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FDNY Engine 44 Picture taken on 05-04-2014 during a much needed vacation. I have over 200 pictures from New York City that need to be uploaded. Some are retail many are not. Just a little note to let everyone know that there will be some personal pictures uploaded also. Thanks. Coolcat433
A full scale working replica of that 1712 engine built by Thomas Newcomen for pumping water from the mines on the estates of Lord Dudley
The Alouette is a unique prototype from early Cygnus Corp tests for speed racing.
The project was abandoned when it's creator, Joe Lewis,was fired. He took all blueprints with him and it's only after he passed away that his youngest son, Parker, found them and decided to build it.
Lightweight, with one unique rear engine, he is unbeatable in speed.Parker Lewis won the 5 first races he entered and shook the racing world proving that old school technology still had some tricks that needed to be mastered.
(this MOC was built by my roomate SORA空, whom I contaminated day after day building spacecrafts ^^)
Computer History Museum in Mountain View California
1401 N Shoreline Blvd
Mountain View, CA
(650) 810-1010
The world's largest history museum for the preservation and presentation of artifacts and stories of the Information Age located in the heart of Silicon Valley.
Picture Taken by Michael Kappel (Me)
View the high resolution Image on my photography website
Follow Me on my Tumblr.com Photo Blog
Via via een nette motorafdekplaat weten te scoren in glossy zwart. Staat erg netjes, al zal ik naar alle waarschijnlijkheid het bovenste gedeelte zwart plastidippen.
Info:
Camera: Sony Xperia Z3
Engine shot of an Ak 427 kit-car replica of an AC Cobra.
I think this is a 5.7L V8 Chevrolet 350 engine.
Seen at the 2011 Tredegar park Vintage Car Rally, Newport.
This is the engine in the Saturn Sky. It has an Inline 4 cylinder but about 200 horsepower. Very impressive.
This is one of a pair of old traction engines on a farm in Suffolk together with other bits of rusting machinery.
140 CV / 2.5-litre / 4-cylinders boxer-engine
Oldtimertage (Classic Cars Days) Berlin I Meilenwerk I Classic Remise
17/18 May 2014
Expedition cruise ship Orion II (previously Clelia II, Renaissance Four).
Built: January 1991. Refitted 2009
Builder: Cantieri Navale Ferrari (Italy)
Suites: 50
Guest Capacity: 100 (twin occupancy).
Crew: 70
Length: 88 metre
Beam: 15.3 metre
Draft: 4.5 metre
Hull: Ice- strengthened hull for voyages in the Arctic and Antarctic
Gross Tonnage: 4,077
Engines: MAN B&W Diesel 2 x 2520 KW
Speed: 14 knots. Cruise speed 13.5 knots
Stabilisers: Retractable fin stabilisers
Manoeuvrability: Bow thrusters
Elevator: Yes
Classification: Lloyds
Regulations: Orion II is built according to the latest international safety regulations, including those of the U.S. Coast Guard, U.S. Public Health, Canadian Arctic Shipping, and St. Lawrence Seaway.
Additional Craft: 9 Zodiac Heavy Duty MK5
Communications: Direct-dial satellite telephones; fax; e-mail; Internet access; internal telephone system.
Registry: Malta
Orion II joined Australian-owned Orion Expedition Cruises in 2011, effectively doubling the size of the fleet until it leaves at the end of 2012; the line has operated with just one ship, 106-passenger Orion, since its startup in 2004. The new ship was acquired on a charter basis from a private owner; previously, it had sailed as Clelia II and was operated by New York-based Travel Dynamics International. It underwent a refit in 2009, and further enhancements were made by Orion before the relaunch. Originally, the vessel was built for Renaissance Cruises as one in a series of six; three of its original sisters now sail as Travel Dynamics International's Corinthian II and British tour operator Noble Caledonia's two ships, Island Sky and Caledonian Sky.
In response to increasingly fast American bombers and fighters, the Mikoyan-Gurevich design bureau was ordered to develop a twin-engined, all-weather, supersonic version of the MiG-17F day fighter. It would also be equipped with a mix of cannon and missile armament. Prototypes were designated SM-1 through SM-9 before being formally designated MiG-19 in 1956. It received the NATO reporting name "Farmer" soon thereafter.
During the 1950s, fighter designs usually went through a teething process, which was usually expensive and dangerous. This was true of most nations, and the MiG-19 was no different. Several powerplants had to be experimented with before the right one was found in the Tumansky RD-9, and the aircraft was prone to catastrophic explosions. It was also tricky to fly for a new pilot, especially given that there was not a two-seat trainer; pilots instead trained on the more docile MiG-15UTI Midget, which could pose a problem in transitioning to the new fighter. The MiG-19 was indeed supersonic, however, and eventually fulfilled the requirements of the design by the time it entered service in 1956.
The Soviet Air Force (V-VS) hoped that the MiG-19 would replace the MiG-17 in service, but the former never became a popular aircraft. It was not as maneuverable as the MiG-17, and gulped fuel at an alarming rate. In its combat debut with the Egyptian Air Force against Israeli Mirage IIIs, pilots reported a tendency for the MiG-19 to flame out if it fired its nose mounted cannon for any length of time; the gun gas would be sucked down the intake and cause engine failure.
The MiG-19 also entered service with the North Vietnamese People's Air Force in 1969, but its performance when the air war over the North was resumed in 1972 was lackluster. VPAF pilots found it heavier on the controls than the MiG-17 and MiG-21, and VPAF mechanics found maintaining the MiG-19 in a tropical environment was a nightmare. VPAF MiG-19s only achieved three confirmed kills, and lost nine of their own number. It was not popular and was withdrawn from service at the end of the war.
With the MiG-21 in service, the Soviet V-VS also withdrew the MiG-19 from frontline service, though a few Warsaw Pact client states kept them until the early 1980s. The People's Republic of China license-built MiG-19s before the Sino-Soviet split in 1967, and kept it in production well into the 1980s as the Shenyang J-6. Despite its limitations, the J-6 remained the mainstay of the People's Liberation Army Air Force until the early 21st Century, and the last J-6 did not leave service until 2010. North Korea is believed to be the last nation to still have operational J-6s in any sort of number, though there are a small number of African nations which might have a few left. Though quite a few can be found in museums worldwide, its high maintenance requirements have not made it a sought-after warbird.
There are two differing stories of how this MiG-19 came to be at the March Air Museum. According to the museum, it was assembled from parts of seven Shenyang J-6s and possibly actual MiG-19s, at least one of which had flown combat over Vietnam while with the VPAF. According to other sources, however, Bort 0409 was delivered to the Czechoslovakian Air Force in 1961 and initially served with the 4th Fighter Squadron at Ceske Budejovice until 1963, when it was transferred to the 5th FS at Dobrany. Withdrawn from service in the early 1970s, it was displayed at the Slovak Museum of Transport at Presov before being sold to a private American warbird collector in Palm Springs, California, who donated it to the March Air Museum in 2001. It is possible that Bort 0409 was used as the basis for the restoration, with parts coming from J-6s, including the former VPAF aircraft.
However Bort 0409 got to March, it has been beautifully restored as a VPAF MiG-19 of the 925th Fighter Regiment at Yen Bai. North Vietnamese MiG-19s were both bare metal and camouflaged, though the Bort nose number pattern is Czech. This is only the third MiG-19/J-6 I've ever seen; as I mentioned above, they are quite rare compared to MiG-17s or even MiG-21s.