Some cool how to remove eye make up images:
Hertz Rent A Car Way !! … Kid Rock – Born Free (I was born free!) …item 4.. Five Things Judaism Wants You to Know (June 15, 2012 / 25 Sivan 5772) …
Image by marsmet543
At the end of our lives, we are the totality of the choices we have made. It is up to us to stay clear on this; to not get down on life and to keep our eyes on the prize.
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…….***** All images are copyrighted by their respective authors ……
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And when it’s done believe that I Will yell it from that mountain highhh! … I was born free!
youtube video … 4:39 mintues
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…..item 1)…. Kid Rock – Born Free lyrics … www.lyricsmode.com/ …
www.lyricsmode.com/lyrics/k/kid_rock/born_free.html
"Born Free"
Fast, on a rough road riding
High, through the mountains climbing
Twisting, turning further from my home.
Young, like a new moon rising
Fierce, through the rain and lightning
Wandering out into this great unknown.
And I don’t want no one to cry,
But tell ‘em if I don’t survive:
[Chorus:]
I was born free!
I was booooooorn free
I was born free, born free.
Free, like a river raging
Strong, if the wind I’m facing.
Chasing dreams and racing fathered time.
Deep like the grandest canyon,
Wild like an untamed stallion.
If you can’t see my heart you must be blind.
[ Lyrics from: www.lyricsmode.com/lyrics/k/kid_rock/born_free.html ]
You can knock me down and watch me bleed
But you can’t keep no chains on me.
[Chorus:]
I was born free!
I was booooooorn free
I was born free, born free.
And I’m not good at long goodbyes,
But look down deep into my eyes,
I was born free!
Calm, facing danger,
Lost like an unknown stranger,
Grateful, for my time with no regrets.
Close to my destination,
Tired, frail and achin’,
Waitin’ patiently for the sun to set.
And when it’s done believe that I
Will yell it from that mountain highhh!
[Chorus:]
I was born free!
I was booooooorn free
I was born free, born free.
I will bow to shining seas
And celebrate God’s grace on me!
Oh, Oh, Oh, Oh, Oh, Oh (repeats)
More lyrics: www.lyricsmode.com/lyrics/k/kid_rock/#share
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…..item 2)…. youtube video … Kid Rock – Born Free … 4:39 minutes
www.youtube.com/watch?v=bu3rsha1ZtI
Uploaded by KidRockVideos on Nov 4, 2010
© 2010 WMG. kidrock.com/bornfree
Category:
Music
Tags:
kid rock born free official music video
License:
Standard YouTube License
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…..item 3)…. youtube video … Kid Rock "Born Free" Halftime Show Thanksgiving Day … 5:35 minutes
www.youtube.com/watch?v=p0298yfQ5B0
Uploaded by Hokies1976 on Nov 25, 2010
Detroit area artist Kid Rock performs his song "Born Free" at the halftime show of the Detroit Lions versus the New England Patriots on Thanksgiving day in 2010.
11-27-2010
Category:
Sports
Tags:
Kid Rock Born Free Kid Rock Live Performance Kid Rock Thanksgiving Day
License:
Standard YouTube License
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…..item 4)…. aish.com … www.aish.com/sp/ph …
HOME SPIRITUALITY PHILOSOPHY … Five Things Judaism Wants You to Know …
A quick primer on five essential philosophical points.
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June 15, 2012 / 25 Sivan 5772
by Rabbi Eliyahu Yaakov
www.aish.com/sp/ph/Five_Things_Judaism_Wants_You_to_Know….
—– 1. You are unique.
You might have heard the classic Jewish saying, "If I am not for myself, who will be for me?" (Ethics of the Fathers, 1:14) At first glance, this appears to be a statement of motivation, as if to say, "Get out of bed! Don't be lazy! If you don't take care of yourself, no one else is going to do it for you!"
But there is a deeper interpretation. Not only is it a motivational speech, but a statement of essence.
It reflects the uniqueness of our potential. It teaches that there is something special each of us is here in the world to accomplish. There is something each and every one of us can do that no one else can do.
This is powerful because it says that you and I have something to do for the world that Moses himself did not achieve.
—– 2. Live Consciously
Now, if we are each special and unique, then it should come as no surprise that our circumstances are special and unique as well – tailor made to our own particular soul and personal essence. For this reason, the Talmud states that we are to get up in the morning, take a good look in the mirror, and say, "The world was created for me." This does not mean that if I see someone with a chocolate bar I can take it from him because, after all, "the world was created for me." What it means is that each of us is to have the perspective that everything that happens to us in our lives – whether it be the parents I had growing up or the person I sat next to on the bus today – is specifically designed for me, based on the nature of my soul and what I am put here in this world to achieve.
Once I know that all that I experience and don't experience was designed for me, the question is how do I choose to respond under the conditions that I've been dealt. In this life, we were not given the choice of the time, place, or economic status we are being born into. We do not get to choose our body size or what we will look like. We were not even given the choice of whether or not to be born. But, as in a "Choose Your Own Adventure" book, we are put in the world and given a number of options. We make a choice, and that leads to another set of options. We make another choice, and that sets up yet another set of options, and so on.
At the end of our lives, we are the totality of the choices we have made. It is up to us to stay clear on this; to not get down on life and to keep our eyes on the prize.
—– 3. Acquire Genuine Freedom
Imagine a person who, for his whole life, always made sure to do what came naturally to him. Imagine that after living this life, he passes away and goes up to God, where he is asked, "So, what did you do with your time?"
He proudly answers, "I always did what I felt like doing when I felt like doing it. No matter what it was, whatever came naturally to me, that's what I did."
What do you think God's response to this is? "Uh, I think you belong over there with the donkeys – that's how they live!"
The Sages teach: "Who is the strong person? The one who conquers his inclinations" (Ethics, 4:1). True freedom is when you are calling all the shots. Being unhindered from fulfilling your every passion may feel good at the time, but it is not true freedom. You are not the master of your domain. You are not in control. You are a slave to your desires.
We often think that freedom means that nothing gets in our way. But that can sometimes lead to a lack of freedom. Furthermore, what purpose would freedom serve if all it meant was that nothing stands in my way? Is there a purpose to a life spent doing what I feel when I feel it? After 70 years of that, what strength of character have I exhibited in the world? Where have I truly stepped up to the plate and applied myself? Has my life not been a chain of events in which I was a puppet being played by desires? Where is the assertion of the "I"?
Related Article: Five Levels of Pleasure
—– 4. Live with an Open Mind
In order to get to the "I", a person must uproot the interfering preconceptions that have been instilled within him through his Nature and his Nurture. When a person has not properly dealt with the multitudes of conditionings and manipulations he has undergone in his life, he has no capacity for the clarity necessary to properly begin the personal journey of life. It is only once we override our preprogramming that we can come to a point of true self-awareness from which to start the journey.
The deeper Jewish sources refer to this stage of personal growth and maturity as making oneself "desert-like." The Torah was given in the desert because it is a place of nothingness. It is barren and open. Just as the Torah was only given to the Jewish people once they had left the servitude of Egypt for the openness of the desert, so too, it is only once a person has left the servitude of his personal Egypt that can he come to the openness of his personal desert. It is only once a person makes himself desert-like by living with a truly open mind that can he consider any new piece of information or new way of life in a real and transformative way.
—–5. Personal Responsibility
A few days ago, I was in the car with my wife, Chana, and we drove by someone delivering fruit to a fruit store, when he suddenly dropped a crate of watermelons all over the street. Immediately, he started to look up and down for someone to blame, but there was no one there. Chana quickly observed, "That's the way we all are – always looking for someone to blame."
People are often afraid to take on such personal responsibility. They are afraid to make such real choices and take such real strides. Because that means we can fail. And then we have no one to blame but ourselves.
It takes a lot of consciousness and self-awareness to climb out of such habits and programming and to take responsibility for our choices. But when we do, instead of finding a way out of life and avoiding it, a person begins to strive for growth and success and to truly live. The sweetness of personal responsibility is that it removes all blocks set in one's way due to self-induced fears and insecurities, paving the road to one's higher potential.
Click here to order Rabbi Eliyahu Yaakov's new book Jewish By Choice: A Kabbalistic Take on Life & Judaism, a clear, accessible, and practical view of Kabbalah and the "whys" of Judaism.
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GALA Magazine (March 1957) Barbara Nichols – Sirens of the Sands … GET IN TOUCH WITH YOUR TWO SIDES (June 10, 2011 / 8 Sivan 5771) …item 2b.. Roy Orbison – You got it (Original Edit) …
Image by marsmet541
GETTING STARTED…Think of someone you’d be fascinated to meet, someone you’d really like to find out what makes him tick. Now realize the most fascinating person you could ever meet is … yourself.
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…..item 1)…. aish.com … www.aish.com/sp …
HOME SPIRITUALITY 48 WAYS TO WISDOM …
Way #4: Introduce Yourself to Yourself
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Don’t go through life making assumptions about who you are.
Take the time now to "meet" yourself – before a crisis comes along and forces the issue.
June 10, 2011 / 8 Sivan 5771
by Rabbi Noah Weinberg
www.aish.com/sp/48w/48970096.html
Did you ever get on a train going somewhere, only to find that you’re headed in the wrong direction?
The same thing happens in life. We set goals and make plans – and sometimes discover that we’re on "the wrong train."
Bi-vinat ha-lave literally means "understanding the heart." The heart is the seat of emotions. We say: "My heart is heavy, my heart is lifted, my heart is broken," etc. To understand your heart is to understand your true inner self.
Many people go through life making assumptions about who they are. They never take time to "meet" themselves. Don’t be afraid of discovering that the "real you" may be different than the "current you."
Often a crisis hits at midlife when people ask: "What’s my life about? Is this all worth it?" We’ve heard stories of people who suddenly change direction, quitting their job and getting divorced. You know, like the successful doctor who decides he never wanted to go into medicine in the first place — so he drops it and becomes an artist.
Knowing yourself is the essence of being alive. If you don’t know yourself, you are not living. If you don’t know what makes you tick, you’re a robot, a puppet, a zombie.
So don’t wait for a crisis. Life is too short to take wrong trains.
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—– GETTING STARTED
Think of someone you’d be fascinated to meet, someone you’d really like to find out what makes him tick.
Now realize the most fascinating person you could ever meet is … yourself.
Sit down, say hello, and introduce yourself to yourself. Become familiar with yourself as if you’d just met a long-lost cousin. Interview yourself. Ask questions about your life and the direction you’re going. Search out your dreams — both the ones you’re fulfilling and the ones you’ve pushed to the back of your mind.
Get down to basics. You want to be rich. You want to be famous. You want to be good. You want to accomplish. You want meaning. You want to be creative. But why do you want all this? What’s driving you? What you really want out of life?
The process of self-discovery involves asking a series of questions, always probing deeper until the underlying truth emerges. Ask yourself 10 questions that you would ask an intimate friend. Then wait for answers. Don’t worry, no one is going to poke fun at you.
What is the purpose of life?
What is my goal in life?
Why did I choose this career?
How do I spend my spare time?
What is my motivation for doing what I do?
What really makes me happy?
Am I as happy as I want to be?
Is it more important to be rich or to be happy?
What are my future plans? Why?
What are my secret dreams and ambitions?
Don’t be surprised if the answers aren’t immediate. This process can take many months. Stick with it and find out what makes you tick. The answers are hiding in there. After all, you have a fascinating partner.
Finally, the most important question to ask is:
"What am I living for?"
It sounds like a simple question, but many are embarrassed to ask it. A voice inside us says, "Nah, why ask such a basic question?" We’re resistant because we know this requires a lot of difficult soul-searching. And when you thoroughly know yourself, then you have changed. You’ve changed your relationship with yourself and the world.
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—– CONFIDENCE IN DECISION-MAKING
People often avoid making decisions out of fear of making a mistake.
Actually, the failure to make decisions is one of life’s biggest mistakes.
Imagine the beggar who receives a letter saying that he’s inherited a million dollars. If he doesn’t read the letter, is he rich … or not?
Similarly, God gave us the free will to make choices in life and achieve greatness. But if we’re not aware of our free will, then we don’t really have it. And then we wind up blaming others when things go wrong — even though we know the decision is really up to us.
If you’re not using your potential, it wears away at your confidence. Do you know what your potential is? Have you tried to use it? You have to tackle life. You haven’t given up yet, have you? Let’s get on with the game, with the business of really living, of not just "going through the motions."
Know the difference between "making decisions" and just floating, falling into place. Did you choose to go to college? Or perhaps you had nothing to do with the decision. Was it something you just did because you graduated high school and everybody else was doing it? Did you think it through and actually make a decision?
Imagine this private conversation of a college student:
Why am I going to college?
To get a degree.
Why?
Because I want to get into a good graduate school.
Why?
So I’ll get a good job.
Why?
So I can pay back my college loans!
Through the process of questioning, he reveals a logical fault in his motivation. Really, the primary reason for going to college should be to acquire wisdom, knowledge and information. In other words, to get an education!
Now try the process yourself, using this example:
Why do I want to get married?
Don’t accept pat answers. Keep asking "Why, why why?" Be frank. It’s yourself. Ask any question you like.
Be patient and persistent. Eventually you’ll get an answer.
When you thoroughly analyze an issue, then you can make wise decisions with confidence.
Identify where you lack confidence. What makes you nervous? What situations inhibit you from being yourself? Why can’t you make decisions? Is it that you don’t know how to make decisions? Or that you doubt your decisions after they’re made? Or you just don’t feel like making decisions?
Enjoy making decisions. Deal with the world you live in. That’s loving the dynamics of life.
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—– ISOLATE YOUR BLOCKS
Anytime you find it difficult to achieve a goal, figure out what’s holding you back.
Everyone has problems. Being aware of these problems is the key to getting in touch with yourself.
Because as long as you don’t face problems, they fester and bug you from behind.
Write your "blocks" on a piece of paper. That’s a good step in the right direction. By isolating specific obstacles, you turn them into concrete challenges that require solutions.
Ask yourself:
Am I lazy? Why?
Am I disorganized? Why?
Do I get angry? When?
Why do ever I get defensive? About what?
What makes me jealous?
What makes me arrogant?
Do I have trouble making decisions? Why?
Do I lack self-discipline?
Do I lack self-confidence?
Why don’t I take more initiative?
Negative character traits are the roots of our problems. Make a list of your negative traits, and identify when they affect you the most. Then analyze what triggers these reactions in you. Finally, formulate an effective counter-approach.
Working through this takes time. But do you have anything better to be doing right now?
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—– READ YOUR EMOTIONS
Get in touch with your emotional state. Take a reading of how you feel. Happy? Angry? Tense? Sad?
Emotions are a measuring stick for what’s going on below the surface. It’s like taking your temperature. If you’re sick, you need to be aware so you can fix the problem.
Find out why you’re upset. Who or what is pressuring you? Is it an internal or an external problem? Identify it.
Let’s say you are irritated. Why?
Because the boss chewed me out.
So why am I irritated?
Because I resent him.
So what? Why does that bother me?
Because I feel I am no good.
I’m no good? He’s nuts!
Get out of yourself and track it down. If you don’t, it’s just irritation. And the next thing you know, you’ll go home and yell at your kids.
Once you’ve identified what causes negative feelings, adjust yourself to minimize the impact. Either avoid these situations, or prepare yourself to handle them when they arise.
Further, root out negative motivations that corrupt your behavior. Let’s say that you give charity. Why? One motivation is to help humanity. Another is the pleasure of being constructive. A third is the desire to do the right thing. These are all positive motivations. A negative motivation for giving charity is: "I want people to admire me." That’s corruptive.
The next time you give charity, do so anonymously. Eliminate the wrong reasons. They are destructive.
The same goes with the positive emotions. Be aware of how your emotional state affects decisions. For example, don’t buy a new stereo when you’re in a euphoric mood. Wait. Think it over. You are susceptible.
Pinpoint what makes you happy. You can have more joy on a daily basis by formulating some practical applications. You got up in the morning, it’s a gorgeous day and you feet great. You’re energized. Now take that feeling and teach yourself how to get up on the right side — every day!
Another example: You did a good job and got the boss’s compliment. Now focus: Do you need the boss to tell you did a good job? No! Create your own pleasure out of doing a good job.
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—– GET IN TOUCH WITH YOUR TWO SIDES
Everyone has an urge for greatness. We want self respect, power, fame. We want to accomplish, to be strong, to do the right thing, to even save the world.
Yet at the same time, we have a counter-urge to run away from responsibility, to get into bed and crawl under the covers.
Someone may say, "Life is beautiful," but he doesn’t feel it. His emotions hold him back and he walks around going, "Ugh, life is a burden."
Recognize the volcano of conflict within you: What you truly "want," versus what you "feel" like. This is the conflict between body and soul.
Once you appreciate the dichotomy, you can identify at any moment whether your body or soul is talking. This makes it possible to live with sanity and choose the right thing.
The next step is to make peace between your two sides. The easiest way is to squash your drive to be great. But life is not about taking the easy way out. Just because you feel uncomfortable about an idea doesn’t mean it’s wrong for you. It’s hard to break habits, and growth can be frightening.
For example, would you rather be happy or rich? Okay, you’d rather be happy.
Now imagine this exchange:
"Come on, I’ll teach you how to be happy. All it requires is effort and change."
"Oh, I’d love to, but I can’t right now. It’s impossible. I’ve got a flight to catch."
"Really? I’ll pay you ,000 a week to work on happiness."
"Sure! Where do I sign up?"
"Oh, but I thought you can’t right now…"
We conceal our problems with rationalization: "I’ll wreck my mind thinking about what life is about! Nobody really knows what life is about. It’s not going to work. Nothing can be done about it anyway. I don’t really care. It’s not worth the time!"
The Sages say that a person only makes a mistake when overcome by a moment of insanity. So realize that you are fighting "insanity." It is not logical. You’ve got to be on guard. Because if you get off track, you’ll pay for it down the road.
So … do you want to change? What have you got against it? Feel the antipathy of the body. We are so darn lazy. The body just wants to sleep. "Aaaah … I don’t want to change. I’m happy enough. I’m comfortable in my niche of misery." Are you rich enough? No! So are you happy enough?
You see the importance of tracking that down? You have to identify the animal you are fighting. "The dread of change."
If you’re alert, you see the enemy. You can fight it. You may lose a struggle with the body, but at least you have your confidence. "I know what I am doing."
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—– COAX THE BODY
Get in touch with your spiritual core. Know what is driving you. Don’t let free will be a subconscious thing. You want greatness. But the body says that’s too much effort.
To try to convince the body, try to identify the tangible benefit. "Why is it necessary? What will it do for me?" You have to bring it home to emotional realization. "What do I lose?" What do I gain?" Only then will the idea have power. And you’ll get out there and do it.
Here’s the secret formula: Identify with your intellect, and coax your heart along. For example, if you’re emotionally convinced of the benefit of getting into shape, then even when you break out in a cold sweat and your heart is doing palpitations, you will keep going. Because you have decided, "I want this," you know it is important.
To avoid negative backlash, your emotions have to feel comfortable with the changes you make. Learn to relax and reassure the body. Cajole the body and say, "It won’t be so bad. Remember the last time you made an effort, how great you felt!" Be encouraging and reward yourself for success.
Don’t say it doesn’t work. You haven’t made the effort. Don’t give up on your intuition and perception. Just realize you haven’t yet brought it home to actualization.
Consider how the basic human drives affect you: security, self-respect, honor, passions, social pressure, and possessions. Pay particularly close attention to how you accept responsibility. Let’s say that you made a mistake. You want to apologize in a full and forthright manner. Yet you feel like forgetting the whole thing, hiding, running away and saying "it’s not my fault."
This is the volcano. We want to be tough, dedicated and powerful — yet we feel like being marshmallows. Choosing the path of the soul doesn’t come naturally. It takes a lot of time and hard work.
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—– KNOW WHAT YOU KNOW
Don’t think that just because you understand something, you are living with it. It is possible to believe one way, and yet act another. It happens to us all the time. You can believe it’s important to eat healthy food, yet gorge yourself on French fries and chocolate cake.
Our actions are determined by our level of clarity. If we understand an idea on just a superficial level, then we’ll have difficulty sticking to it when the going gets tough.
Next time you go to a funeral, watch carefully. When they remove the body from the chapel, the mourners start to cry. Are they crying because they want to body to stay there?! No. All of a sudden there is a realization of death, that he won’t be coming back. At the cemetery, they lower the casket into the ground and the mourners cry again. It’s the emotional realization that death is final now.
Until you align your feelings with reality, you are in dreamland. Growth begins in the mind, but your heart has to buy into everything your mind discovers. Only then will you integrate these ideas into day-to-day life.
A lot of people believe in God. There are very few people who live with God. Does that make sense? You have to assimilate something that you’ve accepted as true. It has to become part of you.
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—– FIVE-FINGER CLARITY
You’ve got to know yourself cold, just like you know your hand has five fingers. How do you know you are on the right path? How do you know you’re not making a mistake right now?
To develop this clarity, articulate the important principles that guide your life. For example, in Judaism we say that love is an obligation. Is this reasonable? Work the issue through with yourself:
"Ridiculous. You can’t obligate me to love."
"But if I have children, will I love them?"
"Of course I’m going to love my kids!"
"How do I know? I don’t know what kind of kids I’m going to have. Maybe they’ll be brats and I won’t love them."
"I will. I’m obligated to love my children."
Do you see the contradiction? On an intuitive level, you know that love is an obligation. But the concept is not so clear that you can articulate it.
Take your time. Sort out the basic aspects of living. Ask yourself important questions about life’s global and spiritual issues.
– What is the meaning of existence?
– What’s good about living?
– How do I feel about humanity?
– What is the afterlife?
– How do I understand good versus evil?
– Do I have free will? How do I activate it?
– What makes me sad? Is it okay to be sad?
– How do I feel about God?
– Am I proud to be a Jew?
– How do I understand the Holocaust?
Some of these topics may be unpleasant to think about. If so, why is it unpleasant? Track it down.
Don’t just use slogans to parrot things that you heard. Know why you are doing what you are doing. Otherwise, it’s just society talking. You may have adopted part of society without analyzing its validity. Check it out.
Work through all the issues until you have "five-finger clarity." A human being who knows what he wants will get there. By hook or by crook. It’s like a homing mechanism on a missile. If you program it right, you will get there.
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—– WHY IS "KNOWING YOURSELF" AN INGREDIENT IN WISDOM?
You can know truth if you look honestly into yourself.
Emotions are powerful forces of greatness. Know them. Harness them.
Identify your problems. It’s the beginning of solving them.
If you don’t get it straight now, you’re bound to make some bad mistakes.
Don’t be afraid of finding out who you really are.
Use your free will as a conscious tool for better living.
If you’re angry or upset, track it down. What’s the root?
If you’re acting illogically, at least acknowledge that to yourself!
The key to sanity is letting truth into the body.
You can’t afford to wait too long to get to know yourself. Because you are the most fascinating person you’ll ever meet.
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…..item 2a)….
YOU GOT IT by the great Roy Orbison! From Orbison’s multi-platinum album "Mystery Girl" (Available on iTunes! itunes.apple.com/us/artist/roy-orbison/id198798?uo=4), You Got It was written by Roy Orbison, Jeff Lynne and Tom Petty. Recorded in 1988.
Roy began his career at Sun Records with Elvis, Carl Perkins, Johnny Cash and Jerry Lee Lewis in the 1950′s. Becoming the biggest selling artist of the early 1960′s with a string of hits like "Oh Pretty Woman", "Mean Woman Blues", "Love Hurts", "Only The Lonely" Crying", "Running Scared", "In Dreams", " It’s Over", "Blue Angel", "Blue Bayou", and many more. Orbison single-handedly brought us the fashion of sunglasses, popularizing them for the masses.
He suffered many tragedies in the late 1960′s and in the 1970′s retired and was ripped off by numerous music business companies and managers. When he decided to record again, it was one of the most anticipated comebacks in music history. Orbison smashed his way to the top of the modern music charts with "You Got It", "California Blue", She’s a Mystery", and "A Love So Beautiful" and "I Drove All Night".
The movie "Pretty Woman" became the biggest selling soundtrack to date. More music business lawsuits and record company embargoes pulled Orbison off the radio, off TV, and out of the record stores in the 1990′s, but in recent years he has been slowly rising to his proper place at the top thanks to kids and teenagers who have recently rediscovered him.
Called both "The True King" and "Rock & Roll’s Man in Black", Roy Orbison in his day was called "The Big O"! Anything You Want…
For more information about Roy "The Soul of Rock and Roll" Orbison, please visit www.RoyOrbison.com
Category:
Music
License:
Standard YouTube License
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…lyrics … Roy Orbison – You Got It
Every time I look into your lovely eyes,
I see a love that money just cant buy.
One look from you, I drift away.
I pray that you are here to stay.
Anything you want, you got it.
Anything you need, you got it.
Anything at all, you got it.
Baby!
Every time I hold you I begin to understand,
Everything about you tells me Im your man.
I live my life to be with you.
No one can do the things you do.
Anything you want, you got it.
Anything you need, you got it.
Anything at all, you got it.
Baby!
Anything you want
Anything you need
Anything at all
Im glad to give my love to you.
I know you feel the way I do.
Anything you want, you got it.
Anything you need, you got it.
Anything at all, you got it.
Baby!
Anything you want, you got it
Anything you need, you got it
Anything at all, you got it
Baby
Anything at all
Baby
You got it
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…..item 2b)…. youtube video … Roy Orbison – You got it (Original Edit) … 3:36 minutes …
www.youtube.com/watch?v=5EhgdEOlNFU
Jaime Dias Lenzarini
Uploaded on Aug 16, 2011
Vh1 Unedited Version
Category
Music
License
Standard YouTube License
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Steven F. Udvar-Hazy Center: Lockheed P-38J-10-LO Lightning
Image by Chris Devers
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning
In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.
Maj. Richard I. Bong, America’s leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.
Transferred from the United States Air Force.
Manufacturer:
Lockheed Aircraft Company
Date:
1943
Country of Origin:
United States of America
Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)
Materials:
All-metal
Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.
Long Description:
From 1942 to 1945, the thunder of P-38 Lightnings was heard around the world. U. S. Army pilots flew the P-38 over Europe, the Mediterranean, and the Pacific; from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Measured by success in combat, Lockheed engineer Clarence "Kelly" Johnson and a team of designers created the most successful twin-engine fighter ever flown by any nation. In the Pacific Theater, Lightning pilots downed more Japanese aircraft than pilots flying any other Army Air Forces warplane.
Johnson and his team conceived this twin-engine, single-pilot fighter airplane in 1936 and the Army Air Corps authorized the firm to build it in June 1937. Lockheed finished constructing the prototype XP-38 and delivered it to the Air Corps on New Year’s Day, 1939. Air Corps test pilot and P-38 project officer, Lt. Benjamin S. Kelsey, first flew the aircraft on January 27. Losing this prototype in a crash at Mitchel Field, New York, with Kelsey at the controls, did not deter the Air Corps from ordering 13 YP-38s for service testing on April 27. Kelsey survived the crash and remained an important part of the Lightning program. Before the airplane could be declared ready for combat, Lockheed had to block the effects of high-speed aerodynamic compressibility and tail buffeting, and solve other problems discovered during the service tests.
The most vexing difficulty was the loss of control in a dive caused by aerodynamic compressibility. During late spring 1941, Air Corps Major Signa A. Gilke encountered serious trouble while diving his Lightning at high-speed from an altitude of 9,120 m (30,000 ft). When he reached an indicated airspeed of about 515 kph (320 mph), the airplane’s tail began to shake violently and the nose dropped until the dive was almost vertical. Signa recovered and landed safely and the tail buffet problem was soon resolved after Lockheed installed new fillets to improve airflow where the cockpit gondola joined the wing center section. Seventeen months passed before engineers began to determine what caused the Lightning’s nose to drop. They tested a scale model P-38 in the Ames Laboratory wind tunnel operated by the NACA (National Advisory Committee for Aeronautics) and found that shock waves formed when airflow over the wing leading edges reached transonic speeds. The nose drop and loss of control was never fully remedied but Lockheed installed dive recovery flaps under each wing in 1944. These devices slowed the P-38 enough to allow the pilot to maintain control when diving at high-speed.
Just as the development of the North American P-51 Mustang, Republic P-47 Thunderbolt, and the Vought F4U Corsair (see NASM collection for these aircraft) pushed the limits of aircraft performance into unexplored territory, so too did P-38 development. The type of aircraft envisioned by the Lockheed design team and Air Corps strategists in 1937 did not appear until June 1944. This protracted shakedown period mirrors the tribulations suffered by Vought in sorting out the many technical problems that kept F4U Corsairs off U. S. Navy carrier decks until the end of 1944.
Lockheed’s efforts to trouble-shoot various problems with the design also delayed high-rate, mass production. When Japan attacked Pearl Harbor, the company had delivered only 69 Lightnings to the Army. Production steadily increased and at its peak in 1944, 22 sub-contractors built various Lightning components and shipped them to Burbank, California, for final assembly. Consolidated-Vultee (Convair) subcontracted to build the wing center section and the firm later became prime manufacturer for 2,000 P-38Ls but that company’s Nashville plant completed only 113 examples of this Lightning model before war’s end. Lockheed and Convair finished 10,038 P-38 aircraft including 500 photo-reconnaissance models. They built more L models, 3,923, than any other version.
To ease control and improve stability, particularly at low speeds, Lockheed equipped all Lightnings, except a batch ordered by Britain, with propellers that counter-rotated. The propeller to the pilot’s left turned counter-clockwise and the propeller to his right turned clockwise, so that one propeller countered the torque and airflow effects generated by the other. The airplane also performed well at high speeds and the definitive P-38L model could make better than 676 kph (420 mph) between 7,600 and 9,120 m (25,000 and 30,000 ft). The design was versatile enough to carry various combinations of bombs, air-to-ground rockets, and external fuel tanks. The multi-engine configuration reduced the Lightning loss-rate to anti-aircraft gunfire during ground attack missions. Single-engine airplanes equipped with power plants cooled by pressurized liquid, such as the North American P-51 Mustang (see NASM collection), were particularly vulnerable. Even a small nick in one coolant line could cause the engine to seize in a matter of minutes.
The first P-38s to reach the Pacific combat theater arrived on April 4, 1942, when a version of the Lightning that carried reconnaissance cameras (designated the F-4), joined the 8th Photographic Squadron based in Australia. This unit launched the first P-38 combat missions over New Guinea and New Britain during April. By May 29, the first 25 P-38s had arrived in Anchorage, Alaska. On August 9, pilots of the 343rd Fighter Group, Eleventh Air Force, flying the P-38E, shot down a pair of Japanese flying boats.
Back in the United States, Army Air Forces leaders tried to control a rumor that Lightnings killed their own pilots. On August 10, 1942, Col. Arthur I. Ennis, Chief of U. S. Army Air Forces Public Relations in Washington, told a fellow officer "… Here’s what the 4th Fighter [training] Command is up against… common rumor out there that the whole West Coast was filled with headless bodies of men who jumped out of P-38s and had their heads cut off by the propellers." Novice Lightning pilots unfamiliar with the correct bailout procedures actually had more to fear from the twin-boom tail, if an emergency dictated taking to the parachute but properly executed, Lightning bailouts were as safe as parachuting from any other high-performance fighter of the day. Misinformation and wild speculation about many new aircraft was rampant during the early War period.
Along with U. S. Navy Grumman F4F Wildcats (see NASM collection) and Curtiss P-40 Warhawks (see NASM collection), Lightnings were the first American fighter airplanes capable of consistently defeating Japanese fighter aircraft. On November 18, men of the 339th Fighter Squadron became the first Lightning pilots to attack Japanese fighters. Flying from Henderson Field on Guadalcanal, they claimed three during a mission to escort Boeing B-17 Flying Fortress bombers (see NASM collection).
On April 18, 1943, fourteen P-38 pilots from the 70th and the 339th Fighter Squadrons, 347th Fighter Group, accomplished one of the most important Lightning missions of the war. American ULTRA cryptanalysts had decoded Japanese messages that revealed the timetable for a visit to the front by the commander of the Imperial Japanese Navy, Admiral Isoroku Yamamoto. This charismatic leader had crafted the plan to attack Pearl Harbor and Allied strategists believed his loss would severely cripple Japanese morale. The P-38 pilots flew 700 km (435 miles) at heights from 3-15 m (10-50 feet) above the ocean to avoid detection. Over the coast of Bougainville, they intercepted a formation of two Mitsubishi G4M BETTY bombers (see NASM collection) carrying the Admiral and his staff, and six Mitsubishi A6M Zero fighters (see NASM collection) providing escort. The Lightning pilots downed both bombers but lost Lt. Ray Hine to a Zero.
In Europe, the first Americans to down a Luftwaffe aircraft were Lt. Elza E. Shahan flying a 27th Fighter Squadron P-38E, and Lt. J. K. Shaffer flying a Curtiss P-40 (see NASM collection) in the 33rd Fighter Squadron. The two flyers shared the destruction of a Focke-Wulf Fw 200C-3 Condor maritime strike aircraft over Iceland on August 14, 1942. Later that month, the 1st fighter group accepted Lightnings and began combat operations from bases in England but this unit soon moved to fight in North Africa. More than a year passed before the P-38 reappeared over Western Europe. While the Lightning was absent, U. S. Army Air Forces strategists had relearned a painful lesson: unescorted bombers cannot operate successfully in the face of determined opposition from enemy fighters. When P-38s returned to England, the primary mission had become long-range bomber escort at ranges of about 805 kms (500 miles) and at altitudes above 6,080 m (20,000 ft).
On October 15, 1943, P-38H pilots in the 55th Fighter Group flew their first combat mission over Europe at a time when the need for long-range escorts was acute. Just the day before, German fighter pilots had destroyed 60 of 291 Eighth Air Force B-17 Flying Fortresses (see NASM collection) during a mission to bomb five ball-bearing plants at Schweinfurt, Germany. No air force could sustain a loss-rate of nearly 20 percent for more than a few missions but these targets lay well beyond the range of available escort fighters (Republic P-47 Thunderbolt, see NASM collection). American war planners hoped the long-range capabilities of the P-38 Lightning could halt this deadly trend, but the very high and very cold environment peculiar to the European air war caused severe power plant and cockpit heating difficulties for the Lightning pilots. The long-range escort problem was not completely solved until the North American P-51 Mustang (see NASM collection) began to arrive in large numbers early in 1944.
Poor cockpit heating in the H and J model Lightnings made flying and fighting at altitudes that frequently approached 12,320 m (40,000 ft) nearly impossible. This was a fundamental design flaw that Kelly Johnson and his team never anticipated when they designed the airplane six years earlier. In his seminal work on the Allison V-1710 engine, Daniel Whitney analyzed in detail other factors that made the P-38 a disappointing airplane in combat over Western Europe.
• Many new and inexperienced pilots arrived in England during December 1943, along with the new J model P-38 Lightning.
• J model rated at 1,600 horsepower vs. 1,425 for earlier H model Lightnings. This power setting required better maintenance between flights. It appears this work was not done in many cases.
• During stateside training, Lightning pilots were taught to fly at high rpm settings and low engine manifold pressure during cruise flight. This was very hard on the engines, and not in keeping with technical directives issued by Allison and Lockheed.
• The quality of fuel in England may have been poor, TEL (tetraethyl lead) fuel additive appeared to condense inside engine induction manifolds, causing detonation (destructive explosion of fuel mixture rather than controlled burning).
• Improved turbo supercharger intercoolers appeared on the J model P-38. These devices greatly reduced manifold temperatures but this encouraged TEL condensation in manifolds during cruise flight and increased spark plug fouling.
Using water injection to minimize detonation might have reduced these engine problems. Both the Republic P-47 Thunderbolt and the North American P-51 Mustang (see NASM collection) were fitted with water injection systems but not the P-38. Lightning pilots continued to fly, despite these handicaps.
During November 1942, two all-Lightning fighter groups, the 1st and the 14th, began operating in North Africa. In the Mediterranean Theater, P-38 pilots flew more sorties than Allied pilots flying any other type of fighter. They claimed 608 enemy a/c destroyed in the air, 123 probably destroyed and 343 damaged, against the loss of 131 Lightnings.
In the war against Japan, the P-38 truly excelled. Combat rarely occurred above 6,080 m (20,000 ft) and the engine and cockpit comfort problems common in Europe never plagued pilots in the Pacific Theater. The Lightning’s excellent range was used to full advantage above the vast expanses of water. In early 1945, Lightning pilots of the 12th Fighter Squadron, 18th Fighter Group, flew a mission that lasted 10 ½ hours and covered more than 3,220 km (2,000 miles). In August, P-38 pilots established the world’s long-distance record for a World War II combat fighter when they flew from the Philippines to the Netherlands East Indies, a distance of 3,703 km (2,300 miles). During early 1944, Lightning pilots in the 475th Fighter Group began the ‘race of aces.’ By March, Lieutenant Colonel Thomas J. Lynch had scored 21 victories before he fell to antiaircraft gunfire while strafing enemy ships. Major Thomas B. McGuire downed 38 Japanese aircraft before he was killed when his P-38 crashed at low altitude in early January 1945. Major Richard I. Bong became America’s highest scoring fighter ace (40 victories) but died in the crash of a Lockheed P-80 (see NASM collection) on August 6, 1945.
Museum records show that Lockheed assigned the construction number 422-2273 to the National Air and Space Museum’s P-38. The Army Air Forces accepted this Lightning as a P-38J-l0-LO on November 6, 1943, and the service identified the airplane with the serial number 42-67762. Recent investigations conducted by a team of specialists at the Paul E. Garber Facility, and Herb Brownstein, a volunteer in the Aeronautics Division at the National Air and Space Museum, have revealed many hitherto unknown aspects to the history of this aircraft.
Brownstein examined NASM files and documents at the National Archives. He discovered that a few days after the Army Air Forces (AAF) accepted this airplane, the Engineering Division at Wright Field in Dayton, Ohio, granted Lockheed permission to convert this P-38 into a two-seat trainer. The firm added a seat behind the pilot to accommodate an instructor who would train civilian pilots in instrument flying techniques. Once trained, these test pilots evaluated new Lightnings fresh off the assembly line.
In a teletype sent by the Engineering Division on March 2, 1944, Brownstein also discovered that this P-38 was released to Colonel Benjamin S. Kelsey from March 3 to April 10, 1944, to conduct special tests. This action was confirmed the following day in a cable from the War Department. This same pilot, then a Lieutenant, flew the XP-38 across the United States in 1939 and survived the crash that destroyed this Lightning at Mitchel Field, New York. In early 1944, Kelsey was assigned to the Eighth Air Force in England and he apparently traveled to the Lockheed factory at Burbank to pick up the P-38. Further information about these tests and Kelsey’s involvement remain an intriguing question.
One of Brownstein’s most important discoveries was a small file rich with information about the NASM Lightning. This file contained a cryptic reference to a "Major Bong" who flew the NASM P-38 on April 16, 1945, at Wright Field. Bong had planned to fly for an hour to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. His flight ended after twenty-minutes when "the right engine blew up before I had a chance [to conduct the test]." The curator at the Richard I. Bong Heritage Center confirmed that America’s highest scoring ace made this flight in the NASM P-38 Lightning.
Working in Building 10 at the Paul E. Garber Facility, Rob Mawhinney, Dave Wilson, Wil Lee, Bob Weihrauch, Jim Purton, and Heather Hutton spent several months during the spring and summer of 2001 carefully disassembling, inspecting, and cleaning the NASM Lightning. They found every hardware modification consistent with a model J-25 airplane, not the model J-10 painted in the data block beneath the artifact’s left nose. This fact dovetails perfectly with knowledge uncovered by Brownstein. On April 10, the Engineering Division again cabled Lockheed asking the company to prepare 42-67762 for transfer to Wright Field "in standard configuration." The standard P-38 configuration at that time was the P-38J-25. The work took several weeks and the fighter does not appear on Wright Field records until May 15, 1944. On June 9, the Flight Test Section at Wright Field released the fighter for flight trials aimed at collecting pilot comments on how the airplane handled.
Wright Field’s Aeromedical Laboratory was the next organization involved with this P-38. That unit installed a kit on July 26 that probably measured the force required to move the control wheel left and right to actuate the power-boosted ailerons installed in all Lightnings beginning with version J-25. From August 12-16, the Power Plant Laboratory carried out tests to measure the hydraulic pump temperatures on this Lightning. Then beginning September 16 and lasting about ten days, the Bombing Branch, Armament Laboratory, tested type R-3 fragmentation bomb racks. The work appears to have ended early in December. On June 20, 1945, the AAF Aircraft Distribution Office asked that the Air Technical Service Command transfer the Lightning from Wright Field to Altus Air Force Base, Oklahoma, a temporary holding area for Air Force museum aircraft. The P-38 arrived at the Oklahoma City Air Depot on June 27, 1945, and mechanics prepared the fighter for flyable storage.
Airplane Flight Reports for this Lightning also describe the following activities and movements:
6-21-45 Wright Field, Ohio, 5.15 hours of flying.
6-22-45Wright Field, Ohio, .35 minutes of flying by Lt. Col. Wendel [?] J. Kelley and P. Shannon.
6-25-45Altus, Oklahoma, .55 hours flown, pilot P. Shannon.
6-27-45Altus, Oklahoma, #2 engine changed, 1.05 hours flown by Air Corps F/O Ralph F. Coady.
10-5-45 OCATSC-GCAAF (Garden City Army Air Field, Garden City, Kansas), guns removed and ballast added.
10-8-45Adams Field, Little Rock, Arkansas.
10-9-45Nashville, Tennessee,
5-28-46Freeman Field, Indiana, maintenance check by Air Corps Capt. H. M. Chadhowere [sp]?
7-24-46Freeman Field, Indiana, 1 hour local flight by 1st Lt. Charles C. Heckel.
7-31-46 Freeman Field, Indiana, 4120th AAF Base Unit, ferry flight to Orchard Place [Illinois] by 1st Lt. Charles C. Heckel.
On August 5, 1946, the AAF moved the aircraft to another storage site at the former Consolidated B-24 bomber assembly plant at Park Ridge, Illinois. A short time later, the AAF transferred custody of the Lightning and more than sixty other World War II-era airplanes to the Smithsonian National Air Museum. During the early 1950s, the Air Force moved these airplanes from Park Ridge to the Smithsonian storage site at Suitland, Maryland.
• • •
Quoting from Wikipedia | Lockheed P-38 Lightning:
The Lockheed P-38 Lightning was a World War II American fighter aircraft built by Lockheed. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" by the Luftwaffe and "two planes, one pilot" by the Japanese, the P-38 was used in a number of roles, including dive bombing, level bombing, ground-attack, photo reconnaissance missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.
The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the mount of America’s top aces, Richard Bong (40 victories) and Thomas McGuire (38 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war. The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day.
Variants: Lightning in maturity: P-38J
The P-38J was introduced in August 1943. The turbo-supercharger intercooler system on previous variants had been housed in the leading edges of the wings and had proven vulnerable to combat damage and could burst if the wrong series of controls were mistakenly activated. In the P-38J model, the streamlined engine nacelles of previous Lightnings were changed to fit the intercooler radiator between the oil coolers, forming a "chin" that visually distinguished the J model from its predecessors. While the P-38J used the same V-1710-89/91 engines as the H model, the new core-type intercooler more efficiently lowered intake manifold temperatures and permitted a substantial increase in rated power. The leading edge of the outer wing was fitted with 55 gal (208 l) fuel tanks, filling the space formerly occupied by intercooler tunnels, but these were omitted on early P-38J blocks due to limited availability.
The final 210 J models, designated P-38J-25-LO, alleviated the compressibility problem through the addition of a set of electrically-actuated dive recovery flaps just outboard of the engines on the bottom centerline of the wings. With these improvements, a USAAF pilot reported a dive speed of almost 600 mph (970 km/h), although the indicated air speed was later corrected for compressibility error, and the actual dive speed was lower. Lockheed manufactured over 200 retrofit modification kits to be installed on P-38J-10-LO and J-20-LO already in Europe, but the USAAF C-54 carrying them was shot down by an RAF pilot who mistook the Douglas transport for a German Focke-Wulf Condor. Unfortunately the loss of the kits came during Lockheed test pilot Tony LeVier‘s four-month morale-boosting tour of P-38 bases. Flying a new Lightning named "Snafuperman" modified to full P-38J-25-LO specs at Lockheed’s modification center near Belfast, LeVier captured the pilots’ full attention by routinely performing maneuvers during March 1944 that common Eighth Air Force wisdom held to be suicidal. It proved too little too late because the decision had already been made to re-equip with Mustangs.
The P-38J-25-LO production block also introduced hydraulically-boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning’s rate of roll and reduced control forces for the pilot. This production block and the following P-38L model are considered the definitive Lightnings, and Lockheed ramped up production, working with subcontractors across the country to produce hundreds of Lightnings each month.
Noted P-38 pilots
Richard Bong and Thomas McGuire
The American ace of aces and his closest competitor both flew Lightnings as they tallied 40 and 38 victories respectively. Majors Richard I. "Dick" Bong and Thomas J. "Tommy" McGuire of the USAAF competed for the top position. Both men were awarded the Medal of Honor.
McGuire was killed in air combat in January 1945 over the Philippines, after racking up 38 confirmed kills, making him the second-ranking American ace. Bong was rotated back to the United States as America’s ace of aces, after making 40 kills, becoming a test pilot. He was killed on 6 August 1945, the day the atomic bomb was dropped on Japan, when his P-80 Shooting Star jet fighter flamed out on takeoff.
Charles Lindbergh
The famed aviator Charles Lindbergh toured the South Pacific as a civilian contractor for United Aircraft Corporation, comparing and evaluating performance of single- and twin-engined fighters for Vought. He worked to improve range and load limits of the F4U Corsair, flying both routine and combat strafing missions in Corsairs alongside Marine pilots. In Hollandia, he attached himself to the 475th FG flying P-38s so that he could investigate the twin-engine fighter. Though new to the machine, he was instrumental in extending the range of the P-38 through improved throttle settings, or engine-leaning techniques, notably by reducing engine speed to 1,600 rpm, setting the carburetors for auto-lean and flying at 185 mph (298 km/h) indicated airspeed which reduced fuel consumption to 70 gal/h, about 2.6 mpg. This combination of settings had been considered dangerous; it was thought it would upset the fuel mixture and cause an explosion. Everywhere Lindberg! h went in the South Pacific, he was accorded the normal preferential treatment of a visiting colonel, though he had resigned his Air Corps Reserve colonel’s commission three years before. While with the 475th, he held training classes and took part in a number of Army Air Corps combat missions. On 28 July 1944, Lindbergh shot down a Mitsubishi Ki-51 "Sonia" flown expertly by the veteran commander of 73rd Independent Flying Chutai, Imperial Japanese Army Captain Saburo Shimada. In an extended, twisting dogfight in which many of the participants ran out of ammunition, Shimada turned his aircraft directly toward Lindbergh who was just approaching the combat area. Lindbergh fired in a defensive reaction brought on by Shimada’s apparent head-on ramming attack. Hit by cannon and machine gun fire, the "Sonia’s" propeller visibly slowed, but Shimada held his course. Lindbergh pulled up at the last moment to avoid collision as the damaged "Sonia" went into a steep dive, hit the ocean and sank. Lindbergh’s wingman, ace Joseph E. "Fishkiller" Miller, Jr., had also scored hits on the "Sonia" after it had begun its fatal dive, but Miller was certain the kill credit was Lindbergh’s. The unofficial kill was not entered in the 475th’s war record. On 12 August 1944 Lindb! ergh left! Hollandia to return to the United States.
Charles MacDonald
The seventh-ranking American ace, Charles H. MacDonald, flew a Lightning against the Japanese, scoring 27 kills in his famous aircraft, the Putt Putt Maru.
Robin Olds
Main article: Robin Olds
Robin Olds was the last P-38 ace in the Eighth Air Force and the last in the ETO. Flying a P-38J, he downed five German fighters on two separate missions over France and Germany. He subsequently transitioned to P-51s to make seven more kills. After World War II, he flew F-4 Phantom IIs in Vietnam, ending his career as brigadier general with 16 kills.
Clay Tice
A P-38 piloted by Clay Tice was the first American aircraft to land in Japan after VJ-Day, when he and his wingman set down on Nitagahara because his wingman was low on fuel.
Antoine de Saint-Exupéry
Noted aviation pioneer and writer Antoine de Saint-Exupéry vanished in a F-5B-1-LO, 42-68223, c/n 2734, of Groupe de Chasse II/33, out of Borgo-Porreta, Bastia, Corsica, a reconnaissance variant of the P-38, while on a flight over the Mediterranean, from Corsica to mainland France, on 31 July 1944. His health, both physical and mental (he was said to be intermittently subject to depression), had been deteriorating and there had been talk of taking him off flight status. There have been suggestions (although no proof to date) that this was a suicide rather than an aircraft failure or combat loss. In 2000, a French scuba diver found the wreckage of a Lightning in the Mediterranean off the coast of Marseille, and it was confirmed in April 2004 as Saint-Exupéry’s F-5B. No evidence of air combat was found. In March 2008, a former Luftwaffe pilot, Horst Rippert from Jagdgruppe 200, claimed to have shot down Saint-Exupéry.
Adrian Warburton
The RAF’s legendary photo-recon "ace", Wing Commander Adrian Warburton DSO DFC, was the pilot of a Lockheed P-38 borrowed from the USAAF that took off on 12 April 1944 to photograph targets in Germany. W/C Warburton failed to arrive at the rendezvous point and was never seen again. In 2003, his remains were recovered in Germany from his wrecked USAAF P-38 Lightning.
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