance (UDA)|border=1px solid #AAAAAA}} {{legend|#E6E6AA|Denotes acting president}}
 * Status

 * Symbols

Died in office

title: List of heads of state of Kenya


text:
Thomas Couture

Thomas Couture (21 December 1815 – 30 March 1879) was a French history painter and teacher. He taught such later luminaries of the art world as Édouard Manet, Henri Fantin-Latour, John La Farge, Pierre Puvis de Chavannes, John Ward Dunsmore, Karel Javůrek, William Morris Hunt, and Joseph-Noël Sylvestre.

Life
Early life and education

Couture was born at Senlis, Oise, France. When he was 11 his family moved to Paris, where he would study at the industrial arts school (École des Arts et Métiers) and later at the École des Beaux-Arts.

Art and teaching career

He failed the prestigious Prix de Rome competition at the École six times, but he felt the problem was with the École, not himself. Couture finally did win the prize in 1837.

In 1840 he began exhibiting historical and genre pictures at the Paris Salon, earning several medals for his works, in particular for his masterpiece, Romans During the Decadence (1847). Shortly after this success, Couture opened an independent atelier meant to challenge the École des Beaux-Arts by turning out the best new history painters.

Couture's innovative technique gained much attention, and he received Government and Church commissions for murals during the late 1840s through the 1850s. He never completed the first two commissions, and the third met with mixed criticism. Upset by the unfavorable reception of his murals, in 1860 he left Paris, for a time returning to his hometown of Senlis, where he continued to teach young artists who came to him. In 1867 he thumbed his nose at the academic establishment by publishing a book on his own ideas and working methods called Méthode et entretiens d'atelier (Method and Workshop Interviews). It was also translated to Conversations on Art Methods in 1879, the year he died.

Asked by a publisher to write an autobiography, Couture responded: "Biography is the exaltation of personality—and personality is the scourge of our time."

Death

In 1879 he died at Villiers-le-Bel, Val-d'Oise, and was interred in Père Lachaise Cemetery, Paris.

Nazi-looted art in the Gurlitt collection
Couture’s Portrait of a Seated Woman, (c.1850-1855), discovered in the Gurlitt trove, was identified as having belonged to Georges Mandel from a small hole in the canvas. It was restituted to Mandel's heirs in 2019.

title: Thomas Couture