Needless to say; a squeaky voice is really disgusting to listen to, and can make someone's life to be horrible. If you have such a voice and think it is affecting the quality of your life, or the way you go around your daily activities, then you can always do something about it. You are not supposed to get stocked in your high-pitched voice for the rest of your life. As you might already know, your voice quality can be improved with voice box exercises and other techniques designed to control your vocal cords and enhance the way you speak.
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You see the society we live in today turns to judge people according to so many different factors and voice tone is one of the most important of these factors. Sure people will always consciously judge what a kind of person you are by factors such as your height, your age, your skin complexion, and so on, but they will unconsciously judge you according to the sound of your voice and if this sound is squeaky, they will generally attribute it to lack of self-confidence, and generally won't take you seriously when you talk. Also, squeaky voices generally will turn off people you are talking to.
So now you know all these disadvantages of having a squeaky high pitched voice. But what can be done to get rid of this? Can you even do something about it? Well, here are some few tips on how to get rid of that squeaky annoying voice and make your voice tone deep, sexy and really strong.
The first thing you can do for getting rid of a squeaky voice is that you make sure the placement of your voice is not in your nose. People with adenoidal voices inevitably sound like they're talking much higher.
The second thing you can do to get rid of your annoying squeaky voice is that you try talking form your chest or abdomen. The simple truth is that the when you talk form your neck or nose, your voice becomes really squeaky, but when you talk from your chest or abdomen, your voice is deep, strong and good to listen to.
There are many more tips on how to get rid of that squeaky annoying voice but you should always remember that "voice quality = vocal tract configuration + laryngeal anatomy + learned component". So as you can see, your high-pitched voice quality is not permanent, since voice quality has something to do with "LEARNED COMPONENT", this entail exercises that you personally do to improve your voice quality.
1. Amphibious Aircraft Development:
Water, not land, drew aviation to Port Washington, Long Island. Like the Hempstead Plains, the flat expanse of Manhasset Bay fronting it, evoking nautical images, became inextricably tied to aeronautical development during the first half of the 20th century. Its calm, deep waters-- centrally located only 15 miles from New York City, yet at the threshold of the Atlantic Ocean and the European continent-proved the ideal breeding ground for craft which combined the buoyancy of the boat with the aerodynamics of the airplane.
Wealthy aristocrats, such as Guggenheim and Vanderbilt-engaging in yachting on the very waters which were overlooked by their opulent, North Shore mansions-and endowed with significant wealth for the activity, logically sublimated the sport to flying, transitioning from floating craft to air craft. Nautical designers, facilitating this change, equally progressed to this new technology, and Port Washington's Manhasset Bay, like Nassau County's Hempstead Plains, rapidly became the cradle of seaplane aviation.
Glenn Curtiss, soon to become synonymous with this branch, both designed and successfully tested the first dual-mode, sea-and-sky airframe, the "F" Boat, here in 1912, inherently expressed in its very name, the "Port Washington," and its succeeding, larger and improved-performance "M" (for "modified") version, met the US Navy's specifications for such a seaplane and resulted in an order five years later, in 1917.
Having already constructed a seaplane base here the previous year, with workshops, hangars, and ramps, Curtiss was able to offer an array of related services, including floatplane testing, pilot training, and public familiarization rides, and this branch was officially established in July when 12 men from Yale University, forming the First Yale Aviation Unit, received Naval pilot training here from Curtiss School Instructor David McCulloch in an "F" Boat. The fleet later encompassed "M" Boat, N-9, and R-9 aircraft.
If Manhasset Bay had been a mirror, it would have reflected an increasing number of speed, altitude, and distance records written above it. In October of 1919, for instance, Caleb Bragg, a local resident, attained a 19,100-foot altitude in a Loening Monoplane, while David McCulloch himself climbed 400 feet higher two years later, in August, a record applicable to both land- and seaplanes because of the four people it carried.
Port Washington also served as the home base of an airline which, established in 1919 and operating four, six-passenger Curtiss flying boats, served the Long Island-Atlantic City route, long before casinos were ever envisioned there.
Continually using Manhasset Bay as an aquatic testing surface, Curtiss initiated a series of floatable, powerless glider flights on September 6, 1922. Towed by a speedboat back to its hangar after four unsuccessful attempts to attain sufficient lift off of Port Washington, the sailplane, a miniaturized version of the Navy-Curtiss NC flying boat with a 24-foot-long duralumin hull; a modified bow; 28-foot, silk-covered wings; spruce struts; and the Curtiss signature shoulder yoke control system; finally harnessed a hitherto absent breeze and surrendered to the air for a sustained, nine-second aerial interlude, permitting him to release his grasp of the tow rope for the first time that day. Formerly restricted to land and hilltop launches, gliding now expanded to the aquatic realm.
"This is the first step in sea soaring," Curtiss proclaimed. Unlike the traditional, land-based gliders, which maintained balance by means of vertical currents, its nautical counterpart negotiated sea-air whose currents moved parallel with the water and needed to emulate the albatross bird, "which takes off from a wave and soars immediately," according to him. In order to continue soaring, he needed to "have knowledge of the variations of air currents over the water," the intended aim of his initial experiments.
Subsequent flights demonstrated that the absence of a breeze and not an inherent design deficiency, was the culprit of the first four failed attempts, which had exhibited optimum balance and control before having been released from their tethers.
Some of these aviation advancements were not without support and financial backing. In 1926, for example, Sands Point resident Daniel Guggenheim and his son, Harry, promoted air competitions and provided incentives to improve aeronautical safety and reliability.
2. Early Manufacturers:
Aside from Curtiss designs, those of the EDO Aircraft Corporation equally used Manhasset Bay as their acceleration surface.
Founded by Earl Dodge Osborn, whose initials provided his company's name, in College Point on the shore of Flushing Bay with 14 employees, he designed his first aircraft, designated the "Malolo," the following year. Powered by a 110-hp, twin-bladed engine mounted atop its high wing, the small, all-metal, hull-shaped seaplane, sporting a pontoon beneath it, proved too slow to attract any orders, but its novel aluminum floats, a radical departure from the heavy, water damage-prone wooden ones, were strong and durable, yet light weight.
Switching his focus from designing seaplanes to the pontoons which supported them, he was able to retrofit land-based aircraft, whose range was then insufficient for anything other than short sectors and whose required concrete runways were often inadequate in both length and number, thus provisioning them for long-range travel with the unlimited ocean expanses serving as potential aquatic airports.
First retrofitted to a Waco 9 biplane, whose power output was inadequate to lift the heavier, wooden types, the production aluminum floats improved, as would later occur with all aircraft, its performance, range, and payload.
EDO floats were further enhanced with fluted bottoms.
Employing some 100 people by 1929, the company, enjoying a virtual monopoly, designed eight different types mountable on 25 aircraft, and became the sole float supplier of the Army and the Navy during World War II.
Its floats also facilitated several notable flights, including those made by Charles Lindbergh's Lockheed Sirius and Admiral Richard Byrd's Curtiss Condor during his South Pole exploration.
The second significant operation to take root in Port Washington, after that of Curtiss's, was the American Aeronautical Corporation.
Founded By Enea Bossi in October of 1928 to license-build Italian Savoia-Marchetti seaplanes in the United States, it temporarily established a base in Whitestone, New York, while seeking a more permanent location. It ultimately selected 16 acres on Manhasset Isle, chosen because of its level and sandy soil, favorable water conditions, and proximity to Manhattan, constructing a $1.5 million 235,000-square-foot factory, designed by Lockwood Greene Engineers and actually built by Commonwealth Industries. It encompassed a flying school and Army Air Corps-sponsored seaplane base. Officially dedicated on September 14 of the following year, it became America's largest such combined complex, soon earning the name "New York Seaplane Airport," and causing the hitherto quiet, countrified community to morph into an industrial site whose heart was pumped by mechanics, machinists, engineers, assemblers, and pilots.
Two versions of a single, amphibious design emerged through its hangar doors. The S-56, manufactured under ATC Approved Type Certificate A-287--awarded on January 4, 1930--sold for $7,300 and, powered by a 90-hp engine, had a production run of 36. It was the first low-cost seaplane available. The second, the S-56B-built under Approved Type Certificate A-336-featured a more powerful, 125-hp Kinner B-5 engine and was priced at $7,825.
The S-55, which failed to proceed into production, and its S-56 successor, were tested at Miller Army Air Field. The latter, of wooden construction, sported a 32.5-foot wingspan with significant clearance between its upper and lower ones to facilitate powerplant installation and its dual-bladed propeller. It had a 2,150-pound gross weight and accommodated up to three in open seats.
The type made two notable achievements. Piloted by W. B. Atwater, it made the first fight from Port Washington to Chicago and, in August of 1930, notched up an unrefueled endurance record of 22 hours, 19 minutes.
By May of 1929, the American Aeronautical Company attracted more than $400,000 of Savoia-Marchetti airplane orders, but, victim to the Depression, the license-manufacturing partnership was consumed by its bite the following year.
During the same year that it was established, so, too, was the Curtiss seaplane flying school on Manhasset Bay's Orchard Beach with a fleet of float-equipped de Havilland Moth biplanes.
The first three decades on Manhasset Bay, characterized by seaplane-sprouting seedlings, experimentation, test flying, barnstorming, pilot training, flying school establishment, and ever-increasing performance and reliability, yielded to the era of the flying boat and international airline service.
3. The Flying Boat Era:
Long intending to inaugurate scheduled, transatlantic, mail and passenger flying boat service to complement its existing Pacific routes, Pan American Airways Corporation selected Port Washington as an interim departure point until its more permanent facilities were constructed in North Beach, acquiring the American Aeronautical Corporation's cavernous hangar and seaplane ramp complex in December of 1933 under the "Marine Airport Corporation" aegis, once again injecting Port Washington with the promise of growth. The facility, at least temporarily, became the nautical equivalent of Idlewild International Airport, which, although located on Jamaica Bay, only became a landplane counterpart.
Service inauguration, contingent upon landing rights, was delayed for several years until a breakthrough occurred on February 22, 1937, when the British Air Ministry ultimately issued Pan American a permit to operate scheduled flights to, through, and beyond the United Kingdom, with similar route authorities subsequently obtained from Canada on March 5, Bermuda on March 25, Ireland on April 13, and Portugal on April 14. The service, however, could only be launched when Britain's own, and competing, Imperial Airways'-predecessor of BOAC/British Airways-- transatlantic operation began, and its empire Class flying boats were still in their final design phase.
Pan American, equally awaiting its Boeing B-314 Flying Boats, intended transatlantic aircraft type, elected to deploy two smaller Sikorsky S-42 amphibians on the partial, 770-mile oceanic crossing to Bermuda, but the British agreement extended to this route as well.
Both carriers commenced this abridged, but first, transatlantic sector with simultaneous, route-proving flights on May 25, 1937, Pan American operating the eastbound segment with the "Bermuda Clipper" and Imperial Airways serving the reciprocal, westbound route with its "Cavalier" flying boat. Although the agreement stipulated that the two points had to be connected with the same aerial suspension time, Pan American's S-42s offered higher cruise speeds than those of Imperial Airways' equipment.
After several trial flights, scheduled passenger operations began the following month, on June 18, to and from the Port Washington Marine Base, where Pan American itself provided the British airline's maintenance, each operating a single weekly round-trip.
According to a 1937 document for "PAA Airport No. B-335-4," that base offered the following facilities:
"Distance and Direction from Center of City: Adjacent to Port Washington.
"Area: Approximately 12 acres.
"Shape: Irregular.
"Landing and Take Off Areas: Unlimited in Long Island Sound.
"Marking and Identification: 2 hangars, 2 ramps, and floating walk - Plum Point.
"Remarks: Station operated by Pan American Airways. At present, used as port-of-entry for USA-Bermuda services by Pan American Airways and Imperial Airways."
The Bermuda route was not without mishap. During one of its eastbound legs, the Cavalier Flying Boat operated by Imperial Airways penetrated icing conditions and its captain radioed of a potential, open-sea landing. But 49 minutes later, the virtually powerless behemoth, emitting a cough from the last of its four still-sputtering engines, descended toward the angry ocean surface, devoid of control.
Plunging into the crest of a mountain wave, it came to an abrupt stop, spitting the five crew members and eight passengers from its crushed carcass and exposing them to the churning elements with nothing but flotation packs to which to cling for salvation.
Struck by a piece of wreckage as he exited the fuselage, one passenger, unable to swim, drowned, while the steward, losing his grip of the flotation ring, succumbed to the sea's swallow shortly after.
Although Pan American had tamed the Pacific 샌즈카지노 with a fleet of ten Sikorsky S-42 and Martin M-130 flying boats designated "Clippers" to reflect the tall-masted sailing ships which had plied the seas during an earlier period, they failed to offer adequate speed or capacity for transatlantic operations, as demonstrated by the July 3, 1937 transatlantic survey flight operated by "Clipper III" to Foynes, Ireland. It required six days, by means of several intermediate stops, to complete. Nevertheless, it constituted the first time that a North Atlantic weather map had been consulted and witnessed the first aerial iceberg sighting from a commercial aircraft. Imperial Airways' "Caledonia," operating the westbound trip, landed on Manhasset Bay the same day that "Clipper III" had reached Ireland, but in the afternoon, having first circled Manhattan.
Despite the pre-existing service inauguration agreement, Pan American, finally taking delivery of the first of six Boeing B-314s intended for its Pacific and Atlantic divisions, could wait no longer and began a series of route-proving flights, which led to the actual passenger-carrying one.
"Like rigid airships," according to Tom D. Crouch in his book, "Wings: A History of Aviation from Kites to the Space Age" (W. W. Norton and Company, 2003, p. 342), "the large flying boats represented a bridge technology, capable of covering intercontinental distances at a time when faster and more efficient land-based aircraft did not yet have the range or carrying capacity for the task."
The first route proving service, occurring on March 26, 1939 and operated by aircraft "Yankee Clipper," carried 11 crew members and nine operation-related employees from Boeing, Wright Aeronautical, and the airline itself, crossing the Atlantic to Horta, before continuing to Lisbon, Biscarosse, and Marseilles. One week later it returned to Port Washington.
The second, intended as the inaugural air mail flight and operated by the same aircraft, took place two months later, on May 20, the 12th anniversary of Lindbergh's solo crossing in the Spirit of St. Louis, casting off at 1308 local time with 1,804 pounds of post on board and peeling its ship-like hull off the waters of Manhasset Bay. Piloted by Captain Arthur E. LaPorte, the colossal, high-winged, quad-engine, intercontinental flying boat circled the World's Fair, whose Aviation Day celebration was attended by the thousands, before commencing its aerial Atlantic bridge and radioing that it sustained a 175-mph cruise speed and was 268 miles east of New York shortly after 1500. It then continued to the Azores, Lisbon, and Marseilles.
Returning seven days later with 2,025 pounds of mail, it successfully completed the US's first scheduled, commercial, transatlantic round-trip, reciprocally mimicked by Imperial Airways, which had finally inaugurated its own ocean-spanning operation.
The long-awaited passenger service, with $375 one-way and $675 round-trip fares, began the following month, on June 28, with aircraft "Dixie Clipper."
Amid the blare of a brass band and the quay thronged with friends, relatives, messengers, reporters, and photographers, the 22 passengers, having had their tickets, passports, and baggage checked (the latter restricted to a 15-pound maximum), filed down the long dock to which the B-314, immersed in Manhasset Bay, was moored, then the most mammoth and luxurious airliner, in- and externally reflecting the nautical heritage which had inspired it.
Based upon the design requirements submitted by Juan Trippe of Pan American to Boeing, Consolidated, Douglas, and Sikorsky, in February of 1936, for a long-range, four-engine, transoceanic amphibious airliner capable of carrying a 10,000-pound payload on at least 2,400 statute mile routes against a 30-mph headwind and cruising at a 150-mph airspeed, the aircraft, as befitting a mixed-mode vehicle, employed ship construction techniques with a compartmented double bottom and full-depth, forward and aft, watertight bulkheads,