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"Times Like These" is the second single released from the Foo Fighters' fourth album One by . WATERS alias. J from North 0 Forty home recording Missing: Riveting ‎Interpretations.
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Why, a century later, do people still lavish so much brainpower and technological ingenuity upon this graveyard of metal more than two miles beneath the ocean surface? Why, like Pearl Harbor, ground zero, and only a few other hallowed disaster zones, does it exert such a magnetic pull on our imagination? This has always been a story of superlatives: A ship so strong and so grand, sinking in water so cold and so deep. The captain stayed at the bridge, the band played on, the Marconi wireless radio operators continued sending their distress signals until the very end.

The passengers, for the most part, kept to their Edwardian stations. How they lived their final moments is the stuff of universal interest, a danse macabre that never ends. But something else, beyond human lives, went down with the Titanic: An illusion of orderliness, a faith in technological progress, a yearning for the future that, as Europe drifted toward full-scale war, was soon replaced by fears and dreads all too familiar to our modern world.

Wireless radio! Everything seemed so wondrous, on an endless upward spiral. Then it all came crashing down. The mother of all shipwrecks has many homes—literal, legal, and metaphorical—but none more surreal than the Las Vegas Strip. At the Luxor Hotel, in an upstairs entertainment court situated next to a striptease show and a production of Menopause the Musical, is a semipermanent exhibition of Titanic artifacts brought up from the ocean depths by RMS Titanic, Inc.

More than 25 million people have seen this exhibit and similar RMST shows that have been staged in 20 countries around the world. They are mostly ordinary objects made extraordinary for the long, terrible journey that brought them to these clean Plexiglas cases. Piped-in sighs and groans of rending metal contributed to the sensation of being trapped in the belly of a fatally wounded beast. Studded with rivets, ribbed with steel, this monstrosity of black metal reminded me of a T.

The RMST exhibit is well-done, but over the years many marine archaeologists have had harsh words for the company and its executives, calling them grave robbers, treasure hunters, carnival barkers—and worse. These guys are driven by greed—just look at their sordid history. In recent years, however, RMST has come under new management and has taken a different course, shifting its focus away from pure salvage toward a long-term plan for approaching the wreck as an archaeological site—while working in concert with scientific and governmental organizations most concerned with the Titanic.

In fact, the expedition that captured the first view of the entire wreck site was organized, led, and paid for by RMST. In a reversal from years past, the company now supports calls for legislation creating a protected Titanic maritime memorial. Deep inside the climate-controlled brick building, a forklift trundled down the long aisles of industrial shelving stacked with meticulously labeled crates containing relics—dishes, clothing, letters, bottles, plumbing pieces, portholes—that were retrieved from the site over the past three decades.

We had to do something beyond artifact recovery. We had to stop fighting with the experts and start collaborating with them. Bill Sauder is a gnome-like man with thick glasses and a great shaggy beard that flexes and snags on itself when he laughs. Most Titanic expeditions have focused on the more photogenic bow section, which lies over a third of a mile to the north of most of the wreckage, but Sauder thinks that the area in the vicinity of the stern is where the real action will likely be concentrated in years to come—especially with the new RMST images providing a clearer guide.

In essence Sauder was hunting for anything recognizable, any pattern amid the chaos around the stern. Sauder zoomed in on the image at hand, and within a few minutes had solved at least a small part of the mystery near the stern: Lying atop the wreckage was the crumpled brass frame of a revolving door, probably from a first-class lounge.

Navy architects. Cameron could more than hold his own in this select company. Cameron has also filmed the wreck of the Bismarck and is now building a submarine to take him and his cameras to the Mariana Trench.

Andrea Leadsom interview: ‘I’m not riveted by people’s triumphs and disasters. I’m creating my own’

But the Titanic still holds him; he keeps swearing off the subject, only to return. Precisely where did the hull fail? At what angle did the myriad components smash into the seabed? It was to be a kind of inquest, in other words, nearly a hundred years after the fact. Perhaps inevitably, the roundtable took off in esoteric directions—with discussion of glide ratios, shearing forces, turbidity studies.


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If a situation arises in which a protective coating must be applied on the job, paint the rivet with zinc chromate before it is used and again after it is driven. Markings on the heads of rivets are used to classify their characteristics. These markings may be either a raised teat, two raised teats, a dimple, a pair of raised dashes, a raised cross, a single triangle, or a raised dash;, some other heads have no markings.

The different markings indicate the composition of the rivet stock. As explained previously, the rivets have different colors to identify the protective surface coating used by the manufacturers. Roundhead rivets are used in the interior of the aircraft, except where clearance is required for adjacent members. The roundhead rivet has a deep, rounded top surface.

The head is large enough to strengthen the sheet around the hole and, at the same time, offer resistance to tension. The flathead rivet, like the roundhead rivet, is used on interior structures. It is used where maximum strength is needed and where there isn't sufficient clearance to use a roundhead rivet. It is seldom, if ever, used on external surfaces.

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The brazier head rivet has a head of large diameter, which makes it particularly adaptable for riveting thin sheet stock skin. The brazier head rivet offers only slight resistance to the airflow, and because of this factor, it is frequently used for riveting skin on exterior surfaces, especially on aft sections of the fuselage and empennage.

It is used for riveting thin sheets exposed to the slipstream. A modified brazier head rivet is also manufactured; it is simply a brazier head of reduced diameter. The universal head rivet is a combination of the roundhead, flathead, and brazier head. It is used in aircraft construction and repair in both interior and exterior locations.

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When replacement is necessary for protruding head rivets - roundhead, flathead, or brazier head - they can be replaced by universal head rivets. The countersunk head rivet is flat topped and beveled toward the shank so that it fits into a countersunk or dimpled hole and is flush with the material's surface. These rivets are used to fasten sheets over which other sheets must fit. They are also used on exterior surfaces of the aircraft because they offer only slight resistance to the slipstream and help to minimize turbulent airflow.

The markings on the heads of rivets, indicate the material of which they are made and, therefore, their strength. Although there are three materials indicated by a plain head, it is possible to distinguish their difference by color. The is aluminum color; the mild steel is a typical steel color; and the copper rivet is a copper color. Any head marking can appear on any head style of the same material. Each type of rivet is identified by a part number so that the user can select the correct rivet for the job.

The type of rivet head is identified by AN or MS standard numbers. The numbers selected are in series and each series represents a particular type of head. The most common numbers and the types of heads they represent are:. AN or MS - roundhead rivets. AN - flathead rivets.

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AN - brazier head rivets. AN or MS - universal head rivets. There are also letters and numbers added to a part number. The letters designate alloy content; the numbers, rivet diameter and length. The letters in common use for alloy designation are:. A - Aluminum alloy, or composition.

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AD - Aluminum alloy, T composition. D - Aluminum alloy, T composition. DD - Aluminum alloy, T composition. B - Aluminum alloy, composition. C - Copper. M - Monel. The absence of a letter following the AN standard number indicates a rivet manufactured from mild steel.