View allAll Photos Tagged FlickrStats
The annual auto generated flickr statistical summary for my photostream for 2025.
562 items uploaded (16,601 all time total as of 04/12/2025)
211,951 views received (30,611,163 all time total as of 04/12/25)
3543 favourites received
859 comments received
924 favourites given
783 comments given
It's very important to note the views/fav's/comments received in this list are only for items posted to my photostream in 2025. Views/fav's/comments received on uploads prior to 2025 are not included.
Note the total item views in 2025 are somewhat down on the 2023 and 2024 totals which disappoints me a bit as a great deal of midnight oil is burnt editing my photostream. However
favourites received and comments recieved for 2025 are both up on 2024.
Needleless to say, thank you for all your views, favourites and comments throughout 2025 before and beyond.
A city never sleeps because inside which lives humans which never stops going somewhere. This time-lapse video shows the pulse of a city through the rush hour traffic in Central in Hong Kong one gloomy evening.
For the soundtrack I had wanted something repetitive and Philip Glass came to mind. I had originally written something but thought that the video works best with something by Glass. To avoid licensing issues (mostly because I publish everything via CCBY), I found a MIDI file performed by Bertrand Robion on the web [1] and mixed it with some piano samples.
# Notes
1. www.glasspages.org/audio.html
# SML Data
+ Date: 2013-07-17 (recorded) 2013-07-20 (processed)
+ Camera: Canon EOS 6D
+ Lens: Canon EF 17-40 f/4L USM
+ Accessories: Canon TC-80N3, Manfrotto tripod, Manfrotto head
+ Workflow: Lightroom 5, LRTimelapse 2, After Effects CC, Ableton Live Suite 8
+ Video: 1920x1080 (1080p), 24fps, Progressive
+ Location: 香港中環 Central, Hong Kong
+ Photographer: See-ming Lee 李思明 / SML Photography
+ Soundtrack: Philip Glass: Metamorphosis 1 by Bertrand Robion (solo piano) mixed by SML Music
+ Media Production: SML Universe
+ License: Creative Commons Attribution 3.0 Unported (CCBY)
+ Copyright: 2013 See-ming Lee 李思明 / SML Universe Limited
+ Series: 人流 Human Logistics
+ Serial: SML.20130717.6D.20604-SML.20130717.6D.21490-TL
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Music / SML Universe Limited
香港中環 Hong Kong Central / 人流 Human Logistics 延時攝影 Time Lapse Photography / SML.20130717.6D.20604-SML.20130717.6D.21490-TL
/ #人流 #HumanLogistics #CreativeCommons #CCBY #SMLPhotography #SMLMusic #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #延時 #TimeLapse #PhilipGlass #BertrandRobion #piano #中環 #Central #Urban #city #people
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
Round 3: The lines becomes curve for this one.
The building on the left is Exchange Square. The one on the right is still Jardine House. With its circular windows, Jardine House has an interesting facade which makes it beautiful to photograph. In many ways, when I first saw the Maritime Hotel in New York, the first thing I was reminded of is how much better Jardine House looks comparatively speaking.
This photo might look better in black and white—so it will be processed as such later—if I have learned anything looking at the Flickr stream of Thomas Hawk, it is that interleaving photographs from different places and series generally look better than streaming the same kind of photos continuously. Diversity makes life interesting…
# SML Data
+ Date: 2013-03-26T18:02:31.40+0800
+ Dimensions: 3069 x 4589
+ Exposure: 1/100 sec at f/2.8
+ ISO: 1250
+ Flash: Did not fire
+ Camera: Canon EOS 7D
+ Lens: Canon EF 24-70mm f/2.8L USM
+ GPS: 22°17'1" N 114°9'30" E
+ Altitude: 122.0 m
+ Location: 中國香港中環交易廣場 Exchange Square, Central, Hong Kong, China
+ Subject: 中國香港中環交易廣場和怡和大廈 Exchange Square and Chater House, Central, Hong Kong, China
+ Serial: SML.20130326.7D.36607
+ Workflow: Lightroom 4
+ Series: 建築 Architecture, 形 Forms
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“曲線與圓點: 交易廣場與怡和大廈 Curves vs Dots: Exchange Square vs Jardine House” / 香港金融建築之形 Hong Kong Financial Architecture Forms / SML.20130326.7D.36607
/ #建築 #建筑 #Architecture #形 #Forms #SMLForms #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #城市 #Urban #中環 #Central #Office #lines #circles
Designed by Arquitectonica, the building complexes at 貝沙灣 Residence Bel-Air located at 數碼港 Cyberport feature many of the key ingredients in Hong Kong’s luxury residential properties, as well as some WTF sceneries:
+ “風水洞 Feng Shui Hole”, the hole in the middle of the building which allows the dragon to fly through.
+ High density which soars to the sky. Higher density means more space around for scenery. This allows everyone to have a good view.
+ Ocean view. No one wants to be looking at humans when they are indoors. Well, I don’t.
+ Clothes hanging dry on the balcony. Hong Kong does not have a lot of space so everyone regardless of their income level dry their clothes outside. Truly WTF, yes I know.
+ Swimming pool with a view. This seems almost standard. There is a swimming pool at my place, too. But alas they are always surrounded by buildings so if you are super-private like me you will never swim there. Public swimming pools actually are more private because at least no one can see you.
Pictured is the view from the balcony of one of the apartments at 貝沙灣 Residence Bel-Air. Stitched together using 16 RAW captures with the 6D + 17-40 f/4L, processed with Autopano Giga 3.0 and Lightroom 4.
# References
1. en.wikipedia.org/wiki/Cyberport
2. en.wikipedia.org/wiki/Arquitectonica
# SML Data
+ Date: 2013-06-08T15:36:07+0800
+ Dimensions: 11226 x 3996
+ Exposure: 1/200 sec at f/8.0
+ Focal Length: 17 mm
+ ISO: 100
+ Flash: Did not fire
+ Camera: Canon EOS 6D
+ Lens: Canon EF 17-40 f/4L USM
+ Panorama FOV: 262 degree horizontal, 95 degree vertical
+ Panoramic Projection: Spherical
+ GPS: 22°15'20" N 114°7'57" E
+ Location: 香港數碼港貝沙灣 Residence Bel-Air, Cyberport, Hong Kong
+ Workflow: Autopano Giga 3.0, Lightroom 4
+ Serial: SML.20130608.6D.15455-SML.20130608.6D.15471-Pano.Spherical.262x95.BW
+ Series: 建築 Architecture, 形 Forms, 全景攝影 Panoramic Photography
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“數碼港貝沙灣 Residence Bel-Air, Cyberport” / 香港住宅建築全景之形 Hong Kong Residential Architecture Panoramic Forms / SML.20130608.6D.15455-SML.20130608.6D.15471-Pano.Spherical.262x95.BW
/ #建築 #Architecture #全景 #Pano #SMLPano #形 #Forms #SMLForms #黑白 #BW #SMLBW #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #山水 #landscape #城市 #Urban
Pasting from Wikipedia:
• • • • •
The UH-1 Iroquois is a military helicopter powered by a single, turboshaft engine, with a two-bladed main rotor and tail rotor. The helicopter was developed by Bell Helicopter to meet the United States Army's requirement for a medical evacuation and utility helicopter in 1952, and first flew on 20 October 1956. Ordered into production in March 1960, the UH-1 was the first turbine-powered helicopter to enter production for the United States military, and more than 16,000 have been produced worldwide.[1]
The first combat operation of the UH-1 was in the service of the U.S. Army during the Vietnam War. The original designation of HU-1 led to the helicopter's nickname of Huey.[2] In September 1962, the designation was changed to UH-1, but Huey remained in common use, as well as being chosen as the official name by the United States Marine Corps. Approximately 7,000 UH-1 aircraft saw service in Vietnam.
[...]
In 1962, the Marines held a competition to choose an assault support helicopter to replace the Cessna O-1 fixed-wing aircraft and the Kaman OH-43D helicopter. The winner was the UH-1B, which was already in service with the Army. The helicopter was designated the UH-1E and modified to meet Marine requirements. The major changes included the use of all-aluminum construction for corrosion resistance,[footnote 3] radios compatible with Marine Corps ground frequencies, a rotor brake for shipboard use–to stop the rotor quickly on shutdown–and a roof-mounted rescue hoist.
The UH-1E was first flown on 7 October 1963, and deliveries commenced 21 February 1964, with 192 aircraft completed. Due to production line realities at Bell, the UH-1E was produced in two different versions, both with the same UH-1E designation. The first 34 built were essentially UH-1B airframes with the Lycoming T53-L-11 engine producing 1,100 shp (820 kW). When Bell switched production to the UH-1C, the UH-1E production benefited from the same changes. The Marine Corps later upgraded UH-1E engines to the Lycoming T53-L-13, which produced 1,400 shp (1,000 kW), after the Army introduced the UH-1M and upgraded their UH-1C helicopters to the same engine.
The tower was struck by lightning in 1577, which caused the spire to collapse and brought down a large section of the nave roof. The knapped flint they dressed the lower courses with was either dispensed with in the rebuilding, or possibly poorly set in the mortar, so the join between the old and new is easily visible.
Oh dear - what has happened to Flickr's stats counter? By yesterday evening I'd had about 1100 hits and then by around 10 o'clock, it dropped to a mere 2. This morning it's still insisting that I only had 51 hits all day yesterday... Is there any point grumbling to Flickr - and how would I do so?
PS It took a day, but I'm happy to say Flickr restored my missing stats, which became 1300+ rather than 51. Thank you!
Compare & contrast: the launch, and the delivery
* ** *** ***** ******* *********** ************* ***************** *******************
A rather busy weekends activity in Explore pushed my view stats up by over 100,000 in 2 days to finally reach a million views.
A big thank you to everyone who regularly visits my stream.
This one has the badge Jaguar 3.8 LITRE on the hood (bonnet), and Jaguar 3.8 S on the trunk (boot). The overall design looks a bit different than the Mark II, and in fact it turns out that this is an S-Type. So, quoting from Wikipedia: Jaguar S-Type (1963-68):
• • • • •
The Jaguar S-Type was produced from 1963-68 as a technically more sophisticated development of the Jaguar Mark 2. It sold alongside the Mark 2, as well as the Jaguar 420 following its release in 1966. The 1960s S-Type should not be confused with the retro-styled Jaguar S-Type sold from 1999.
Contents
[hide]
•• 2.1 Engines
•• 2.4 Styling
•• 2.6 Interior
• Production
1963–1968
3.4-litre S-Type – 9,928
1963–1968
3.8-litre S-Type - 15,065
• Successor
• Class
4-door saloon
• Layout
4-speed manual; 4-speed manual/overdrive; or 3-speed automatic options available
2,730 mm (107 in)
• Length
4,750 mm (187 in)
• Width
1,683 mm (66 in)
• Height
1,416 mm (56 in)
1,625 kg (3,583 lb)
• Related
History
The Jaguar Mark 2 was introduced in 1959 and sold throughout most of the 1960s. It had a live rear axle and was powered by the XK six-cylinder engine first used in the Jaguar XK120 of 1948. In the Mark 2 the engine was available in 2.4, 3.4 and 3.8 litre capacities.
In 1961 Jaguar launched two new models. The full size Jaguar Mark X saloon (pronounced "mark ten") used Jaguar’s new independent rear suspension and a triple SU carburettor version of the 3.8 litre XK engine. The other new car for 1961 was the Jaguar E-Type sports car, which shared the same 3.8 litre engine as the Mark X but used a scaled down version of the independent rear suspension.
Having released the Mark X, with its many technical refinements, Jaguar boss Sir William Lyons expected the Mark 2 would need updating with similar features if it was to retain its place in the market. Accordingly, work began on developing the S-Type (codenamed "Utah Mk III", the Mark 2 having been “Utah Mk II”) as soon as development work was finished on the Mark X.
The S-Type was a major redevelopment of the Mark 2. It used a mid-scale version of the Mark X independent rear suspension to replace the Mark 2's live rear axle and featured longer rear bodywork, among other styling and interior changes. The S-Type was available with either 3.4 or 3.8 litre XK engines but only in twin carburettor form because the triple carburettor setup would not fit into what was essentially still the Mark 2 engine bay.
By the time of the S-Type’s release in 1963, the Mark 2 remained an unexpectedly strong seller despite its age. Although the Mark X was selling less well than hoped, especially in its intended market of the USA, Sir William decided to retain all three models in the Jaguar range concurrently. The Mark X was renamed “420G” in 1966 and was joined by another new model, the 4.2 litre 420. The 420 was developed to replace the S-Type but because some demand remained for the S-Type, all four saloon models (Mark 2, S-Type, 420 and 420G) remained on sale until the arrival of the Jaguar XJ6 in 1968. The XJ6 replaced all but the 420G in the Jaguar range.
Development
Engines
No new engines were developed for the S-Type. It was first released with the twin carburettor variant of the 3.8 litre XK engine, the same as that which had powered the 3.8 litre Mark 2 but which was no longer offered on the Mark 2 after the release of the S-Type. The 3.8 litre was the only engine offered on S-Types sold into the US market.
The lower powered 3.4 litre S-Type used the same 3.4 litre engine as the Mark 2. It was released a few months after the 3.8S and was not made available at any stage on Jaguar’s press demonstrator fleet in the UK. Whereas the 3.4 litre remained the most popular engine option for the Mark 2, the 3.8 litre S-Type outsold the 3.4S in the ratio 3 to 2.
Mechanical
Despite the S-Type’s weight gain of 152 kg (335 lb) over the Mark 2, no changes were deemed necessary to the Dunlop four-wheel disc braking system.
Major changes were made to the S-Type’s steering system. The Burman power steering system in the Mark 2, with its 4.3 turns lock-to-lock, was regarded as being excessively low geared and lacking in road feel. In the S-Type it was replaced by a higher-geared Burman unit of 3.5 turns lock-to-lock, which linked the input shaft and hydraulic valve by a torsion spring to improve its ‘feel’.
The heating and ventilating system of the Mark 2 was not considered adequate for the more upmarket S-Type and was replaced with an improved system. Separate control of ventilation direction was provided for both driver and front seat passenger. Warm air could also be directed to the rear passengers through an outlet situated on the propellor shaft tunnel cover between the two front seats.
Suspension
A key element of the Mark X that Jaguar wanted to include in the S-Type was its sophisticated, and by then widely acclaimed, independent rear suspension. The suspension was a revelation at the time of its introduction, and remained the benchmark against which others were judged until the 1980s. Essentially a double wishbone setup, it used the driveshaft as the upper wishbone. It carries the drive, braking, suspension and damping units in a single fabricated steel crossbridge, which is isolated from the bodyshell by rubber blocks. Including this suspension in the S-Type necessitated the development of a new crossbridge suitable for its 54” track, coming as it did between the 58” track of the Mark X and 50” track of the E-Type.
The S-Type used the same subframe mounted, coil sprung, twin wishbone front suspension as the Mark 2.
Styling
Sir William wanted to introduce some of the Mark X’s sleeker and sharper lines into the S-Type but with limited time and money available, most effort was applied to restyling the rear bodywork. The S-Type was given extended rear bodywork similar to that on the Mark X, which also gave it a much larger boot than the Mark 2. Relatively minor changes were made to the frontal styling of the car in an attempt to balance the longer rear styling but the overall affect at the front was still very rounded. The only change made to the centre section was to flatten and extend the rear roofline, which made the car look larger and helped to give rear seat passengers slightly more headroom.
The styling of the S-Type was regarded by many of those who worked on it as being not altogether successful. The mismatch between the horizontal lines of its rear styling and the rounded front was least flattering when viewing the car from the front quarter. Ref. [1] quotes Cyril Crouch, Assistant Chief Body Engineer at Browns Lane during development of the S-Type, as saying “We ourselves appreciated what an ugly looking car it was, and when it came out there was a ...’Is that the best you can do?’ sort of thing! People like myself had to take the stick for producing such an abomination! Perhaps I shouldn’t call it that, but I think everyone was very pleased to see the end of the S and move on to the 420. It seemed an odd-looking vehicle.”
The reasonable sales success of the S-Type prior to the release of the Jaguar 420 suggests that not everyone was as offended by its styling as Mr Crouch. Nevertheless, the 420 did ‘finish the job’ in a styling sense by adding to the car a squarer, four-headlamp front end more like that of the Mark X.
The list of the significant styling differences between the Mark 2 and S-Type is as follows:
• the tail was extended, with styling features similar to the Mark X only scaled down
• the Mark 2's spats over the rear wheels were deleted and the rear guards brought lower over the wheels and reshaped
• new slimline bumpers were used front and rear, the front bumper still featuring a dip to reveal the full depth of the radiator grille
• wraparound indicators and low mounted sidelights were added at the bottoms of the front wings
• the foglamps were recessed more deeply into the wing fronts
• the grille was given a thicker surround and centre bar
• the headlamps were given a small peak, making the car look longer and thus going some way to balancing the longer tail
• the roofline was extended rearwards slightly to make it look flatter and the rear window became more upright.
Bodyshell
Starting with the Mark 2’s monocoque bodyshell, Jaguar’s engineers had to alter it to accommodate the independent rear suspension's extra bulk and weight and the extended rear bodywork. Structural changes at the front were minimal and no changes at all were made to the inner scuttle, windscreen or dashboard structure.
A list of the significant structural differences between the Mark 2 and S-Type is as follows:
• the Mark 2’s underbody reinforcing rails were extended to the rear of the car and enclosed, sweeping up and over the space for the rear suspension assembly
• the boot floor was double-skinned and ribbed for additional strength
• the spare wheel well was relocated centrally in the boot floor (it was on the left in the Mark 2)
• the lid of the new longer boot (trunk) was secured by two catches rather than the single catch of the Mark 2
• the 12 gallon fuel tank was removed from under the boot floor and replaced by two 7 gallon tanks inside each rear wing
• new front wings were made to carry the frontal styling changes listed above
• new attachment points were made for the new wings and bumpers
• new wheelarches were made to match the new front guards and rear structure
Interior
The S-Type’s interior again reflected the styling of the Mark X but included features unique to the S-Type, not all of which found their way into the 420. Changes to the rear seat accommodation gave the impression of far greater room than in the rear of a Mark 2 and changes to the front of the cabin also gave the impression of greater luxury.
The list of interior differences between the Mark 2 and S-Type includes:
• a scaled down Mark X walnut veneer dashboard with a pull-out map tray below the centre section. The veneer extended to the dashboard centre section, which in the Mark 2 was black vinyl covered
• a full width parcel tray was fitted below the dashboard
• new controls were provided to go with the improved heating and ventilation system
• the front seats were widened to give the appearance of being almost full width, and each was provided with an inboard armrest.
• the centre console was redesigned to suit the wider front seats and rear compartment heating arrangements
• the door trims were given horizontal fluting
• Mark X type armrests were added to the front doors along with a map pocket
• the rear doors were given new armrests with a flip-top ashtray and magazine pocket
• the front seats were given a new fore and aft adjustment mechanism that raised the rear of the seat as it was moved forwards
• the backs of the front seats lost the Mark 2’s picnic trays and were made thinner, to the benefit of rear seat passenger legroom
• the rear seat had a 50 mm (2.0 in) thinner squab and its backrest was more steeply angled, further benefitting headroom already enhanced by the slightly higher rear roofline. These changes did, however, leave longer legged rear seat passengers in a fairly uncomfortable 'knee-high' posture.
Performance
A contemporary road test by Autosport magazine [2][3] was typical in describing the 'on paper' performance of the 3.8 S-Type as slower than the 3.8 litre Mark 2 but its actual cross country performance as faster. Despite its extra weight, the S-Type’s independent rear suspension allowed it to corner faster than the Mark 2, especially on uneven surfaces. Other benefits ascribed to the rear suspension were better traction and a much smoother ride for rear seat passengers. Some enthusiasts rued the loss of the Mark 2’s “driftability” and noted that the S-Type suffered more body roll during high speed cornering but the consensus was that the S-Type provided significant improvements over the Mark 2 in roadholding, safety and ride comfort.
Ref. [4] concluded its test report on a 3.8S with these words, "It can be a convenient family car, a businessman's express, a sports coupe, and a grand tourer. The latter two classifications come particularly clear to anyone who spends much time with the car in the wet, when the surefootedness of its all independent suspension and the Dunlop RS-5 tires makes its responsive handling an absolute revelation. The S-Type represents a great step forward for what has always been a fine automobile." The RS-5 cross-ply tyres were soon to be replaced by much better Dunlop SP41 radials, further enhancing the car's handling and grip.
Recorded performance figures obviously differed between testers and gearbox options but for the purposes of comparison, the following contemporary data are typical:
• 3.4 Mark 2 automatic
0-60 mph 10.0 sec
Max speed 118 mph (190 km/h)
• 3.4S manual/overdrive
0-60 mph 13.9 sec
Max speed 115 mph (185 km/h)
• 3.8S manual/overdrive
0-60 10.3 sec
Max speed 125 mph (201 km/h)
• 3.8S automatic
0-60 mph 11.5 sec
Max speed 116 mph (187 km/h)
Production developments
Several significant changes were made to the S-Type's interior and mechanicals during its six years in production.
Of the various performance enhancing mechanical changes, most were applied to both the 3.4S and 3.8S at the same time. These were:
• In June 1964 the original Dunlop RS5 cross-ply tyres were replaced with Dunlop SP41 radials, removing the former’s tendency to squeal under hard cornering and providing higher limits of adhesion with more gradual breakaway at the limit.
• In October 1964 the brakes were given a bigger servo, requiring lower pedal pressures.
• Also in October 1964, the Moss four-speed manual gearbox with no synchromesh on first gear was replaced with Jaguar’s own all-synchromesh four speed gearbox. Revised gear ratios improved acceleration and a more compact Laycock A-type overdrive unit was fitted (when the overdrive option was specified)
• A very few of the last S-Types built had the same Marles Varamatic variable ratio power steering that was available on the 420 and 420G. Detail of the Varamatic steering system can be found in the Jaguar 420 article.
The only production development not shared by both the 3.4S and 3.8S was that the Powr-Lok limited slip differential option ceased to be available on the 3.4S when the 1967 cost saving trim revisions were introduced.
In 1966 a dashboard switch was provided for the heated rear window, which had previously remained “on” as long as the ignition was on, leading to instances of flat batteries.
Reflecting a tougher economic climate (and similar changes made to the Mark 2s in 1966), all S-Types made from late 1967 onwards had Ambla upholstery instead of leather, and tufted carpets instead of woven. As part of the same revisions, dummy horn grilles replaced the foglamps in the front wings and the S-Type adopted the 420's new pattern wheel trim rings and hubcaps.
Sales performance
Though introduced in 1963, only a small number of S-Types was produced in that year. The S-Type did not manage to overtake the Mark 2’s production figures until 1965. It repeated the feat in 1966, the year in which the Jaguar 420 and its badge-engineered partner the Daimler Sovereign were introduced. In 1967 the 420/Sovereign outsold both the S-Type and the Mark 2, despite a resurgence in the latter’s sales that year. Both the Mark 2 and 420/Sovereign easily outsold the S-Type in 1967 and 1968. Sales of the S-Type in 1968, its last year of production, fell below four figures. Top seller in 1968 was actually the venerable Mark 2, potential buyers of both the S-Type and 420/Sovereign hanging back to wait for the new Jaguar XJ6.
Introduced late in 1968, the Jaguar XJ6 was slightly larger than the S-Type and 420/Sovereign and swept them both from the Jaguar range along with the Mark 2. The 420G continued to be available until 1970.
Production figures for each year of the S-Type's life were:
1963 - 43
1964 - 7,032
1965 - 9,741
1966 - 6,260
1967 - 1,008
1968 - 909
Specifications
• Engine
Jaguar 6 cylinder in line, iron block, alloy head
• Capacities
3.4 L (3442 cc) or 3.8 L (3781 cc)
• Bore/Stroke
3.4 L (83mm x 106mm) or 3.8 L (87 mm x 106 mm)
• Valves
DOHC 2 valves per cylinder
• Compression Ratio
8:1 (7:1 and 9:1 optional)
• Max. Power
3.4 L 210 bhp (157 kW; 213 PS) @ 5500 rpm or 3.8 L 220 bhp (164 kW; 223 PS) @ 5500 rpm
• Max. Torque
3.4 L 216 lb·ft (293 N·m) @ 3000 rpm or 3.8 L 240 lb·ft (325 N·m) @ 3000 rpm
• Carburettors
Twin SU HD6 (1.75in)
• Suspension
Front independent, with wishbones, coil springs with telescopic dampers and anti-roll bar
Rear independent, with lower wishbone and driveshaft as upper link, radius arms and twin coil springs with telescopic dampers
• Steering
Recirculating ball, worm and nut; power assistance optional
• Brakes
Servo assisted discs on all four wheels, inboard at rear
• Body/Chassis
Monocoque bodyshell with bolted front subframe, five seater saloon, front engine rear wheel drive
• Tyres/Wheels
6.40 x 15 crossply or 185 x 15 radial, 5.0in rim, five-stud disc wheels with wire spoke optional
• Track
Front=1,403 mm (55 in) Rear=1,378 mm (54 in)
Diecast Models
The S-type was modelled by Spot-on in the 1960s.
References
• ^ Taylor, James. "Jaguar S Type and 420 – The Complete Story", Crowood, ISBN 1-85223-989-1
• ^ "Autosport" magazine - 7 August 1964
• ^ "Jaguar S Type & 420 – 'Road Test' Limited Edition", Brooklands Books ISBN 1-85520-3456
• ^ "Car and Driver" magazine Road Research Report - June 1964
Further reading
• Ball, Kenneth. "Jaguar S Type, 420 1963-68 Autobook", Autopress Ltd ISBN 0-85147-113-7
• “Used cars on test: 1964 Jaguar S-Type 3.8". Autocar vol 127 (nbr 3725): Pages 28 – 29. 6 July 1967.
• "Buying secondhand: Jaguar S-Type and 420". Autocar vol 142 (nbr 4089): pages 44 – 46. date 8 March 1975.
• Harvey, Chris. "Great Marques - Jaguar", Octopus Books Ltd ISBN 0-7064-1687-2
Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:
The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for over 25 years. Designed and built by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a stunning technological achievement that could not overcome serious economic problems.
In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations around the globe. Carrying up to 100 passengers in great comfort, the Concorde catered to first class passengers for whom speed was critical. It could cross the Atlantic in fewer than four hours - half the time of a conventional jet airliner. However its high operating costs resulted in very high fares that limited the number of passengers who could afford to fly it. These problems and a shrinking market eventually forced the reduction of service until all Concordes were retired in 2003.
In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft's retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its last flight. This aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.
Gift of Air France.
Manufacturer:
Societe Nationale Industrielle Aerospatiale
Dimensions:
Wingspan: 25.56 m (83 ft 10 in)
Length: 61.66 m (202 ft 3 in)
Height: 11.3 m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Top speed: 2,179 km/h (1350 mph)
Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom
Physical Description:
Aircaft Serial Number: 205. Including four (4) engines, bearing respectively the serial number: CBE066, CBE062, CBE086 and CBE085.
Also included, aircraft plaque: "AIR FRANCE Lorsque viendra le jour d'exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l'Air et de l'Espace de Washington, un appariel portant le couleurs d'Air France."
• • • • •
The Smithsonian's National Air and Space Museum welcomed today (Aug. 6) the sole surviving Boeing S-307 Stratoliner to its new home when the silver pioneering airliner arrived at Washington Dulles International Airport in Virginia for display at the museum's new Steven F. Udvar-Hazy Center. The museum's companion facility, adjacent to the airport, opens to the public Dec. 15.
The luxuriously appointed Stratoliner, built in the late 1930s, was the world's first passenger airplane to be pressurized, allowing it to avoid rough weather by flying at unprecedented altitudes (20,000 feet) for transports of the era.
The airplane has been in the museum's collection since 1972 but because of its size and weight could not be displayed at the museum's flagship building on the National Mall. A team of volunteers and Boeing staff performed extensive restoration work on the airplane in Seattle.
"Visitors to the Udvar-Hazy Center will take one look at this airplane and be transported back to a glamorous age when the world became smaller for the traveler who required speed and luxury," said Gen. J.R. "Jack" Dailey, director of the National Air and Space Museum. "We are indebted to the Boeing restoration team for turning back the clock on this beautiful aircraft."
The Stratoliner arrived in Northern Virginia following an appearance at the Experimental Aircraft Association's annual Fly-In at Oshkosh, Wisc. The airplane flew from Allegheny County Airport near Pittsburgh, where it landed August 5th because of bad weather.
With a wingspan of 107 feet and a cabin nearly 12 feet wide, the Clipper Flying Cloud will be exhibited at ground level in the Udvar-Hazy (pronounced OOD-var HAH-zee) Center aviation hangar.
[...]
The Clipper Flying Cloud was delivered to Pan American Airways with two others in 1940. The aircraft carried 33 passengers and a crew of five. The Pan American Airways airplane was reconfigured to seat 45 passengers. Stratoliners included space for berths for overnight travel; paneling in the cabin and lavatory; wall fabric featuring the Pan Am logo, world map and exotic animals; and eight divans.
The Clipper Flying Cloud began service flying Caribbean routes for two years. During World War II, it flew in South America under the direction of the U.S. Army Air Forces. In 1946, it made daily runs between New York and Bermuda. Throughout the next two decades it passed through the hands of several owners, and once served as a presidential plane for the notorious Haitian leader "Papa Doc" Duvalier. After its Haitian sojourn, the Clipper Flying Cloud landed in Arizona.
In 1969, a visiting National Air and Space Museum curator spotted the airplane in Arizona and immediately recognized its historic significance, even while its then-owner planned to convert it into a fire bomber. The Smithsonian subsequently acquired the aircraft and later made arrangements with the Boeing Company for the restoration, dubbed "Operation Flying Cloud," at the Seattle plant where the Stratoliner was originally built.
Boeing technicians and former Pan American employees voluntarily spent six years completely restoring the Stratoliner before it made an emergency landing in Elliott Bay in 2002. Since then, the restoration team has performed additional work so that visitors to the Udvar-Hazy Center will have the opportunity to view the aircraft as it looked the day it rolled off the assembly line more than 60 years ago.
• • • • •
Quoting Smithsonian National Air and Space Museum | De Havilland-Canada DHC-1A Chipmunk, Pennzoil Special:
De Havilland originally designed the Chipmunk after World War II as a primary trainer to replace the venerable Tiger Moth. Among the tens of thousands of pilots who trained in or flew the Chipmunk for pleasure was veteran aerobatic and movie pilot Art Scholl. He flew his Pennzoil Special at air shows throughout the 1970s and early '80s, thrilling audiences with his skill and showmanship and proving that the design was a top-notch aerobatic aircraft.
Art Scholl purchased the DHC-1A in 1968. He modified it to a single-seat airplane with a shorter wingspan and larger vertical fin and rudder, and made other changes to improve its performance. Scholl was a three-time member of the U.S. Aerobatic Team, an air racer, and a movie and television stunt pilot. At air shows, he often flew with his dog Aileron on his shoulder or taxied with him standing on the wing.
Gift of the Estate of Arthur E. Scholl
Manufacturer:
Pilot:
Date:
1946
Country of Origin:
United States of America
Dimensions:
Wingspan: 9.4 m (31 ft)
Length: 7.9 m (26 ft)
Height: 2.1 m (7 ft 1 in)
Weight, empty: 717 kg (1,583 lb)
Weight, gross: 906 kg (2,000 lb)
Top speed: 265 km/h (165 mph)
Engine: Lycoming GO-435, 260 hp
Materials:
Overall: Aluminum Monocoque Physical Description:Single-engine monoplane. Lycoming GO-435, 260 hp engine.
Melacca, Melaka, Malaysia
Back in Melaka, we rode on these colorful tricycles man-powered by a diligent rider as we storm through the nights in vibrant colors.
Thank you for Your Visit, Have a Nice Day is a performance piece by Agata Olek (Facebook / Flickr / Portfolio) created for Art in Odd Places:SIGN, an annual festival exploring the odd, ordinary and ingenious in the spectacle of daily life.
Curated by Erin Donnelly and Radhika Subramaniam
Director of AIOP: Ed Woodham
Artist Statement
"Inspired by a uniformed attendant holding the sign Hold the Handrail in a Taipei metro station, I've created this moving installation/performance piece. In wearable sculptures of multicolored crocheted camouflage, my performers appear in various sites on 14th Street, displaying photographs of signs I've collected from different countries that are in emphatic, ironic or amused dialogue with their location."
See also video by Technology Artist filmed on the same day at www.youtube.com/watch?v=KfjXrKQVwPU
More information about the festival
Press
+ Timeout New York: Fall Preview 2009
+ Timeout New York: Own this City
Related SML Univese
+ SML Fine Art (Flickr Group) (FriendFeed / Twitter)
Ernie: Hey look there are some red stripes which matches my shirt, let’s go and take some photos!
Bert: Oh you are right it does, but did you know that it actually means something.
Ernie: Really? What does it mean?
Bert: It is an equal sign. It stands for equality—marriage equality to be exact.
Ernie: Marriage equality? I thought that everyone can get married as long as they love each other.
Bert: Well, apparently not—some gay people in America cannot because some people think that it is not sanctioned by religions.
Ernie: That makes no sense! We should support it! We have been married for so long. We should show them what love is like!
Original photo: Ideal Husbands: Bert and Ernie / SML.20090917.10D.53940.P1.SQ : www.flickr.com/photos/seeminglee/3927734615/
“Bert + Ernie for Marriage Equality” / Toy Story / SML.20130327.IdealHusbands.Remix
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:
Manufacturer:
Rockwell International Corporation
Country of Origin:
United States of America
Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)
Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.
The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International's assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World's Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution's National Air and Space Museum.
Transferred from National Aeronautics and Space Administration
• • •
Quoting from Wikipedia | Space Shuttle Enterprise:
The Space Shuttle Enterprise (NASA Orbiter Vehicle Designation: OV-101) was the first Space Shuttle orbiter. It was built for NASA as part of the Space Shuttle program to perform test flights in the atmosphere. It was constructed without engines or a functional heat shield, and was therefore not capable of spaceflight.
Originally, Enterprise had been intended to be refitted for orbital flight, which would have made it the second space shuttle to fly after Columbia. However, during the construction of Columbia, details of the final design changed, particularly with regard to the weight of the fuselage and wings. Refitting Enterprise for spaceflight would have involved dismantling the orbiter and returning the sections to subcontractors across the country. As this was an expensive proposition, it was determined to be less costly to build Challenger around a body frame (STA-099) that had been created as a test article. Similarly, Enterprise was considered for refit to replace Challenger after the latter was destroyed, but Endeavour was built from structural spares instead.
Service
Construction began on the first orbiter on June 4, 1974. Designated OV-101, it was originally planned to be named Constitution and unveiled on Constitution Day, September 17, 1976. A write-in campaign by Trekkies to President Gerald Ford asked that the orbiter be named after the Starship Enterprise, featured on the television show Star Trek. Although Ford did not mention the campaign, the president—who during World War II had served on the aircraft carrier USS Monterey (CVL-26) that served with USS Enterprise (CV-6)—said that he was "partial to the name" and overrode NASA officials.
The design of OV-101 was not the same as that planned for OV-102, the first flight model; the tail was constructed differently, and it did not have the interfaces to mount OMS pods. A large number of subsystems—ranging from main engines to radar equipment—were not installed on this vehicle, but the capacity to add them in the future was retained. Instead of a thermal protection system, its surface was primarily fiberglass.
In mid-1976, the orbiter was used for ground vibration tests, allowing engineers to compare data from an actual flight vehicle with theoretical models.
On September 17, 1976, Enterprise was rolled out of Rockwell's plant at Palmdale, California. In recognition of its fictional namesake, Star Trek creator Gene Roddenberry and most of the principal cast of the original series of Star Trek were on hand at the dedication ceremony.
Approach and landing tests (ALT)
Main article: Approach and Landing Tests
On January 31, 1977, it was taken by road to Dryden Flight Research Center at Edwards Air Force Base, to begin operational testing.
While at NASA Dryden, Enterprise was used by NASA for a variety of ground and flight tests intended to validate aspects of the shuttle program. The initial nine-month testing period was referred to by the acronym ALT, for "Approach and Landing Test". These tests included a maiden "flight" on February 18, 1977 atop a Boeing 747 Shuttle Carrier Aircraft (SCA) to measure structural loads and ground handling and braking characteristics of the mated system. Ground tests of all orbiter subsystems were carried out to verify functionality prior to atmospheric flight.
The mated Enterprise/SCA combination was then subjected to five test flights with Enterprise unmanned and unactivated. The purpose of these test flights was to measure the flight characteristics of the mated combination. These tests were followed with three test flights with Enterprise manned to test the shuttle flight control systems.
Enterprise underwent five free flights where the craft separated from the SCA and was landed under astronaut control. These tests verified the flight characteristics of the orbiter design and were carried out under several aerodynamic and weight configurations. On the fifth and final glider flight, pilot-induced oscillation problems were revealed, which had to be addressed before the first orbital launch occurred.
On August 12, 1977, the space shuttle Enterprise flew on its own for the first time.
Preparation for STS-1
Following the ALT program, Enterprise was ferried among several NASA facilities to configure the craft for vibration testing. In June 1979, it was mated with an external tank and solid rocket boosters (known as a boilerplate configuration) and tested in a launch configuration at Kennedy Space Center Launch Pad 39A.
Retirement
With the completion of critical testing, Enterprise was partially disassembled to allow certain components to be reused in other shuttles, then underwent an international tour visiting France, Germany, Italy, the United Kingdom, Canada, and the U.S. states of California, Alabama, and Louisiana (during the 1984 Louisiana World Exposition). It was also used to fit-check the never-used shuttle launch pad at Vandenberg AFB, California. Finally, on November 18, 1985, Enterprise was ferried to Washington, D.C., where it became property of the Smithsonian Institution.
Post-Challenger
After the Challenger disaster, NASA considered using Enterprise as a replacement. However refitting the shuttle with all of the necessary equipment needed for it to be used in space was considered, but instead it was decided to use spares constructed at the same time as Discovery and Atlantis to build Endeavour.
Post-Columbia
In 2003, after the breakup of Columbia during re-entry, the Columbia Accident Investigation Board conducted tests at Southwest Research Institute, which used an air gun to shoot foam blocks of similar size, mass and speed to that which struck Columbia at a test structure which mechanically replicated the orbiter wing leading edge. They removed a fiberglass panel from Enterprise's wing to perform analysis of the material and attached it to the test structure, then shot a foam block at it. While the panel was not broken as a result of the test, the impact was enough to permanently deform a seal. As the reinforced carbon-carbon (RCC) panel on Columbia was 2.5 times weaker, this suggested that the RCC leading edge would have been shattered. Additional tests on the fiberglass were canceled in order not to risk damaging the test apparatus, and a panel from Discovery was tested to determine the effects of the foam on a similarly-aged RCC leading edge. On July 7, 2003, a foam impact test created a hole 41 cm by 42.5 cm (16.1 inches by 16.7 inches) in the protective RCC panel. The tests clearly demonstrated that a foam impact of the type Columbia sustained could seriously breach the protective RCC panels on the wing leading edge.
The board determined that the probable cause of the accident was that the foam impact caused a breach of a reinforced carbon-carbon panel along the leading edge of Columbia's left wing, allowing hot gases generated during re-entry to enter the wing and cause structural collapse. This caused Columbia to spin out of control, breaking up with the loss of the entire crew.
Museum exhibit
Enterprise was stored at the Smithsonian's hangar at Washington Dulles International Airport before it was restored and moved to the newly built Smithsonian's National Air and Space Museum's Steven F. Udvar-Hazy Center at Dulles International Airport, where it has been the centerpiece of the space collection. On April 12, 2011, NASA announced that Space Shuttle Discovery, the most traveled orbiter in the fleet, will be added to the collection once the Shuttle fleet is retired. When that happens, Enterprise will be moved to the Intrepid Sea-Air-Space Museum in New York City, to a newly constructed hangar adjacent to the museum. In preparation for the anticipated relocation, engineers evaluated the vehicle in early 2010 and determined that it was safe to fly on the Shuttle Carrier Aircraft once again.
The signage is split into two halves. On the left side of the panel shows where the train is at while the train is stopped (with a flashing bounding box), and when it's in motion, it displays the next stop. The name of the next 10 stops, in yellow, are displayed to the right of 'you are here sign post'. Each station name is accompanied with designation in green which shows the additional lines you can do an interchange. A red handicapped icon designate whether there it is a station equipped with accessibility access.
At the end of the right half of the panel shows the last stop of the train, and the LED displays loops through the rest of the stop in multiple of 10s, so you can get a glance of all the stops while keeping the display small enough so as not requiring an extra large panel for the longer lines.
See SML Pro Blog: New York City Subway LED Signage for complete description, photos and videos.
SML 720p HD Simulcast
I can't decide if I love this house or if I hate it. Pasting from the real estate listing:
[start-quote]
Techbuilt model home by architect Carl Koch defines mid-century modernism. One of 12 homes featured on the Lexington Historical Society modernism tour. Versatile design w/ option for expansion/change. Upstairs family room was 2 additional bedrooms and can easily be restored back. Set high on a knoll, 3/4 acre wooded/private lot in area of more expensive homes. Deep 1 car garage w/ loft has heater. Neighborhood pool, Estabrook school, Lexpress @ driveway.
[end-quote]
I like the design, but it looks like it would be hard to make any changes without ruining the character of it. I like the setting (no lawn to mow!) but I don't like that it's about 100 meters from a major Interstate highway. I like that it's cheaper than other houses in the neighborhood, but that isn't saying much (and, bleh, suburbs).
Pasting from the Wikipedia entry on Carl Koch:
[start-quote]
Carl Koch ( May 11, 1912- 03 July 3, 1998) was a noted American architect. He was most associated with the design of prefabricated homes and development of the Techcrete building system.
Education
He was born Albert Carl Koch in Milwaukee, Wisconsin. He was educated at Harvard College and received his Master of Architecture degree from the Harvard University Graduate School of Design. He completed his studies in 1937. The time he spent at Harvard overlapped with arrival of Walter Gropius, founder of the Bauhaus in Germany.[1]
Career
After completing his education, he moved to Sweden where he worked for Sven Markelius for six months.[2] There he blended what he had learned in his formal education with clean Scandinavian design. These influences were evident in his work, especially the Techbuilt homes.
Work
Koch believed that the American lifestyle would be best served by a housing system which could be easily assembled, disassembled and reconfigured. This passion led him to pioneer prefabrication technologies. His Techbuilt series of homes was designed to be built with prefabricated panels for the walls, floor and roof. [3]
Buildings
His prime legacy is the Techbuilt system of home construction. In the Techbuilt house, the master bedroom is upstairs while the other bedrooms, kitchen and living space are all on the first floor. [4]
Projects
• Snake Hill, Massachusetts group of eight houses (1942) [5]
• Acorn House (1948)
• Staff housing for the US Embassy, Belgrade (1956)
• The Techcrete Academy Homes (1962)
• Eliot House, Mount Holyoke College (1962)
Legacy
Carl Koch is known for his successful early designs for prefabricated housing. He created the Techbuilt System of home construction. Progressive Architecture magazine gave him the unofficial title "The Grandfather of Prefab" in 1994. [6] In total, over 3,000 Techbuilt homes were sold. [7] He outlined his thoughts and experiences on prefabrication in a book which he wrote with Andy Lewis entitled At Home With Tomorrow (NYC: Rinehart Rinehart and Company, Inc., 1958.)[8]
Awards
• First Award American Institute of Architects (1954)
References
1. ^ "Carl Koch". National Trust for Historic Preservation. http://www.preservationnation.org/travel-and-sites/sites/northeast-region/new-canaan-ct/architects/carl-koch.html. Retrieved 15 November 2009.
2. ^ McCallum, Ian (1959), Architecture U. S. A., New York: Reinhold Pub. Corp., pp. 170–174, http://hdl.handle.net/2027/mdp.39015009424741
3. ^ Ford, Katherine (1955), Designs for living; 175 examples of quality home interiors., New York: Reinhold Pub. Corp., pp. 22–23, http://hdl.handle.net/2027/mdp.39015006327749
4. ^ Ford, Katherine (1955), Designs for living; 175 examples of quality home interiors., New York: Reinhold Pub. Corp., pp. 22–23, http://hdl.handle.net/2027/mdp.39015006327749
5. ^ Gutheim, Frederick (1957), One hundred years of architecture in America, 1857-1957, celebrating the centennial of the American Institute of Architects., New York: Reinhold Pub. Corp., http://hdl.handle.net/2027/mdp.39015006723400
6. ^ Long, Tom (1998). "Carl Koch, 86; noted architect". The Boston Globe. http://www.encyclopedia.com/doc/1P2-8498009.html. Retrieved 15 November 2009.
7. ^ "Carl Koch". National Trust for Historic Preservation. http://www.preservationnation.org/travel-and-sites/sites/northeast-region/new-canaan-ct/architects/carl-koch.html. Retrieved 15 November 2009.
8. ^ Modernism 101: Architecture [1]
Retrieved from "http://en.wikipedia.org/wiki/Carl_Koch_(architect)"
Categories: American architects | Harvard University alumni | Modernist architects | 1998 deaths | 1912 births
[end-quote]
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:
Manufacturer:
Rockwell International Corporation
Country of Origin:
United States of America
Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)
Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.
The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International's assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World's Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution's National Air and Space Museum.
Transferred from National Aeronautics and Space Administration
• • •
Quoting from Wikipedia | Space Shuttle Enterprise:
The Space Shuttle Enterprise (NASA Orbiter Vehicle Designation: OV-101) was the first Space Shuttle orbiter. It was built for NASA as part of the Space Shuttle program to perform test flights in the atmosphere. It was constructed without engines or a functional heat shield, and was therefore not capable of spaceflight.
Originally, Enterprise had been intended to be refitted for orbital flight, which would have made it the second space shuttle to fly after Columbia. However, during the construction of Columbia, details of the final design changed, particularly with regard to the weight of the fuselage and wings. Refitting Enterprise for spaceflight would have involved dismantling the orbiter and returning the sections to subcontractors across the country. As this was an expensive proposition, it was determined to be less costly to build Challenger around a body frame (STA-099) that had been created as a test article. Similarly, Enterprise was considered for refit to replace Challenger after the latter was destroyed, but Endeavour was built from structural spares instead.
Service
Construction began on the first orbiter on June 4, 1974. Designated OV-101, it was originally planned to be named Constitution and unveiled on Constitution Day, September 17, 1976. A write-in campaign by Trekkies to President Gerald Ford asked that the orbiter be named after the Starship Enterprise, featured on the television show Star Trek. Although Ford did not mention the campaign, the president—who during World War II had served on the aircraft carrier USS Monterey (CVL-26) that served with USS Enterprise (CV-6)—said that he was "partial to the name" and overrode NASA officials.
The design of OV-101 was not the same as that planned for OV-102, the first flight model; the tail was constructed differently, and it did not have the interfaces to mount OMS pods. A large number of subsystems—ranging from main engines to radar equipment—were not installed on this vehicle, but the capacity to add them in the future was retained. Instead of a thermal protection system, its surface was primarily fiberglass.
In mid-1976, the orbiter was used for ground vibration tests, allowing engineers to compare data from an actual flight vehicle with theoretical models.
On September 17, 1976, Enterprise was rolled out of Rockwell's plant at Palmdale, California. In recognition of its fictional namesake, Star Trek creator Gene Roddenberry and most of the principal cast of the original series of Star Trek were on hand at the dedication ceremony.
Approach and landing tests (ALT)
Main article: Approach and Landing Tests
On January 31, 1977, it was taken by road to Dryden Flight Research Center at Edwards Air Force Base, to begin operational testing.
While at NASA Dryden, Enterprise was used by NASA for a variety of ground and flight tests intended to validate aspects of the shuttle program. The initial nine-month testing period was referred to by the acronym ALT, for "Approach and Landing Test". These tests included a maiden "flight" on February 18, 1977 atop a Boeing 747 Shuttle Carrier Aircraft (SCA) to measure structural loads and ground handling and braking characteristics of the mated system. Ground tests of all orbiter subsystems were carried out to verify functionality prior to atmospheric flight.
The mated Enterprise/SCA combination was then subjected to five test flights with Enterprise unmanned and unactivated. The purpose of these test flights was to measure the flight characteristics of the mated combination. These tests were followed with three test flights with Enterprise manned to test the shuttle flight control systems.
Enterprise underwent five free flights where the craft separated from the SCA and was landed under astronaut control. These tests verified the flight characteristics of the orbiter design and were carried out under several aerodynamic and weight configurations. On the fifth and final glider flight, pilot-induced oscillation problems were revealed, which had to be addressed before the first orbital launch occurred.
On August 12, 1977, the space shuttle Enterprise flew on its own for the first time.
Preparation for STS-1
Following the ALT program, Enterprise was ferried among several NASA facilities to configure the craft for vibration testing. In June 1979, it was mated with an external tank and solid rocket boosters (known as a boilerplate configuration) and tested in a launch configuration at Kennedy Space Center Launch Pad 39A.
Retirement
With the completion of critical testing, Enterprise was partially disassembled to allow certain components to be reused in other shuttles, then underwent an international tour visiting France, Germany, Italy, the United Kingdom, Canada, and the U.S. states of California, Alabama, and Louisiana (during the 1984 Louisiana World Exposition). It was also used to fit-check the never-used shuttle launch pad at Vandenberg AFB, California. Finally, on November 18, 1985, Enterprise was ferried to Washington, D.C., where it became property of the Smithsonian Institution.
Post-Challenger
After the Challenger disaster, NASA considered using Enterprise as a replacement. However refitting the shuttle with all of the necessary equipment needed for it to be used in space was considered, but instead it was decided to use spares constructed at the same time as Discovery and Atlantis to build Endeavour.
Post-Columbia
In 2003, after the breakup of Columbia during re-entry, the Columbia Accident Investigation Board conducted tests at Southwest Research Institute, which used an air gun to shoot foam blocks of similar size, mass and speed to that which struck Columbia at a test structure which mechanically replicated the orbiter wing leading edge. They removed a fiberglass panel from Enterprise's wing to perform analysis of the material and attached it to the test structure, then shot a foam block at it. While the panel was not broken as a result of the test, the impact was enough to permanently deform a seal. As the reinforced carbon-carbon (RCC) panel on Columbia was 2.5 times weaker, this suggested that the RCC leading edge would have been shattered. Additional tests on the fiberglass were canceled in order not to risk damaging the test apparatus, and a panel from Discovery was tested to determine the effects of the foam on a similarly-aged RCC leading edge. On July 7, 2003, a foam impact test created a hole 41 cm by 42.5 cm (16.1 inches by 16.7 inches) in the protective RCC panel. The tests clearly demonstrated that a foam impact of the type Columbia sustained could seriously breach the protective RCC panels on the wing leading edge.
The board determined that the probable cause of the accident was that the foam impact caused a breach of a reinforced carbon-carbon panel along the leading edge of Columbia's left wing, allowing hot gases generated during re-entry to enter the wing and cause structural collapse. This caused Columbia to spin out of control, breaking up with the loss of the entire crew.
Museum exhibit
Enterprise was stored at the Smithsonian's hangar at Washington Dulles International Airport before it was restored and moved to the newly built Smithsonian's National Air and Space Museum's Steven F. Udvar-Hazy Center at Dulles International Airport, where it has been the centerpiece of the space collection. On April 12, 2011, NASA announced that Space Shuttle Discovery, the most traveled orbiter in the fleet, will be added to the collection once the Shuttle fleet is retired. When that happens, Enterprise will be moved to the Intrepid Sea-Air-Space Museum in New York City, to a newly constructed hangar adjacent to the museum. In preparation for the anticipated relocation, engineers evaluated the vehicle in early 2010 and determined that it was safe to fly on the Shuttle Carrier Aircraft once again.
The New York Times is running a live webcam from the 51st floor of their building in Manhattan as Hurricane Sandy hits the city:
This video was made by saving the image from this page every minute or so, then saving it as an animation in QuickTime. The storm is still at its peak as I write this on Monday evening, and I'm still downloading the photos once a minute or so. I'll post another version of this after the storm is over, &/or link to the NYT version if they do one of their own.
All credit for the photos goes to Matt Ericson & Jon Huang of the New York Times. Thanks to Andrew Phelps for mentioning the webcam this morning. Here's hoping the Times also does something like this with the photo series they've collected today.
Two people face each other. A man on the right sitting on his own giving a glance. The woman does not gaze back—she is too busy texting on her cell phone. In between there are some form of lights—I do not know what they are. Perhaps they are traffic signs. They could also be a reference to the LED pulses of electronic devices. The three paintings are grouped together. They are connected yet separated.
Contemporary Chinese art is interesting to me as they deal with something both familiar and distant. Growing up in Hong Kong, I am well versed in Chinese history, but that of modern communist China is one which is unfamiliar to me. Chinese contemporary works root from something completely alien because the culture of Hong Kong is also very different than that in China.
A graduate of China Academy of Art in Hangzhou, WANG Jianwei 汪建伟 (汪建偉 b. 1958 Sichuan Province, China) is a Chinese artist best known for his installation and video works. ‘Connection’ (鏈接) and ‘relationship’ (關聯) have been the key phrase in his vocabulary.
(Note: the reference image on Art Basel’s website shows the middle panel upside down. It is unclear if the website made a mistake or whoever installed this painting at the HKCEC did)
WANG Jianwei 汪建伟 (汪建偉)
Surface II, 2013
overall: 200 x 429 cm
each panel: 200 x 143 cm
This work is composed of 3 panels
# WANG Jianwei (b. 1958 Sichuan Province, China)
+ Art|Basel Hong Kong: WANG Jianwei: Surface II: www.artbaselhongkong-online.com/index.php5?id=1410208&...
+ 汪建伟 WANG JIANWEI: www.wangjianwei.com/
+ Long March Space: Artists: WANG Jianwei: www.longmarchspace.com/artist/list_28_brief.html
+ 长征空间: 艺术: 汪建伟: www.longmarchspace.com/artist/list_28_brief.html?locale=z...
# Long March Space 长征空间 (長征空間)
Founded by Lu Jie in the 798 Art District of Beijing in 2002, Long March Space plays a vital role in pursuing new avenues of production, discourse, and promotion of contemporary art in China. Working to advance the careers of eighteen artists across three generations, the gallery looks to establish a portfolio of the most progressive artists working in contemporary China today.
4 Jiuxianqiao Road, Chaoyang District
Beijing 100015
China
# SML Data
+ Date: 2013-05-23T16:23:17+0800
+ Dimensions: 5277 x 2681
+ Exposure: 1/40 sec at f/8.0
+ Focal Length: 21 mm
+ ISO: 1250
+ Camera: Canon EOS 6D
+ Lens: Canon EF 17-40 f/4L USM
+ GPS: 22°16'59" N 114°10'22" E
+ Location: 香港會議展覽中心 Hong Kong Convention and Exhibition Centre (HKCEC)
+ Workflow: Lightroom 4
+ Serial: SML.20130523.6D.13934
+ Series: 新聞攝影 Photojournalism, SML Fine Art, Art Basel Hong Kong 2013
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“Paintings (Triptych) by WANG Jianwei 汪建伟 (汪建偉): Surface II, 2013” / Long March Space 长征空间 (長征空間) / Art Basel Hong Kong 2013 / SML.20130523.6D.13934
/ #Photojournalism #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLFineArt #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #Art #FineArt #ArtBasel #ABHK #WANGJianWei #汪建伟 #汪建偉 #LongMarchSpace #长征空间 #長征空間 #Beijing
Zoomed in, you can make out the "Lincoln-Zephyr V12" badge on the front-passenger-side grille. I'm not sure what year it was, but pasting shamefully from Wikipedia, these cars were produced from 1936 through the start of World War 2 in 1942:
• • • • •
Lincoln-Zephyr was a brand name for the lower priced line of luxury cars in the Lincoln line. Lincoln-Zephyr and Mercury bridged the wide gap between Ford's DeLuxe line and the exclusive Lincoln K-series cars. This served a purpose similar to Cadillac's smaller LaSalle "companion car".
Overview
Introduced in November 1935 as a 1936 model, the Lincoln-Zephyr was extremely modern with a low raked windscreen, integrated fenders, and streamlined aerodynamic design. It is noted for being one of the first successful streamlined cars after the tall and gawky looking Chrysler Airflow market failure. The Airflow was actually more aerodynamic than the lower wider sleeker looking Lincoln-Zephyr. The Lincoln-Zephyr was extremely successful in reigniting sales at Lincoln dealerships in the late 1930s, spawning the Continental line that would replace the aging K-series by the end of the decade. By 1941, Lincoln-Zephyr, Continental, and the Zephyr-based Custom line were the only models offered at Lincoln dealerships.
Production of all American cars halted in 1942 as the country entered World War II, with Lincoln producing the last Lincoln-Zephyr on January 31. After the war, most makers restarted production of their pre-war lines, and Lincoln was no exception. The Zephyr name, however, was no longer used after 1942, with the cars simply called Lincolns.
The idea of a smaller and more-modern luxury car to fill the gap in Lincoln's traditional lineup was revisited in the 1950 Lincoln Lido, 1977 Lincoln Versailles, 1982 Lincoln Continental, and 2000 Lincoln LS. The Zephyr name itself was resurrected for the car's spiritual successor in 2006, though this modern Zephyr was quickly renamed MKZ for 2007.
Models
The Lincoln-Zephyr was first available as a two-door or four-door sedan. A three-window coupe was added in 1937, followed by a convertible coupe and sedan in 1938, and a club coupe starting in 1940.
Annual production for any year model was not large but accounted for a large portion of the Lincoln brand's sales. In its first year, 15,000 were sold, accounting for 80% of Lincoln's total sales.
Specifications
Designed by John Tjaarda (1897–1962), who was fascinated with airplanes, with a Cd of 0.45, the body was monocoque construction and very rigid, but surprisingly light for its size. The first model had a weight of 3,350 lb (1,520 kg).
The Zephyr was powered by a small 75° V12 engine developed from Ford's Flathead V8 and unrelated to the previous Lincoln V12 engines. The side-valve engine was quite compact, especially compared to the tall L-head Lincoln 12, allowing a low hood. But its V8 roots, with enormous hot spot due to exhaust passages through the cylinder block would prove troubling, with cylinder warping, water leakage, excessive oil burning, bearing and crankshaft problems becoming common. Lincoln worked hard to solve most of these problems during the first year of production, with less than absolute success, and eventually introduced iron heads in 42, which cured the recurring problem of burnt head gaskets.
The 1936 to 1939 models were 267 in³ (4.4 L) with hydraulic lifters added in 1938. 1940 and 1941 cars used an enlarged 292 in³ (4.8 L) engine, while 1942 and early 1946 models used a 306 in³ (5.0 L), but lower compression ratio because of the iron heads. Late 1946 to 1948 Lincolns based on the Zephyr used a 292 in³ (4.8 L).
The original engine had 110 hp (82 kW) and gave the car a top speed of 90 miles per hour (140 km/h) . Suspension was by Henry Ford's beloved transverse springs front and rear, with dead axle front and torque tube rear, already seen as outdated when the car was introduced. Brakes were cable-activated for 1936 to 1938; 1939 and onwards were hydraulic. The Zephyr was the first Ford product to have an all-steel roof, except the late 1931 Model AA truck.
This photo may make the sub look larger than it really is. In reality, the fuselage is no more than maybe 6 feet above the ground, and note that it's sitting on a wooden frame as well.
It's maybe 30 feet long, and if you figure that there had to be room inside the shell for an engine, ballast, etc, I can't see how it would have been able to have a crew of more than 3 or 4 people, maybe 6 if they really pack them in, and didn't also need room for things like fuel, food supplies, weaponry, etc.
It must have been a reconnaissance craft, launched from a larger ship or maybe a plane, but it's probably too big for anything smaller than a Hercules, and I don't think anything that big existed yet during World War Two. So probably ship-launched then, short range surveillance.
You hear stories about how the American mainland was never attacked or really threatened during World War Two, but there were occasional incursions by German submarines. I'd always assumed this meant full size ships, but now that I think about it, at least some of those stories must have meant smaller craft like this one.
Indeed, it may be that this very boat was captured while patrolling off the coast of Massachusetts during the war. I wasn't able to find out anything about its story (obviously), but would be happy to learn more.
Touring Dean Russo's (Facebook) artist studio is an interesting experience, as I haven't really met any pop artists in person before. Here we find many interesting tools not commonly found in an artist toolbox: stencils, spray paints, etc. It's quite a wonder to see, but there are also the familiar tools like color pencils and pastels.
Dean Russo on the Web
13th annual D.U.M.B.O. Art Under the Bridge Festival® (Sept 25 to Sept 27, 2009)
www.dumboartfestival.org/press_release.html
The three-day multi-site neighborhood-wide event is a one-of-a-kind art happening: where serendipity meets the haphazard and where the unpredictable, spontaneous and downright weird thrive. The now teenage D.U.M.B.O. Art Under the Bridge Festival® presents touchable, accessible, and interactive art, on a scale that makes it the nation's largest urban forum for experimental art.
Art Under the Bridge is an opportunity for young artists to use any medium imaginable to create temporary projects on-the-spot everywhere and anywhere, completely transforming the Dumbo section of Brooklyn, New York, into a vibrant platform for self-expression. In addition to the 80+ projects throughout the historical post-industrial waterfront span, visitors can tour local artists' studios or check out the indoor video_dumbo, a non-stop program of cutting-edge video art from New York City and around the world.
The Dumbo Arts Center (DAC) has been the exclusive producer of the D.U.M.B.O Art Under the Bridge Festival® since 1997. DAC is a big impact, small non-profit, that in addition to its year-round gallery exhibitions, is committed to preserving Dumbo as a site in New York City where emerging visual artists can experiment in the public domain, while having unprecedented freedom and access to normally off-limit locations.
Related SML
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
Quoting from the official pamphlet:
FAST LIGHT • May 7 + 8, 2011, 7 pm - 10 pm
Contemporary pioneers in art, science, and technology have come together at MIT to create one of the most exhilarating and inventive spectacles metro Boston has ever seen. On May 7 and 8, 2011, visitors can interact with 20+ art and architectural installations illuminating the campus and the Charles River along Memorial Drive at MIT.
Installations scattered around campus (we didn't quite see all of them), again pasting from the official flyer:
• aFloat
MIT Chapel • Saturday, May 7th ONLY
Inspired by water in the Saarinen Chapel's moat, a touch releases flickers of light before serenity returns as a calm ripple.
By Otto Ng, Ben Regnier, Dena Molnar, and Arseni Zaitsev.
• Inflatables
Lobby 7, Infinite Corridor
A dodecahedron sculpture made of silver nylon resonates with gusts of air, heat from light bulbs, and the motions of passersby.
By Kyle Barker, Juan Jofre, Nick Polansky, Jorge Amaya.
• (now(now(now)))
Building 7, 4th Floor
This installation nests layers of the past into an image of the present, recursively intertwining slices of time.
By Eric Rosenbaum and Charles DeTar.
• Dis(Course)4
Building 3 Stair, Infinite Corridor
A stairwell transformed by a shummering aluminum conduit inspired by the discourse between floors and academic disciplines.
By Craig Boney, Jams Coleman and Andrew Manto.
• Maxwell's Dream
Building 10 Community Lounge, Infinite Corridor
An interactive mural created by magnetic fields that drive patterns of light, Maxwell's Dream is a visually expressive cybernetic loop.
By Kaustuv De Biswas and Daniel Rosenberg.
• Mood Meter
Student Center & Building 8, Infinite Corridor
Is the smile a barometer of happiness? Mood Meter playfully assesses and displays the mood of the MIT community onsite and at moodmeter.media.mit.edu
By Javier Hernandez and Ehsan Hoque.
• SOFT Rockers
Killian Court
Repose and charge your electronic devices using green solar powered technology
By Shiela Kennedy, P. Seaton, S. Rockcastle, W. Inam, A. Aolij, J. Nam, K. Bogenshutz, J. Bayless, M. Trimble.
• LightBridge
The Mass. Ave Bridge
A dynamic interactive LED array responds to pedestrians on the bridge, illustrating MIT's ties to both sides of the river. Thanks to Philips ColorKinetics, CISCO, SparkFun Electronics.
By Sysanne Seitinger.
• Sky Event
Killian Court, Saturday, May 7th ONLY
Immense inflatable stars soar over MIT in celebration of the distinctive symbiosis among artists, scientists and engineers.
By Otto Piene.
• Liquid Archive
Charles River
A floating inflatable screen provides a backdrop for projections that highlight MIT's history in science, technology, and art.
By Nader Tehrani and Gediminas Urbonas.
• Light Drift
Charles River
Ninety brightly glowing orbs in the river change color as they react to the presence of people along the shore.
By Meejin Yoon.
• Unflat Pavilion
Building 14 Lawn
This freestanding pavilion illuminated with LEDs flexes two dimensions into three. Flat sheets are bent and unfurl into skylights, columns, and windows.
By Nick Gelpi
• Gradated Field
Walker Memorial Lawn
A field of enticing mounts create a landscape that encourages passersby to meander through, or lounge upon the smooth plaster shapes.
By Kyle Coburn, Karina Silvester and Yihyun Lim.
• Bibliodoptera
Building 14, Hayden Library Corridor
Newly emerged from the chrysalis of MIT's diverse library pages, a cloud of butterflies flutters above, reacting to the movement of passersby.
By Elena Jessop and Peter Torpey.
• Wind Screen
Green Building Facade, Bldg 54
A shimmering curtain of light created by micro-turbines displays a visual register of the replenishable source of wind energy.
By Meejin Yoon.
• String Tunnel
Building 18 Bridge
A diaphonous tunnel creates a sense of entry to and from the Infinite Corridor and frames the surrounding landscape.
By Yuna Kim, Kelly Shaw, and Travis Williams.
• voltaDom
Building 56-66 Connector
A vaulted passageway utilizes an innovative fabrication technique that creates complex double curved vaults through the simple rolling of a sheet of material.
By Skylar Tibbits.
• Night of Numbers
Building 66 Facade & E15 Walkway
A lighting installation enlivens MIT architectre with numbers that hold special or historical significance to the Institute. Can you decode them all?
By Praveen Subramani and Anna Kotova.
• Overliner
Building E-25 Stairwell
Taking cues from a stairwell's spiraling geometry, Overliner transforms a familiar and busy passageway into a moment of surprise and repose.
By Joel Lamere and Cynthia Gunadi.
• Chroma District
Corner of Ames and Main Streets.
Lanterns react to visitors by passing sound and color from one to another, increasing in intensity along the way and illuminating the path to MIT's campus.
By Eyal Shahar, Akito van Troyer, and Seung Jin Ham.
Thank you because on 09/06/2024 Flickr has recorded that I have accumulated six million views! Here's the summary:
Total aggregate of .................... 6,000,088 views
All time daily average of ................... 1,282 views
All time highest day of ................... 35,330 views on 21/08/2018
Image is of Robert Capa (on the left) and Ernest Hemingway (right) either side of U.S. Army driver Olin Tomkins. Taken 30th July 1944 near the village of Le Pont Brocard, Normandy in France.
Photo credits: Imago Images/Everett Collection/Shutterstock
Fun with geometry. Form follows function.
# SML Data
+ Date: 2013-05-02T13:03:55+0800
+ Dimensions: 5001 x 3334
+ Exposure: 1/640 sec at f/5.6
+ Focal Length: 220 mm
+ ISO: 100
+ Flash: Did not fire
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Pasting from the Wikipedia page on the Rosetta Stone:
[[[
The Rosetta Stone is an Ancient Egyptian artifact which was instrumental in advancing modern understanding of Egyptian hieroglyphic writing. The stone is a Ptolemaic era stele with carved text made up of three translations of a single passage: two in Egyptian language scripts (hieroglyphic and Demotic) and one in classical Greek. It was created in 196 BC, discovered by the French in 1799 at Rosetta, and transported to England in 1802. Once in Europe, it contributed greatly to the deciphering of the principles of hieroglyph writing, through the work of the British scientist Thomas Young and the French scholar Jean-François Champollion. Comparative translation of the stone assisted in understanding many previously undecipherable examples of hieroglyphic writing. The text on the stone is a decree from Ptolemy V, describing the repeal of various taxes and instructions to erect statues in temples. Two Egyptian-Greek multilingual steles predated Ptolemy V's Rosetta Stone: Ptolemy III's Decree of Canopus, 239 BC, and Ptolemy IV's Decree of Memphis, ca 218 BC.
The Rosetta Stone is 114.4 centimetres (45.0 in) high at its highest point, 72.3 centimetres (28.5 in) wide, and 27.9 centimetres (11.0 in) thick.[1] It is unfinished on its sides and reverse. Weighing approximately 760 kilograms (1,700 lb), it was originally thought to be granite or basalt but is currently described as granodiorite of a dark grey-pinkish colour.[2] The stone has been on public display at The British Museum since 1802.
Contents
• 1 History of the Rosetta Stone
• 5 Notes
History of the Rosetta Stone
Modern-era discovery
In preparation for Napoleon's 1798 campaign in Egypt, the French brought with them 167 scientists, scholars and archaeologists known as the 'savants'. French Army engineer Lieutenant Pierre-François Bouchard discovered the stone sometime in mid-July 1799, first official mention of the find being made after the 25th in the meeting of the savants' Institut d'Égypte in Cairo. It was spotted in the foundations of an old wall, during renovations to Fort Julien near the Egyptian port city of Rashid (Rosetta) and sent down to the Institute headquarters in Cairo. After Napoleon returned to France shortly after the discovery, the savants remained behind with French troops which held off British and Ottoman attacks for a further 18 months. In March 1801, the British landed at Aboukir Bay and scholars carried the Stone from Cairo to Alexandria alongside the troops of Jacques-Francois Menou who marched north to meet the enemy; defeated in battle, Menou and the remnant of his army fled to fortified Alexandria where they were surrounded and immediately placed under siege, the stone now inside the city. Overwhelmed by invading Ottoman troops later reinforced by the British, the remaining French in Cairo capitulated on June 22, and Menou admitted defeat in Alexandria on August 30.[3]
After the surrender, a dispute arose over the fate of French archaeological and scientific discoveries in Egypt. Menou refused to hand them over, claiming they belonged to the Institute. British General John Hely-Hutchinson, 2nd Earl of Donoughmore, refused to relieve the city until de Menou gave in. Newly arrived scholars Edward Daniel Clarke and William Richard Hamilton agreed to check the collections in Alexandria and found many artifacts that the French had not revealed.[citation needed]
When Hutchinson claimed all materials were property of the British Crown, a French scholar, Étienne Geoffroy Saint-Hilaire, said to Clarke and Hamilton that they would rather burn all their discoveries — referring ominously to the destruction of the Library of Alexandria — than turn them over. Clarke and Hamilton pleaded their case and Hutchinson finally agreed that items such as biology specimens would be the scholars' private property. But Menou regarded the stone as his private property and hid it.[4]
How exactly the Stone came to British hands is disputed. Colonel Tomkyns Hilgrove Turner, who escorted the stone to Britain, claimed later that he had personally seized it from Menou and carried it away on a gun carriage. In his much more detailed account however, Clarke stated that a French 'officer and member of the Institute' had taken him, his student John Cripps, and Hamilton secretly into the back-streets of Alexandria, revealing the stone among Menou's baggage, hidden under protective carpets. According to Clarke this savant feared for the stone's safety should any French soldiers see it. Hutchinson was informed at once, and the stone taken away, possibly by Turner and his gun-carriage. French scholars departed later with only imprints and plaster casts of the stone.[5]
Turner brought the stone to Britain aboard the captured French frigate HMS Egyptienne landing in February 1802. On March 11, it was presented to the Society of Antiquaries of London and Stephen Weston played a major role in the early translation. Later it was taken to the British Museum, where it remains to this day. Inscriptions painted in white on the artifact state "Captured in Egypt by the British Army in 1801" on the left side and "Presented by King George III" on the right.
Translation
Experts inspecting the Rosetta Stone during the International Congress of Orientalists of 1874
In 1814, Briton Thomas Young finished translating the enchorial (demotic) text, and began work on the hieroglyphic script but he did not succeed in translating them. From 1822 to 1824 the French scholar, philologist, and orientalist Jean-François Champollion greatly expanded on this work and is credited as the principal translator of the Rosetta Stone. Champollion could read both Greek and Coptic, and figured out what the seven Demotic signs in Coptic were. By looking at how these signs were used in Coptic, he worked out what they meant. Then he traced the Demotic signs back to hieroglyphic signs. By working out what some hieroglyphs stood for, he transliterated the text from the Demotic (or older Coptic) and Greek to the hieroglyphs by first translating Greek names which were originally in Greek, then working towards ancient names that had never been written in any other language. Champollion then created an alphabet to decipher the remaining text.[6]
In 1858, the Philomathean Society of the University of Pennsylvania published the first complete English translation of the Rosetta Stone as accomplished by three of its undergraduate members: Charles R Hale, S Huntington Jones, and Henry Morton.[7]
Recent history
The Rosetta Stone has been exhibited almost continuously in the British Museum since 1802. Toward the end of World War I, in 1917, the Museum was concerned about heavy bombing in London and moved the Rosetta Stone to safety along with other portable objects of value. The Stone spent the next two years in a station on the Postal Tube Railway 50 feet below the ground at Holborn.
The Stone left the British Museum again in October 1972 to be displayed for one month at the Louvre Museum on the 150th anniversary of the decipherment of hieroglyphic writing with the famous Lettre à M. Dacier of Jean-François Champollion.
In July 2003, Egypt requested the return of the Rosetta Stone. Dr. Zahi Hawass, secretary general of the Supreme Council of Antiquities in Cairo, told the press: "If the British want to be remembered, if they want to restore their reputation, they should volunteer to return the Rosetta Stone because it is the icon of our Egyptian identity". In 2005, Hawass was negotiating for a three-month loan, with the eventual goal of a permanent return.[8][9] In November 2005, the British Museum sent him a replica of the stone.[10] In December 2009 Hawass said that he would drop his claim for the return of the Rosetta Stone if the British Museum loaned the stone to Egypt for three months.[11]
Inscription
In essence, the Rosetta Stone is a tax amnesty given to the temple priests of the day, restoring the tax privileges they had traditionally enjoyed from more ancient times. Some scholars speculate that several copies of the Rosetta Stone must exist, as yet undiscovered, since this proclamation must have been made at many temples. The complete Greek portion, translated into English,[12] is about 1600–1700 words in length, and is about 20 paragraphs long (average of 80 words per paragraph):
n the reign of the new king who was Lord of the diadems, great in glory, the stabilizer of Egypt, but also pious in matters relating to the gods, superior to his adversaries, rectifier of the life of men, Lord of the thirty-year periods like Hephaestus the Great, King like the Sun, the Great King of the Upper and Lower Lands, offspring of the Parent-loving gods, whom Hephaestus has approved, to whom the Sun has given victory, living image of Zeus, Son of the Sun, Ptolemy the ever-living, beloved by Ptah;
In the ninth year, when Aëtus, son of Aëtus, was priest of Alexander and of the Savior gods and the Brother gods and the Benefactor gods and the Parent-loving gods and the god Manifest and Gracious; Pyrrha, the daughter of Philinius, being athlophorus for Bernice Euergetis; Areia, the daughter of Diogenes, being canephorus for Arsinoë Philadelphus; Irene, the daughter of Ptolemy, being priestess of Arsinoë Philopator: on the fourth of the month Xanicus, or according to the Egyptians the eighteenth of Mecheir.
THE DECREE: The high priests and prophets, and those who enter the inner shrine in order to robe the gods, and those who wear the hawk's wing, and the sacred scribes, and all the other priests who have assembled at Memphis before the king, from the various temples throughout the country, for the feast of his receiving the kingdom, even that of Ptolemy the ever-living, beloved by Ptah, the god Manifest and Gracious, which he received from his Father, being assembled in the temple in Memphis this day, declared: Since King Ptolemy, the ever-living, beloved by Ptah, the god Manifest and Gracious, the son of King Ptolemy and Queen Arsinoë, the Parent-loving gods, has done many benefactions to the temples and to those who dwell in them, and also to all those subject to his rule, being from the beginning a god born of a god and a goddess—like Horus, the son of Isis and Osiris, who came to the help of his Father Osiris; being benevolently disposed toward the gods, has concentrated to the temples revenues both of silver and of grain, and has generously undergone many expenses in order to lead Egypt to prosperity and to establish the temples... the gods have rewarded him with health, victory, power, and all other good things, his sovereignty to continue to him and his children forever.[13]
Idiomatic use
The term Rosetta Stone came to be used by philologists to describe any bilingual text with whose help a hitherto unknown language and/or script could be deciphered. For example, the bilingual coins of the Indo-Greeks (Obverse in Greek, reverse in Pali, using the Kharo??hi script), which enabled James Prinsep (1799–1840) to decipher the latter.
Later on, the term gained a wider frequency, also outside the field of linguistics, and has become idiomatic as something that is a critical key to the process of decryption or translation of a difficult encoding of information:
"The Rosetta Stone of immunology"[14] and "Arabidopsis, the Rosetta Stone of flowering time (fossils)".[15] An algorithm for predicting protein structure from sequence is named Rosetta@home. In molecular biology, a series of "Rosetta" bacterial cell lines have been developed that contain a number of tRNA genes that are rare in E. coli but common in other organisms, enabling the efficient translation of DNA from those organisms in E. coli.
"Rosetta" is an online language translation tool to help localisation of software, developed and maintained by Canonical as part of the Launchpad project.
"Rosetta" is the name of a "lightweight dynamic translator" distributed for Mac OS X by Apple. Rosetta enables applications compiled for PowerPC processor to run on Apple systems using x86 processor.
Rosetta Stone is a brand of language learning software published by Rosetta Stone Ltd., headquartered in Arlington, VA, USA.
The Rosetta Project is a global collaboration of language specialists and native speakers to develop a contemporary version of the historic Rosetta Stone to last from 2000 to 12,000 AD. Its goal is a meaningful survey and near permanent archive of 1,500 languages.
Rosetta Stone was also a pseudonym used by Theodor Seuss Geisel (Dr. Seuss) for the book "Because a Little Bug Went Ka-Choo"
See also
• Decree of Canopus, stele no. 1 of the 3-stele series
Notes
• Allen, Don Cameron. "The Predecessors of Champollion", Proceedings of the American Philosophical Society, Vol. 144, No. 5. (1960), pp. 527–547
• Adkins, Lesley; Adkins, Roy. The Keys of Egypt: The Obsession to Decipher Egyptian Hieroglyphs. HarperCollins, 2000 ISBN 0-06-019439-1
• Budge, E. A. Wallis (1989). The Rosetta Stone. Dover Publications. ISBN 0486261638. http://books.google.com/books?id=RO_m47hLsbAC&printsec=frontcover&dq=rosetta+stone&as_brr=3&sig=ACfU3U1_VaJ_NxkLmbZuYyDLji99DXwY6w.
• Downs, Jonathan. Discovery at Rosetta. Skyhorse Publishing, 2008 ISBN 978-1-60239-271-7
• Downs, Jonathan. "Romancing the Stone", History Today, Vol. 56, Issue 5. (May, 2006), pp. 48–54.
• Parkinson, Richard. Cracking Codes: the Rosetta Stone, and Decipherment. University of California Press, 1999 ISBN 0-520-22306-3
• Parkinson, Richard. The Rosetta Stone. Objects in Focus; British Museum Press 2005 ISBN 978-0-7141-5021-5
• Ray, John. The Rosetta Stone and the Rebirth of Ancient Egypt. Harvard University Press, 2007 ISBN 978-0-674-02493-9
• Reviewed by Jonathon Keats in the Washington Post, July 22, 2007.
• Solé, Robert; Valbelle, Dominique. The Rosetta Stone: The Story of the Decoding of Hieroglyphics. Basic Books, 2002 ISBN 1-56858-226-9
• The Gentleman's Magazine: and Historical Chronicle, 1802: Volume 72: part 1: March: p. 270: Wednesday, March 31.
References
• ^ "The Rosetta Stone". http://www.britishmuseum.org/explore/highlights/highlight_objects/aes/t/the_rosetta_stone.aspx. Retrieved 2008-05-21.
• ^ "History uncovered in conserving the Rosetta Stone". http://www.britishmuseum.org/explore/highlights/article_index/h/history_uncovered_in_conservin.aspx. Retrieved 2008-11-11.
• ^ Downs, Jonathan, Discovery at Rosetta, 2008
• ^ Downs, Jonathan, Discovery at Rosetta, 2008
• ^ Downs, Jonathan, Discovery at Rosetta, 2008
• ^ See University of Pennsylvania, Philomathean Society, Report of the committee [C.R. Hale, S.H. Jones, and Henry Morton], appointed by the society to translate the inscript on the Rosetta stone, Circa 1858 and most likely published in Philadelphia. See later editions of circa 1859 and 1881 by same author, as well as Randolph Greenfield Adams, A Translation of the Rosetta Stone (Cambridge, MA: Harvard University Press, 1925.) The Philomathean Society holds relevant archival material as well as an original casting.
• ^ Charlotte Edwardes and Catherine Milner (2003-07-20). "Egypt demands return of the Rosetta Stone". Daily Telegraph. http://www.telegraph.co.uk/news/worldnews/africaandindianocean/egypt/1436606/Egypt-demands-return-of-the-Rosetta-Stone.html. Retrieved 2006-10-05.
• ^ Henry Huttinger (2005-07-28). "Stolen Treasures: Zahi Hawass wants the Rosetta Stone back—among other things". Cairo Magazine. http://www.cairomagazine.com/?module=displaystory&story_id=1238&format=html. Retrieved 2006-10-06. [dead link]
• ^ "The rose of the Nile". Al-Ahram Weekly. 2005-11-30. http://weekly.ahram.org.eg/2005/770/he1.htm. Retrieved 2006-10-06.
• ^ [1] "Rosetta Stone row 'would be solved by loan to Egypt'" BBC News 8 December 2009
• ^ "Translation of the Greek section of the Rosetta Stone". Reshafim.org.il. http://www.reshafim.org.il/ad/egypt/texts/rosettastone.htm. Retrieved 2009-01-22.
• ^ "Text of the Rosetta Stone". http://pw1.netcom.com/~qkstart/rosetta.html. Retrieved 2006-11-26.
• ^ The National Institute of Allergy and Infectious Diseases (2000-09-06). "International Team Accelerates Investigation of Immune-Related Genes". http://www3.niaid.nih.gov/news/newsreleases/2000/ihwg.htm. Retrieved 2006-11-23.
• ^ Gordon G. Simpson, Caroline Dean (2002-04-12). "Arabidopsis, the Rosetta Stone of Flowering Time?". http://www.sciencemag.org/cgi/content/abstract/296/5566/285?ijkey=zlwRiv/qSEivQ&keytype=ref&siteid=sci. Retrieved 2006-11-23.
External links
• Wikimedia Commons has media related to: Rosetta Stone
• Wikisource has original text related to this article: Text on the Rosetta Stone in English
• Greek Wikisource has original text related to this article: Greek Text from the Rosetta Stone
• The Rosetta Stone in The British Museum
• More detailed British Museum page on the stone with Curator's comments and bibliography
• The translated text in English – The British Museum
• The Finding of the Rosetta Stone
• The 1998 conservation and restoration of The Rosetta Stone at The British Museum
• Champollion's alphabet – The British Museum
• people.howstuffworks.com/rosetta-stone.htm
Retrieved from "http://en.wikipedia.org/wiki/Rosetta_Stone"
Categories: 196 BC | 2nd century BC | 2nd-century BC steles | 2nd-century BC works | 1st-millennium BC steles | Ancient Egyptian objects in the British Museum | Ancient Egyptian texts | Ancient Egyptian stelas | Antiquities acquired by Napoleon | Egyptology | Metaphors referring to objects | Multilingual texts | Ptolemaic dynasty | Stones | Nile River Delta | Ptolemaic Greek inscriptions | Archaeological corpora documents
]]]
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
The Arboretum has an interactive map on their web site. This map is found at the Arborway Gate.
Pasting from Wikipedia: Arnold Arboretum:
• • • • •
The Arnold Arboretum of Harvard University is an arboretum located in the Jamaica Plain and Roslindale sections of Boston, Massachusetts. It was designed by Frederick Law Olmsted and is the second largest "link" in the Emerald Necklace.
History
The Arboretum was founded in 1872 when the President and Fellows of Harvard College became trustees of a portion of the estate of James Arnold (1781–1868).
In 1842, Benjamin Bussey (1757–1842), a prosperous Boston merchant and scientific farmer, donated his country estate Woodland Hill and a part of his fortune to Harvard University "for instruction in agriculture, horticulture, and related subjects". Bussey had inherited land from fellow patriot Eleazer Weld in 1800 and further enlarged his large estate between 1806 and 1837 by acquiring and consolidating various farms that had been established as early as the seventeenth century. Harvard used this land for the creation of the Bussey Institute, which was dedicated to agricultural experimentation. The first Bussey Institute building was completed in 1871 and served as headquarters for an undergraduate school of agriculture.
Sixteen years after Bussey's death, James Arnold, a New Bedford, Massachusetts whaling merchant, specified that a portion of his estate was to be used for "...the promotion of Agricultural, or Horticultural improvements". In 1872, when the trustees of the will of James Arnold transferred his estate to Harvard University, Arnold’s gift was combined with 120 acres (0.49 km2) of the former Bussey estate to create the Arnold Arboretum. In the deed of trust between the Arnold trustees and the College, income from Arnold’s legacy was to be used for establishing, developing and maintaining an arboretum to be known as the Arnold Arboretum which "shall contain, as far as practicable, all the trees [and] shrubs ... either indigenous or exotic, which can be raised in the open air of West Roxbury". The historical mission of the Arnold Arboretum is to increase knowledge of woody plants through research and to disseminate this knowledge through education.
Charles Sprague Sargent was appointed director and Arnold Professor of Botany shortly after the establishment of the institution in 1872.[2] Together with landscape architect Frederick Law Olmsted he developed the road and pathway system and delineated the collection areas by family and genus, following the then current and widely accepted classification system of Bentham and Hooker. The Hunnewell building was designed by architect Alexander Wadsworth Longfellow, Jr. in 1892 and constructed with funds donated by H. H. Hunnewell in 1903. From 1946 to 1950 the landscape architect Beatrix Farrand was the landscape design consultant for the Arboretum. Her early training in the 1890s included time with Charles Sprague Sargent and chief propagator and superintendent Jackson Thornton Johnson.[3] Today the Arboretum occupies 265 acres (107 hectares) of land divided between four parcels, viz. the main Arboretum and the Peters Hill, Weld-Walter and South Street tracts. The collections, however, are located primarily in the main Arboretum and on the Peters Hill tract. The Arboretum remains one of the finest examples of a landscape designed by Frederick Law Olmsted and it is a Frederick Law Olmsted National Historic Site) and a National Historic Landmark.
Robert E. Cook is the seventh and current Director of the Arnold Arboretum. He is also the Director of the Harvard University Herbaria located in Cambridge, Massachusetts.
Status
The Arboretum is privately endowed as a department of Harvard University. The land, however, was deeded to the City of Boston in 1882 and incorporated into the so-called "Emerald Necklace". Under the agreement with the City, Harvard University was given a thousand-year lease on the property, and the University, as trustee, is directly responsible for the development, maintenance, and operation of the Arboretum; the City retains responsibility for water fountains, benches, roads, boundaries, and policing. The annual operating budget of $7,350,644 (fiscal year 2003) is largely derived from endowment, which is also managed by the University, and all Arboretum staff are University employees. Other income is obtained through granting agencies and contributors.
Location
The main Arborway gate is located on Route 203 a few hundred yards south of its junction with the Jamaicaway. Public transportation to the Arboretum is available on the MBTA Orange Line to its terminus at Forest Hills Station and by bus (#39) to the Monument in Jamaica Plain. The Arboretum is within easy walking distance from either of these points.
Hours
The grounds are open free of charge to the public from sunrise to sunset 365 days of the year. The Visitor's Center in the Hunnewell Building, 125 Arborway, is open Monday through Friday 9 a.m.–4 p.m.; Saturdays 10 a.m.–4 p.m.; Sundays 12 p.m.–4 PM. The Visitor’s Center is closed on holidays. The Library, located in the Hunnewell Building, is open Monday through Saturday, 10 a.m.–4 p.m.. The Library is closed on Sundays and holidays. Stacks are closed and the collection does not circulate.
Area
Two hundred and sixty-five acres (107 hectares) in the Jamaica Plain and Roslindale sections of Boston, Massachusetts, located at 42°19′N 71°5′W / 42.317°N 71.083°W / 42.317; -71.083, with altitudes ranging from 46 feet (15 m) in the meadow across the drive from the Hunnewell Building to 240 feet (79 m) at the top of Peters Hill.
Climate
Average yearly rainfall is 43.63 inches (1,102 mm); average snowfall, 40.2 inches (102 centimeters). Monthly mean temperature is 51.5 °F (10.8 °C); July's mean temperature is 73.5 °F (23 °C); January's is 29.6 °F (-1.3 °C). The Arboretum is located in USDA hardiness zone 6 (0 to −10 °F, −18 to −23 °C).
Collections (as of September 14, 2007)
At present, the living collections include 15,441 individual plants (including nursery holdings) belonging to 10,216 accessions representing 4,099 taxa; with particular emphasis on the ligneous species of North America and eastern Asia. Historic collections include the plant introductions from eastern Asia made by Charles Sprague Sargent, Ernest Henry Wilson, William Purdom, Joseph Hers, and Joseph Rock. Recent introductions from Asia have resulted from the 1977 Arnold Arboretum Expedition to Japan and Korea, the 1980 Sino-American Botanical Expedition to western Hubei Province, and more recent expeditions to China and Taiwan.
Comprehensive collections are maintained and augmented for most genera, and genera that have received particular emphasis include: Acer, Fagus, Carya, Forsythia, Taxodium, Pinus, Metasequoia, Lonicera, Magnolia, Malus, Quercus, Rhododendron, Syringa, Paulownia, Albizia, Ilex, Gleditsia and Tsuga. Other comprehensive collections include the Bradley Collection of Rosaceous Plants, the collection of conifers and dwarf conifers, and the Larz Anderson Bonsai Collection. Approximately 500 accessions are processed annually.
Collections policy
The mission of the Arnold Arboretum is to increase our knowledge of the evolution and biology of woody plants. Historically, this research has investigated the global distribution and evolutionary history of trees, shrubs and vines, with particular emphasis on the disjunct species of East Asia and North America. Today this work continues through molecular studies of the evolution and biogeography of the floras of temperate Asia, North America and Europe.
Research activities include molecular studies of gene evolution, investigations of plant-water relations, and the monitoring of plant phenology, vegetation succession, nutrient cycling and other factors that inform studies of environmental change. Applied work in horticulture uses the collections for studies in plant propagation, plant introduction, and environmental management. This diversity of scientific investigation is founded in a continuing commitment to acquire, grow, and document the recognized species and infraspecific taxa of ligneous plants of the Northern Hemisphere that are able to withstand the climate of the Arboretum’s 265-acre (1.07 km2) Jamaica Plain/Roslindale site.
As a primary resource for research in plant biology, the Arboretum’s living collections are actively developed, curated, and managed to support scientific investigation and study. To this end, acquisition policies place priority on obtaining plants that are genetically representative of documented wild populations. For each taxon, the Arnold Arboretum aspires to grow multiple accessions of known wild provenance in order to represent significant variation that may occur across the geographic range of the species. Accessions of garden or cultivated provenance are also acquired as governed by the collections policies herein.
For all specimens, full documentation of both provenance and history within the collection is a critical priority. Curatorial procedures provide for complete and accurate records for each accession, and document original provenance, locations in the collections, and changes in botanical identity. Herbarium specimens, DNA materials, and digital images are gathered for the collection and maintained in Arboretum data systems and the herbarium at the Roslindale site.
Research
Research on plant pathology and integrated pest management for maintenance of the living collections is constantly ongoing. Herbarium-based research focuses on the systematics and biodiversity of both temperate and tropical Asian forests, as well as the ecology and potential for sustainable use of their resources. The Arboretum's education programs offer school groups and the general public a wide range of lectures, courses, and walks focusing on the ecology and cultivation of plants. Its quarterly magazine, Arnoldia, provides in-depth information on horticulture, botany, and garden history. Current Research Initiatives
Plant Records
Plant records are maintained on a computerized database, BG-BASE 6.8 (BG-Base Inc.), which was initiated in 1985 at the request of the Arnold Arboretum and the Threatened Plants Unit (TPU) of the World Conservation Monitoring Centre (WCMC). A computerized mapping program (based on AutoCAD (Autodesk)) is linked to BG-BASE, and each accession is recorded on a series of maps at a scale of 1-inch (25 mm) to 20 feet (1:240) or 1-inch (25 mm) to 10 feet (1:120). A computer-driven embosser generates records labels. All accessioned plants in the collections are labeled with accession number, botanical name, and cultivar name (when appropriate), source information, common name, and map location. Trunk and/or display labels are also hung on many accessions and include botanical and common names and nativity. Stake labels are used to identify plants located in the Leventritt Garden and Chinese Path.
Grounds Maintenance
The grounds staff consists of the superintendent and assistant superintendent, three arborists, and ten horticultural technologists. A service garage is adjacent to the Hunnewell Building, where offices and locker rooms are located. During the summer months ten horticultural interns supplement the grounds staff. A wide array of vehicles and modern equipment, including an aerial lift truck and a John Deere backhoe and front loader, are used in grounds maintenance. Permanent grounds staff, excluding the superintendents, are members of AFL/CIO Local 615, Service Employees International Union (SEIU).
Nursery and Greenhouse Facilities
The Dana Greenhouses, located at 1050 Centre Street (with a mailing address of 125 Arborway), were completed in 1962. They comprise four service greenhouses totaling 3,744 square feet (348 m²), the headhouse with offices, cold rooms, storage areas, and a classroom. Staffing at the greenhouse includes the manager of greenhouses and nurseries, the plant propagator, two assistants, and, during the summer months, two horticultural interns. Adjacent to the greenhouse is a shade house of 3,150 square feet (293 m²), a 12,600 cubic foot (357 m³) cold storage facility, and three irrigated, inground nurseries totaling approximately one and one-half acres (6,000 m²). Also located in the greenhouse complex is the bonsai pavilion, where the Larz Anderson Bonsai Collection is displayed from the middle of April to the end of October. During the winter months the bonsai are held in the cold storage unit at temperatures slightly above freezing.
Isabella Welles Hunnewell Internship Program
The living collections department of the Arnold Arboretum offers a paid summer internship program [2] that combines hands-on training in horticulture with educational courses. Intern trainees will be accepted for 12- to 24-week appointments. Ten interns will work with the grounds maintenance department and two in the Dana Greenhouses.
As part of the training program, interns participate in mandatory instructional sessions and field trips in order to develop a broader sense of the Arboretum’s horticultural practices as well as those of other institutions. Sessions and field trips are led by Arnold staff members and embrace an open question and answer format encouraging all to participate. Interns often bring experience and knowledge that everyone, including staff, benefits from. It is a competitive-free learning environment.
Horticultural Apprenticeship
The Arboretum created the horticultural apprenticeship program in 1997 to provide hands-on experience in all aspects of the development, curation, and maintenance of the Arboretum's living collections to individuals interested in pursuing a career in an arboretum or botanical garden.
The Living Collections department of the Arnold Arboretum offers a summer internship program[4] that combines practical hands-on training in horticulture with educational courses. Fourteen Interns/Horticultural Trainees are accepted for twelve to twenty-four week appointments. Interns receive the majority of their training in one of three departments: Grounds Maintenance, Nursery and Greenhouse, or Plant Records.
Lilac Sunday
The second Sunday in May every year is "Lilac Sunday". This is the only day of the year that picnicing is allowed. In 2008, on the 100th anniversary of Lilac Sunday, the Arboretum website touted:
Of the thousands of flowering plants in the Arboretum, only one, the lilac, is singled out each year for a daylong celebration. On Lilac Sunday, garden enthusiasts from all over New England gather at the Arboretum to picnic, watch Morris dancing, and tour the lilac collection. On the day of the event, which takes place rain or shine, the Arboretum is open as usual from dawn to dusk.[5]
Associated Collections
The Arboretum's herbarium in Jamaica Plain holds specimens of cultivated plants that relate to the living collections (ca. 160,000). The Jamaica Plain herbarium, horticultural library, archives, and photographs are maintained in the Hunnewell building at 125 Arborway; however, the main portions of the herbarium and library collections are housed in Cambridge on the campus of Harvard University, at 22 Divinity Avenue.
Publications
The inventory of living collections is updated periodically and made available to sister botanical gardens and arboreta on request; it is also available on the Arboretum’s website (searchable inventory). Arnoldia, the quarterly magazine of the Arnold Arboretum, frequently publishes articles relating to the living collections. A Reunion of Trees[6] by Stephen A. Spongberg (curator emeritus) recounts the history of the introduction of many of the exotic species included in the Arobretum’s collections. New England Natives[7] written by horticultural research archivist Sheila Connor describes many of the trees and shrubs of the New England flora and the ways New Englanders have used them since prehistoric times. Science in the Pleasure Ground[8] by Ida Hay (former curatorial associate) constitutes an institutional biography of the Arboretum.
Institutional Collaborations
The Arboretum maintains an institutional membership in the American Public Garden Association (APGA) and the International Association of Botanical Gardens and Arboreta. Additionally, members of the staff are associated with many national and international botanical and horticultural organizations. The Arboretum is also a cooperating institution with the Center for Plant Conservation (CPC), and as an active member of the North American Plant Collections Consortium (NAPCC), it is committed to broadening and maintaining its holdings of: Acer, Carya, Fagus, Stewartia, Syringa, and Tsuga for the purposes of plant conservation, evaluation, and research. The Arboretum is also a member of the North American China Plant Exploration Consortium (NACPEC).
See also
Larz Anderson Bonsai Collection, donated by businessman and ambassador Larz Anderson
The Case Estates of the Arnold Arboretum
List of botanical gardens in the United States
North American Plant Collections Consortium
External links
Arnold Arboretum Official Website
Arnold Arboretum Visitor Information
American Public Gardens Association (APGA)
Virtual Information Access (VIA) Catalog of visual resources at Harvard University.
Garden and Forest A Journal of Horticulture, Landscape Art, and Forestry (1888–1897)
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
Related Flickr Sets
+ Coney Island Mermaid Parade 2008
+ Coney Island Mermaid Parade 2007
Related Flickr Collection
This was photographed for someone in France who said he wanted to see Asian men playing sports. I am a nice guy, so I tried to fulfil their requests if I happen upon relevant subjects when I walk around town….
# SML Data
+ Date: 2013-03-15 18:19:06 GMT+0800
+ Dimensions: 3456 x 3456
+ Exposure: 1/60 sec at f/8.0
+ ISO: 1600
+ Flash: Did not fire
+ Camera: Canon EOS M
+ Lens: Canon EF 17-40mm f/4L USM
+ GPS: 22°18'5" N 114°10'46" E
+ Location: 中國香港紅磡理工大學 中国香港红磡理工大学 Polytechnic University, Hung Hom, Hong Kong, China
+ Serial: SML.20130315.EOSM.03453.SQ
+ Workflow: Lightroom 4
+ Series: 體育 Sports, 男 Men,
“籃球 Basketball” / 男運動員 Men in Sports / SML.20130315.EOSM.03453.SQ
/ #體育 #Sports #男 #Men #SMLMen #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #城市 #Urban #攝影 #摄影 #photography #籃球 #Basketball
A young boy took a deep breathe and blew out a string of bubbles at Harbin Sidalin Park (斯大林公园), a park situated on the promenade to the Songhua River (松花江). In the background, locals and visitors alike hung out by the river during the brief summer days in Heilongjiang, China.
Photographed with the Canon EOS 6D + Canon EF 24-70 f/2.8L USM.
吹泡泡 Blowing Bubbles / 中国黑龙江哈尔滨斯大林公园 Sidalin Park, Harbin, Heilongjiang, China / SML.20140728.6D.33422.P1.SQ.BW
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
Every weekend, crew teams from different universities practice at Tolo Harbour. Pictured is the team from The University of Hong Kong (HKU 香港大學), noted by its abbreviation 港大 seen on the tank top of of of its crew members. According to their Facebook page [1], the club has been around since 1981.
I am particularly drawn to the delicate lines of the boats as well as the patterns each cox makes on the water surface.
I have attempted multiple times to capture them on video but it is fairly hard with my current setup. The 7D combined with the 100-400mm gives a combined equivalent focal length of 640mm on the zoomed-out side. This means any minute movement will result in camera shake.
At the moment I do not have any geared head and anyone with a ball head knows that getting precise positioning in a quick action shot is not really doable. I guess I will just have to get closer to the surface — but by the time I reach the ground floor they are usually gone. Tricky business.
# References
1. www.facebook.com/hkurowclub
# SML Data
+ Date: 2013-07-24T15:51:32+0800
+ Dimensions: 5184 x 3456
+ Exposure: 1/640 sec at f/8.0
+ Focal Length: 400 mm
+ ISO: 1000
+ Flash: Did not fire
+ Camera: Canon EOS 7D
+ Lens: Canon EF 100-400mm f/4.5-5.6L IS USM
+ GPS: 22°25'10" N 114°13'24" E
+ Location: SML Universe HKG
+ Subject: 香港吐露港 Tolo Harbour, Hong Kong
+ Workflow: Lightroom 5
+ Series: 體育 Sports, 男 Men, 形 Forms
+ Serial: SML.20130724.7D.48405.BW
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
水花 Splash (Water blossoms) / 香港大學學生會划艇會 Rowing Club HKUSU / 香港水上體育運動之形 Hong Kong Water Sports Forms / SML.20130724.7D.48405.BW
/ #體育 #Sports #男 #Men #SMLMen #黑白 #BW #SMLBW #形 #Forms #SMLForms #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #人 #people #攝影 #摄影 #photography #赛艇 #Rowing
Window Farms (Flickr) are vertical, hydroponic, modular, low-energy, high-yield edible window gardens built using low-impact or recycled local materials.
The Beach The Pier
Goal 1: to start a Windowfarming craze in New York City and other dense urban areas, helping people grow some of their food year-round in their apartment windows.
Goal 2: give ordinary folks a means to collaborate on research and development at our.windowfarms.org
History
In February 2009, through a residency at Eyebeam, Britta Riley and Rebecca Bray began to build and test the first Window Farms prototype. Growing food inside NY apartments is a challenge, but within reach. The foundational knowledge base is emerging through working with agricultural, architectural and other specialists, collecting sensor data, and reinterpreting hydroponics research conducted by NASA scientists and marijuana farmers. We have been researching and developing hydroponic designs that are inexpensive and made from relatively inexpensive materials. The working prototype is a drip system made from recycled water bottles, holding 25 plants. Beans, tomatoes, cucumbers, arugula, basil, lettuce and kale are thriving.
While completing the first Prototype in mid-April, we invited a dozen "Pioneers" to join us in creating Window Farms. We asked them to approach the project like a night class, devoting one night a week for two months. We showed them our prototype and presented the DIY research and development we did so far and invited them to build on our research to create their own designs. Currently, the Pioneers are designing their systems. Their innovative ideas are adding to the knowledgebase about DIY hydroponics.
Eyebeam Open Studios: Fall 2009
eyebeam.org/events/open-studios-fall-2009
Eyebeam is pleased to host Open Studios for its 2009 Senior Fellows, Resident Artists, and Student Residents at Eyebeam’s state-of-the-art design, research, and fabrication studio; showcasing video performance, wearable technologies, code and humor, party technology, and sustainablity design.
///////////////
Eyebeam is the leading not-for-profit art and technology center in the United States.
Founded in 1996 and incorporated in 1997, Eyebeam was conceived as a non-profit art and technology center dedicated to exposing broad and diverse audiences to new technologies and media arts, while simultaneously establishing and demonstrating new media as a significant genre of cultural production.
Since then, Eyebeam has supported more than 130 fellowships and residencies for artists and creative technologists; we've run an active education program for youth, artists' professional development and community outreach; and have mounted an extensive series of public programs, over recent years approximately 4 exhibitions and 40 workshops, performances and events annually.
Today, Eyebeam offers residencies and fellowships for artists and technologists working in a wide range of media. At any given time, there are up to 20 resident artists and fellows onsite at Eyebeam's 15,000-square foot Chelsea offices and Labs, developing new projects and creating work for open dissemination through online, primarily open-source, publication as well as a robust calendar of public programming that includes free exhibitions, lectures and panels, participatory workshops, live performances and educational series.
Quoting Smithsonian National Air and Space Museum | Monocoupe 110 Special:
Air show pilot and aerobatic champion W. W. "Woody" Edmondson thrilled audiences with his Monocoupe 110 Special throughout the 1940s. Edmondson, who named the airplane Little Butch for its bulldog-like appearance, placed second to "Bevo" Howard and his Bücker Jungmeister in the 1946 and '47 American Aerobatic Championships, but he won the first International Aerobatic Championship in 1948.
The Monocoupe 110 Special was a clipped-wing version of the 110, part of a line that began with Don Luscombe's Mono 22 and continued with the 70, 90, and 110 models. The sport coupes of the 1930s, these fast and maneuverable aircraft were ideal for racers Phoebe Omlie and Johnny Livingston. Ken Hyde of Warrenton, Virginia, restored Little Butch prior to its donation to the Smithsonian.
Gift of John J. McCulloch
Manufacturer:
Date:
1941
Country of Origin:
United States of America
Dimensions:
Wingspan: 6.9 m (23 ft.)
Length: 6.2 m (20 ft. 4 in.)
Height: 2.1 m (6 ft. 11 in.)
Weight, empty: 449 kg (991 lbs.)
Weight, gross: 730 kg (1,611 lbs.)
Top speed: 313 km/h (195 mph)
Engine: Warner 185, 200 hp
Materials:
Fuselage: steel tube with fabric cover
Physical Description:
High-wing, 2-seat, 1940's monoplane. Warner Super Scarab 185, 200hp engine. Red with white trim. Clipped wings.
• • • • •
Quoting Smithsonian National Air and Space Museum | De Havilland-Canada DHC-1A Chipmunk, Pennzoil Special:
De Havilland originally designed the Chipmunk after World War II as a primary trainer to replace the venerable Tiger Moth. Among the tens of thousands of pilots who trained in or flew the Chipmunk for pleasure was veteran aerobatic and movie pilot Art Scholl. He flew his Pennzoil Special at air shows throughout the 1970s and early '80s, thrilling audiences with his skill and showmanship and proving that the design was a top-notch aerobatic aircraft.
Art Scholl purchased the DHC-1A in 1968. He modified it to a single-seat airplane with a shorter wingspan and larger vertical fin and rudder, and made other changes to improve its performance. Scholl was a three-time member of the U.S. Aerobatic Team, an air racer, and a movie and television stunt pilot. At air shows, he often flew with his dog Aileron on his shoulder or taxied with him standing on the wing.
Gift of the Estate of Arthur E. Scholl
Manufacturer:
Pilot:
Date:
1946
Country of Origin:
United States of America
Dimensions:
Wingspan: 9.4 m (31 ft)
Length: 7.9 m (26 ft)
Height: 2.1 m (7 ft 1 in)
Weight, empty: 717 kg (1,583 lb)
Weight, gross: 906 kg (2,000 lb)
Top speed: 265 km/h (165 mph)
Engine: Lycoming GO-435, 260 hp
Materials:
Overall: Aluminum Monocoque Physical Description:Single-engine monoplane. Lycoming GO-435, 260 hp engine.
• • • • •
The Smithsonian's National Air and Space Museum welcomed today (Aug. 6) the sole surviving Boeing S-307 Stratoliner to its new home when the silver pioneering airliner arrived at Washington Dulles International Airport in Virginia for display at the museum's new Steven F. Udvar-Hazy Center. The museum's companion facility, adjacent to the airport, opens to the public Dec. 15.
The luxuriously appointed Stratoliner, built in the late 1930s, was the world's first passenger airplane to be pressurized, allowing it to avoid rough weather by flying at unprecedented altitudes (20,000 feet) for transports of the era.
The airplane has been in the museum's collection since 1972 but because of its size and weight could not be displayed at the museum's flagship building on the National Mall. A team of volunteers and Boeing staff performed extensive restoration work on the airplane in Seattle.
"Visitors to the Udvar-Hazy Center will take one look at this airplane and be transported back to a glamorous age when the world became smaller for the traveler who required speed and luxury," said Gen. J.R. "Jack" Dailey, director of the National Air and Space Museum. "We are indebted to the Boeing restoration team for turning back the clock on this beautiful aircraft."
The Stratoliner arrived in Northern Virginia following an appearance at the Experimental Aircraft Association's annual Fly-In at Oshkosh, Wisc. The airplane flew from Allegheny County Airport near Pittsburgh, where it landed August 5th because of bad weather.
With a wingspan of 107 feet and a cabin nearly 12 feet wide, the Clipper Flying Cloud will be exhibited at ground level in the Udvar-Hazy (pronounced OOD-var HAH-zee) Center aviation hangar.
[...]
The Clipper Flying Cloud was delivered to Pan American Airways with two others in 1940. The aircraft carried 33 passengers and a crew of five. The Pan American Airways airplane was reconfigured to seat 45 passengers. Stratoliners included space for berths for overnight travel; paneling in the cabin and lavatory; wall fabric featuring the Pan Am logo, world map and exotic animals; and eight divans.
The Clipper Flying Cloud began service flying Caribbean routes for two years. During World War II, it flew in South America under the direction of the U.S. Army Air Forces. In 1946, it made daily runs between New York and Bermuda. Throughout the next two decades it passed through the hands of several owners, and once served as a presidential plane for the notorious Haitian leader "Papa Doc" Duvalier. After its Haitian sojourn, the Clipper Flying Cloud landed in Arizona.
In 1969, a visiting National Air and Space Museum curator spotted the airplane in Arizona and immediately recognized its historic significance, even while its then-owner planned to convert it into a fire bomber. The Smithsonian subsequently acquired the aircraft and later made arrangements with the Boeing Company for the restoration, dubbed "Operation Flying Cloud," at the Seattle plant where the Stratoliner was originally built.
Boeing technicians and former Pan American employees voluntarily spent six years completely restoring the Stratoliner before it made an emergency landing in Elliott Bay in 2002. Since then, the restoration team has performed additional work so that visitors to the Udvar-Hazy Center will have the opportunity to view the aircraft as it looked the day it rolled off the assembly line more than 60 years ago.
• • • • •
Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:
The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for over 25 years. Designed and built by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a stunning technological achievement that could not overcome serious economic problems.
In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations around the globe. Carrying up to 100 passengers in great comfort, the Concorde catered to first class passengers for whom speed was critical. It could cross the Atlantic in fewer than four hours - half the time of a conventional jet airliner. However its high operating costs resulted in very high fares that limited the number of passengers who could afford to fly it. These problems and a shrinking market eventually forced the reduction of service until all Concordes were retired in 2003.
In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft's retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its last flight. This aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.
Gift of Air France.
Manufacturer:
Societe Nationale Industrielle Aerospatiale
Dimensions:
Wingspan: 25.56 m (83 ft 10 in)
Length: 61.66 m (202 ft 3 in)
Height: 11.3 m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Top speed: 2,179 km/h (1350 mph)
Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom
Physical Description:
Aircaft Serial Number: 205. Including four (4) engines, bearing respectively the serial number: CBE066, CBE062, CBE086 and CBE085.
Also included, aircraft plaque: "AIR FRANCE Lorsque viendra le jour d'exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l'Air et de l'Espace de Washington, un appariel portant le couleurs d'Air France."
Manhattan Bridge HDR
Setup
Canon EOS 10D
Canon 17-40 f/4L
Exposure Settings
CRW_35498: ISO 100, 30.0 s at f/9.5, 17mm
CRW_35499: ISO 100, 30.0 s at f/13, 17mm
CRW_35500: ISO 100, 30.0 s at f/6.7, 17mm
Variations
Background
When I shot these photos, I did not have a timer cable release with me. If I were to shoot these at a small aperture, I would have to set the camera on bulb while keeping my finger on the shutter release for the entire exposure. To minimize the risk of completely ruining the photos, I've decided to vary the aperture values for the different exposures instead of varying the time and keeping a constant aperture value.
HDR Processing
Note that it is generally not recommended that you vary the aperture values for images intended for HDR processing. If you use software like Photomatix to perform tone-mapping, for example, the varying levels of focus on the photo will create blurry results. I have had to apply a bit more USM than usual for this image. And if you view large, you can see that the grains are quite visible.
Results
I am happy with the HDR result though--the wider aperture gave it enough exposure to show the golden reflection under the bridge, and the small aperture contribute to the oh-so-gorgeous star bursts from the lights.
Related Sets + Collection
Manhattan Bridge, New York City / Project (Set)
HDR Photography / Project (Set)
SML Copyright Notice
© 2005-2006 See-ming Lee (Blog / Photo Blog / Facebook / Flickr / LinkedIn / Twitter)
Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:
The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for over 25 years. Designed and built by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a stunning technological achievement that could not overcome serious economic problems.
In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations around the globe. Carrying up to 100 passengers in great comfort, the Concorde catered to first class passengers for whom speed was critical. It could cross the Atlantic in fewer than four hours - half the time of a conventional jet airliner. However its high operating costs resulted in very high fares that limited the number of passengers who could afford to fly it. These problems and a shrinking market eventually forced the reduction of service until all Concordes were retired in 2003.
In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft's retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its last flight. This aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.
Gift of Air France.
Manufacturer:
Societe Nationale Industrielle Aerospatiale
Dimensions:
Wingspan: 25.56 m (83 ft 10 in)
Length: 61.66 m (202 ft 3 in)
Height: 11.3 m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Top speed: 2,179 km/h (1350 mph)
Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom
Physical Description:
Aircaft Serial Number: 205. Including four (4) engines, bearing respectively the serial number: CBE066, CBE062, CBE086 and CBE085.
Also included, aircraft plaque: "AIR FRANCE Lorsque viendra le jour d'exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l'Air et de l'Espace de Washington, un appariel portant le couleurs d'Air France."
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
Quoting Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
• • • • •
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
• • • • •
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:
Manufacturer:
Rockwell International Corporation
Country of Origin:
United States of America
Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)
Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.
The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International's assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World's Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution's National Air and Space Museum.
Transferred from National Aeronautics and Space Administration
Also from the north side, what I imagine is a gravestone from the 18th or 19th century. The foxgloves look well established.
Oh dear - what has happened to Flickr's stats counter? By yesterday evening I'd had about 1100 hits and then by around 10 o'clock, it dropped to a mere 2. This morning it's still insisting that I only had 51 hits all day yesterday...
This is a 360-degree panorama of the bus terminal located at the Tsim Sha Tsui Ferry Pier in Hong Kong. Located at the south-most corner of Kowloon, it is the ideal location for bus companies to plan their last stop shuttling to other parts of Hong Kong.
The KMB (Kowloon Motor Bus) company started many of its first bus routes from this terminus, as noted by the bus numbers on the station, which ranges only in single digits — as opposed to the double- or triple-digit route numbers seen in most parts of Hong Kong.
Directly adjacent to the station (center in this photo) is the Star Ferry pier, which provides passenger ferry service to Hong Kong Island.
In this panorama, I have heightened the shadow area to expose the rust and dust of the awning covering the station. I am attracted to its geometric architectural forms and years of decay. You probably would not notice them when you walk by as they are well within the shadow areas, but as a lover for deadly objectives, it was a wonderful find for me.
Stitched together with 12 captures with the 6D + 17-40 mounted on the Manfrotto 303SPH pano head.
# References
+ en.wikipedia.org/wiki/Tsim_Sha_Tsui_Ferry_Pier
+ zh.wikipedia.org/wiki/尖沙咀天星碼頭
# SML Data
+ Date: 2013-08-08T15:39:50+0800
+ Dimensions: 18417 x 4648
+ Exposure: 1/50 sec at f/16
+ Focal Length: 17 mm
+ ISO: 100
+ Flash: Did not fire
+ Camera: Canon EOS 6D
+ Lens: Canon EF 17-40 f/4L USM
+ Accessories: Canon TC-80N3, Manfrotto 303SPH pano head, Manfrotto tripod
+ Panorama FOV: 365 degree horizontal, 96 degree vertical
+ Panoramic Projection: Spherical
+ GPS: 22°17'38" N 114°10'8" E
+ Location: 香港尖沙咀天星碼頭巴士總站 Bus Terminal, Star Ferry Pier, Tsim Sha Tsui, Hong Kong
+ Workflow: Autopano Giga 3, Lightroom 5
+ Serial: SML.20130808.6D.26177-SML.20130808.6D.26189-Pano.i12.360x96
+ Series: 人流 Human Logistics, 建築 Architecture, 全景攝影 Panoramic Photography
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
尖沙咀天星碼頭巴士總站 Bus Terminal, Star Ferry Pier, Tsim Sha Tsui / 香港人流建築360度全景 Hong Kong Human Logistics Architecture 360-degree Panorama / SML.20130808.6D.26177-SML.20130808.6D.26189-Pano.i12.360x96.BW
/ #人流 #HumanLogistics #全景 #Pano #Panorama #SMLPano #黑白 #BW #SMLBW #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #城市 #Urban #people #bus #traffic
I had always assumed that the best lens to do macro with a creamy bokeh like this is to use a wide angle lens. I was wrong. The best lens to use appear to be a super telephoto.
# SML Data
+ Date: 2013-02-21 14:23:01 GMT+0800
+ Dimensions: 3074 x 4611
+ Exposure: 1/500 sec at f/5.6
+ Focal Length: 280 mm
+ ISO: 250
+ Flash: Did not fire
+ Camera: Canon EOS 7D
+ Lens: Canon EF 70-200mm f/4L USM + Canon EF 1.4x Extender III
+ GPS: 22°25'14" N 114°13'40" E
+ Location: 中國香港馬鞍山恆康街1號馬鞍山運動場 中国香港马鞍山恒康街1号马鞍山运动场 Ma On Shan Sports Ground, 1 Hang Hong Road, Ma On Shan, Hong Kong, China
+ Workflow: Lightroom 4
+ Serial: SML.20130221.7D.24028
+ Series: 形 Forms, 體育 Sports
“藍色體育場座椅 Blue Stadium Seats” / 香港體育建築之形 Hong Kong Sports Architecture Forms / SML.20130221.7D.24028
/ #形 #Form #SMLForms #體育 #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #馬鞍山 #MaOnShan #建築 #建筑 #Architecture #城市 #Urban #攝影 #摄影 #photography #藍 #藍 #blue
Zoomed in, you can make out the "Lincoln-Zephyr V12" badge on the front-passenger-side grille. I'm not sure what year it was, but pasting shamefully from Wikipedia, these cars were produced from 1936 through the start of World War 2 in 1942:
• • • • •
Lincoln-Zephyr was a brand name for the lower priced line of luxury cars in the Lincoln line. Lincoln-Zephyr and Mercury bridged the wide gap between Ford's DeLuxe line and the exclusive Lincoln K-series cars. This served a purpose similar to Cadillac's smaller LaSalle "companion car".
Overview
Introduced in November 1935 as a 1936 model, the Lincoln-Zephyr was extremely modern with a low raked windscreen, integrated fenders, and streamlined aerodynamic design. It is noted for being one of the first successful streamlined cars after the tall and gawky looking Chrysler Airflow market failure. The Airflow was actually more aerodynamic than the lower wider sleeker looking Lincoln-Zephyr. The Lincoln-Zephyr was extremely successful in reigniting sales at Lincoln dealerships in the late 1930s, spawning the Continental line that would replace the aging K-series by the end of the decade. By 1941, Lincoln-Zephyr, Continental, and the Zephyr-based Custom line were the only models offered at Lincoln dealerships.
Production of all American cars halted in 1942 as the country entered World War II, with Lincoln producing the last Lincoln-Zephyr on January 31. After the war, most makers restarted production of their pre-war lines, and Lincoln was no exception. The Zephyr name, however, was no longer used after 1942, with the cars simply called Lincolns.
The idea of a smaller and more-modern luxury car to fill the gap in Lincoln's traditional lineup was revisited in the 1950 Lincoln Lido, 1977 Lincoln Versailles, 1982 Lincoln Continental, and 2000 Lincoln LS. The Zephyr name itself was resurrected for the car's spiritual successor in 2006, though this modern Zephyr was quickly renamed MKZ for 2007.
Models
The Lincoln-Zephyr was first available as a two-door or four-door sedan. A three-window coupe was added in 1937, followed by a convertible coupe and sedan in 1938, and a club coupe starting in 1940.
Annual production for any year model was not large but accounted for a large portion of the Lincoln brand's sales. In its first year, 15,000 were sold, accounting for 80% of Lincoln's total sales.
Specifications
Designed by John Tjaarda (1897–1962), who was fascinated with airplanes, with a Cd of 0.45, the body was monocoque construction and very rigid, but surprisingly light for its size. The first model had a weight of 3,350 lb (1,520 kg).
The Zephyr was powered by a small 75° V12 engine developed from Ford's Flathead V8 and unrelated to the previous Lincoln V12 engines. The side-valve engine was quite compact, especially compared to the tall L-head Lincoln 12, allowing a low hood. But its V8 roots, with enormous hot spot due to exhaust passages through the cylinder block would prove troubling, with cylinder warping, water leakage, excessive oil burning, bearing and crankshaft problems becoming common. Lincoln worked hard to solve most of these problems during the first year of production, with less than absolute success, and eventually introduced iron heads in 42, which cured the recurring problem of burnt head gaskets.
The 1936 to 1939 models were 267 in³ (4.4 L) with hydraulic lifters added in 1938. 1940 and 1941 cars used an enlarged 292 in³ (4.8 L) engine, while 1942 and early 1946 models used a 306 in³ (5.0 L), but lower compression ratio because of the iron heads. Late 1946 to 1948 Lincolns based on the Zephyr used a 292 in³ (4.8 L).
The original engine had 110 hp (82 kW) and gave the car a top speed of 90 miles per hour (140 km/h) . Suspension was by Henry Ford's beloved transverse springs front and rear, with dead axle front and torque tube rear, already seen as outdated when the car was introduced. Brakes were cable-activated for 1936 to 1938; 1939 and onwards were hydraulic. The Zephyr was the first Ford product to have an all-steel roof, except the late 1931 Model AA truck.
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