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Here’s an ugly and overlooked fact: Not only did America lose nearly six million manufacturing jobs in the last decade but the decline as a share of total manufacturing jobs (33 percent) exceeded the rate of loss in the Great Depression. Despite this unprecedented negative performance, most economists, pundits and elected officials are remarkably blasé, largely because they attribute this job loss to superior productivity performance of U.S. manufacturers. The notion seems to be manufacturing has just gotten incredibly productive over the last decade, and while it may be tough on the workers who are let go, this is the price of success. All that is needed, if anything, are better programs and policies to help laid-off production workers.
ITIF presented a comprehensive analysis that disputes this sanguine view and reveals the stark truth about the troubling state of U.S. manufacturing competitiveness.
Manufactures Building, from Horticultural Hall. Large photographic print from The White City (As It Was), photographs by William Henry Jackson. World's Columbian Exposition 1893.
Digitial Identifier: GN90799d_JWH_002w
Helping to lead the economy out of the Bush recession, America’s manufacturing base has grown with 136,000 manufacturing jobs added in 2010, the first increase since 1997.
Woman with a sewing machine: an employee at the Deacon Brothers Shirt Factory.
Photo taken by Ian Robertson.
Vintage images of the tradition Swiss Brand Bernina. Manufacturing of sewing machines in Steckborn, Switzerland. Old advertising visuals. Also shown: images of the founding family.
Manufactured by Mamiya Camera Co.,Ltd., Tokyo, Japan
Model c.1980, (produced between 1975-87)
Medium format SLR film camera, Film 120 / 220 roll, picture size 6x4.5 cm
Engraving on the top: Mamiya logo
Lens: Mamiya-Sekor C 80mm f/2.8, Automatic diaphragm,
w/ AE meter coupler, multi-coated, M645 bayonet mount, Auto / Manual diaphragm setting lever, (on manuel you can see the DOF), filter thread 58mm, serial no.68318
Aperture: f/2.8 - f/22setting: ring and scale on the back side of the camera
Focus range: 2.25-30m +inf
Lens release: by the small silver knob, on the front-left side of the camera,
Lens mount: allign the red dots
Focusing: via Fresnel matte screen, w/ centered microprism with a fine focusing collar, interchangeable with 5 different screens, ring and scale on the lens, w/ DOF scale
Shutter: electronically controlled cloth focal plane shutter, not works wo/ battery
speeds: 8-1/500, +B, (a red dot is for the AE finder)
setting : dial on the left side of the camera
Shutter release: Two shutter release buttons, one on front of the camera, w/ safety lock collar, the other on top of the body; shutter locks when no film in the camera
Cocking lever: folding crank type, also winds the film, single turn, (continuous on ME setting), on the right side of the camera
Frame counter: Progressive, auto-reset, on the right side of the camera
Multiple exposure lever: setting to ME unlocks the shutter, behind the cocking lever
Mirror lockup lever: on front of the cocking crank
Viewfinder: SLR pentaprism, type FH, w/ hot-shoe connections, interchangeable w/ metered and waist level finders
Finder release: a knob on the right of the eyepiece, turn and press and then lift the finder
Exposure meter: none
Flash PC sockets: two, on the left side of the camera, X and FP,
Flash sync 1/60 sec. (red on the speed dial),
Hot-shoe: on the finder
Memory holder: on the back cover
Self-timer: none
Back cover: hinged, opens by pressing the memo holder and moving the latch to the right
Film loading: follow the drawings in the film insert part, (somewhat difficult, try to learn with an used film or paper)
Film insert: special vertical type, (interchangeable w/ 220 film insert),
removing: press from the two sides of the 120 marking then pull-out
Engravings on the bottom plate: Mamiya Camera Co.,Ltd., Japan and serial no.
Tripod socket: 1/4''
Strap buttons
Body: metal, Weight: 1580g
Battery: 6v Silver oxide, alkalines like 476A or 4LR44 are OK
Battery chamber: on the bottom of the camera, opens a thumb whell just beside it
Battery check button: red button on the right top of the body, green signal LED on the left-top of the body, if lights it's OK
On/off switch: none
serial no. J 70661
+ Grip holder, w/ accessory shoe, fits to special sockets on the bottom of the camera, marked Mamiya Japan + special Focusing handle, marked Mamiya Japan
Mamiya M645 is the first series of 4.5×6 SLRs made by Mamiya. The finder and screens are interchangeable, but there is no magazine back, only preloadable film inserts. All the M645 models share the same accessories (finders, screens, lenses, grips and inserts). The lenses and inserts can also be attached on the later Mamiya 645 models.
More info: Manual in Butkus org , in Wikipedia, in Camerapedia
Surface finish and cutting fluid combine to refract light into rainbows on a batch of ballscrew bearing housings after machining at Haas Automation.
Leyland PDR1/1 Atalntean
CIE designed and manufactured body
Whilst succumbing to the inevitable in having to buy a UK chassis for its new Double Deck fleet, CIE designed and built its own distincive body.
DF423 was re-engined with a DAF power plant and at the same time received a new 'simplified' front dash panel.
Sadly, it also received the CIE livery of the period which is variously referred to as 'Buttermilk' (The official designation) 'Tan' (a more realistic description) or 'Baby poo' or Vet's forearm (More commonly used descriptions). It was a tragic livery that looked tatty with 20 minutes of the depot repaint and repsresents a low point in Irish bus liveries. I am pleased to say that things got better!
An exquisite factory produced resin model by Jotus under commission from Derek Farralley
BODY
Manufactured by Nippon Kogaku K. K., Japan (Nikon Corporation since 1988)
Model: 1976, Photomic, produced between 1971-1977
all F2 produced between 1971-1980
35mm film SLR camera, fully mechanical, (except posemeter)
Engravings on the top plate: F2 and serial no. 7802564
Nikon engraving on the front cover has flat characters , black coloured on chrome body, (covered with the front part of the finder)
Lens release: by pressing the knob left-front side of the camera, then turn the lens
DOF preview: via a button on the mirror-lock lever, on the rigtht-front side of the camera
Focusing: Screen Type K: Fresnel matte lens, w/ Split-image rangefinder with Microprism collar, w/ a 12 mm etched circle indicating the area of the meter center-weighting,
Type K is standard, interchangeable with many other type screens
Shutter: horizontal-travel focal plane shutter with titanium shutter curtains, mechanical
Normal speeds: 1 - 1/2000 +B, setting: dial on top of the camera coupled with the speed dial of the finder DP-1,
Automatic extra long exposure speeds: 2-10 seconds, setting: set the speed dial to B, then lift and turn the T-L fingerguard lever around the shutter release to T, then turn the self timer lever to desired exposure, scale on the lever, (also for self timer delay times), then press the shutter release
Manual T exposure: speed dial on B, T-L fingerguard lever on T
Shutter release: on the top plate, w/ threaded collar accepts Nikon F and F2-type cable releases, w/ T-L fingerguard lever (T for manual automatic long time exposures, L for locking the shutter, the normal position is the notche of the ring on the middle), make sure that after the time exposure set the lever to its normal position, otherwise the button will not pop-up
Cocking lever: also winds the film, short stroke, retractable, also acts as a on/off switch
Frame counter: Additive type, auto-resets, window just front of the cocking kever
Mirror: Automatic instant-return type with lockup facility, lever on the rigtht-front side of the camera with DOF preview button on it
Viewfinder: Eyelevel SLR Pentaprism, Nikon Photomic Finder DP-1, (manufactured from 1971 to 1977), incorporates a precise center-weighted CdS exposure metering system which couples with the camera's lens aperture and shutter speed controls
w/ a small window on front of the DP-1 displays max. aperture of the lens
w/ flash ready-light contact, on the right side
DP-1 is standard for F2 Photomic, interchangeable with many other finders and focusing screens
Finder release: by pressing down the lever after depressing the knob on it, on the right of the finder, and then depressing the small silver knob on the back of the top plate, (the latter also releases the screen after removing the finder)
Exposure meter: TTL CdS two cell light meter, Shutter-priority control, 60/40 percent Center-weighted, full-aperture measurement,
ASA range: 6 - 6400, setting dial and ring on the DP-1, lift and turn
Metering range: EV 1 -19 on 100 ASA
Exposure setting: manual, center-the-needle pointer moving between horizontally arranged +/– (over / under exposure) markers, at the bottom of the viewfinder, by turning the aperture ring or speed dial, speed and aperture are visible in the viewfinder.
The needle array was duplicated on the top of the DP-1 head to allow exposure control without looking through the viewfinder.
Re-wind lever: folding crank type, vertical ribbing on its top, turns when winding
Re-wind release: button on the bottom plate
Flash PC socket: on the left-front of the top plate, X-sync.1/80
Hot shoe: special Nikon F2-type, at base of re-winding lever
Self-timer: Time setting scale on the lever, 2-10 seconds delay, (also for time eposures), activates by a small button behind the lever after cocking the shutter
Back cover: Hinged, removable, opens by turning O/C key on the bottom plate
w/ memo holder: cut and place your film's box's top cover
Motor drive coupling on the bottom plate
Engraving on the bottom plate: Made in Japan
Tripod socket: 1/4''
Strap lugs: chrome, reinforced with steel inserts
Body: heavy, all metal, Weight: 1134g w/ DP1, wo/ lens
Battery: only for exposure meter, 3v, (two 1.5v silver oxide, eg.SR44/EPX76 / two 1.5v alkaline eg.LR44 / 3v lithium), Battery chamber: on the bottom plate,
Battery check: when power is on, pressing the small button on front of the DP-1, moves the metering needle to left, the batteries are OK
On/off switch: the power is on: slightly pull-out the winding lever to uncover the red dot, off when it retracted.
F2 body serial no / manufacturing year data, F2 body features / typology are as to:
LENS
Nikkor-H Auto f=50mm 1:2, 6 elements in 4 groups (H means 6 elements),
Mount: Nikon F bayonet, non-AI lens,
Solid meter coupling prong, (no nostrils), single coated, filter thread: 52mm,
Focus range: 0.6-10m +inf
Aperture: f/2-f/16, on the scale number 16 blue coloured,
serial no.813027, according to this serial no:
Lens model is c.1969, (manufactured between 1968-71),
Surprise, a F1 lens on F2 body !.., seven years older than the body
The inner part of the barrel's front is chrome, a very unusual finish, (?)
A transition model between early and late versions of Nikkor-H for the Nikon F1,
F mount with 5 slot screws, Chrome lens Barrel, scalloped aperture setting ring
White coloured LENS MADE IN JAPAN engraved on the black focusing ring.
The character M has vertical sides.
The distance scale on the focusing ring is calibrated in feet and meters. Infinity setting is on the left side. The feet scale is yellow and is situated above the white meter scale.
The lens manufacturing year / serial no. data are as to:
The Lens model features / typology are as to:
Non-AI lenses fit on the Nikon F, early F2, Nikkormat FT, FTN, FT2, EL and ELW, and the Nikkorex F. They can be used without meter coupling on the earliest AI camera bodies such as the FM and FE, but they must not be mounted on later ones such as the FM2, as it is possible to damage the camera body.
The F2 is the second member of the long line of Nikon F-series professional level 35 mm SLRs that began with the Nikon F (manufactured 1959–1974) and followed each other in a sort of dynastic succession as the top-of-the-line Nikon camera. The other members were the F3 (1980–2001), F4 (1988–1996), F5 (1996–2005) and F6 (2004–present).
The F-series do not share any major components.
All Nikon professional F-series SLRs are full system cameras. This means that each camera body serves as only a modular hub.
GP500 motorcycle windshields
GP500.Org Part # 22602 Yamaha motorcycle windshields
The history of Yamaha Motorcycles
"I want to carry out trial manufacture of motorcycle engines." It was from these words spoken by Genichi Kawakami (Yamaha Motor's first president) in 1953, that today's Yamaha Motor Company was born.
"If you're going to do something, be the best."
Genichi Kawakami
Genichi Kawakami was the first son of Kaichi Kawakami, the third-generation president of Nippon Gakki (musical instruments and electronics; presently Yamaha Corporation). Genichi studied and graduated from Takachiho Higher Commercial School in March of 1934. In July of 1937, he was the second Kawakami to join the Nippon Gakki Company.
He quickly rose to positions of manager of the company's Tenryu Factory Company (musical instruments) and then Senior General Manager, before assuming the position of fourth-generation President in 1950 at the young age of 38.
In 1953, Genichi was looking for a way to make use of idle machining equipment that had previously been used to make aircraft propellers. Looking back on the founding of Yamaha Motor Company, Genichi had this to say. "While the company was performing well and had some financial leeway, I felt the need to look for our next area of business. So, I did some research." He explored producing many products, including sewing machines, auto parts, scooters, three-wheeled utility vehicles, and…motorcycles. Market and competitive factors led him to focus on the motorcycle market. Genichi actually visited the United States many times during this period.
When asked about this decision, he said, "I had my research division chief and other managers visit leading motorcycle factories around the country. They came back and told me there was still plenty of opportunity, even if we were entering the market late. I didn't want to be completely unprepared in this unfamiliar business so we toured to German factories before setting out to build our first 125cc bike. I joined in this tour around Europe during which my chief engineers learned how to build motorbikes. We did as much research as possible to insure that we could build a bike as good as any out there. Once we had that confidence, we started going."
The first Yamaha motorcycle... the YA-1.
"If you are going to make it, make it the very best there is." With these words as their motto, the development team poured all their energies into building the first prototype, and ten months later in August of 1954 the first model was complete. It was the Yamaha YA-1. The bike was powered by an air-cooled, 2-stroke, single cylinder 125cc engine. Once finished, it was put through an unprecedented 10,000 km endurance test to ensure that its quality was top-class. This was destined to be the first crystallization of what has now become a long tradition of Yamaha creativity and an inexhaustible spirit of challenge.
Then, in January of 1955 the Hamakita Factory of Nippon Gakki was built and production began on the YA-1. With confidence in the new direction that Genichi was taking, Yamaha Motor Co., Ltd. was founded on July 1, 1955. Staffed by 274 enthusiastic employees, the new motorcycle manufacturer built about 200 units per month.
That same year, Yamaha entered its new YA-1 in the two biggest race events in Japan. They were the 3rd Mt. Fuji Ascent Race and the 1st Asama Highlands Race. In these debut races Yamaha won the 125cc class. And, the following year the YA-1 won again in both the Light and Ultra-light classes of the Asama Highlands Race.
By 1956, a second model was ready for production. This was the YC1, a 175cc single cylinder two-stroke. In 1957 Yamaha began production of its first 250cc, two-stroke twin, the YD1.
The first Yamaha to compete in America (1957).
Based on Genichi's firm belief that a product isn't a product until it can hold it's own around the world, in 1958 Yamaha became the first Japanese maker to venture into the international race arena. The result was an impressive 6th place in the Catalina Grand Prix race in the USA. News of this achievement won immediate recognition for the high level of Yamaha technology not only in Japan but among American race fans, as well. This was only the start, however.
Yamaha took quick action using the momentum gained in the USA and began marketing their motorcycles through an independent distributor in California. In 1958, Cooper Motors began selling the YD-1 250 and the MF-1 (50cc, two-stroke, single cylinder, step through street bike). Then in 1960, Yamaha International Corporation began selling motorcycles in the USA through dealers.
With the overseas experiences under his belt, in 1960, Genichi then turned his attention to the Marine industry and the production of the first Yamaha boats and outboard motors. This was the beginning of an aggressive expansion into new fields utilizing the new engines and FRP (fiberglass reinforced plastic) technologies. The first watercraft model was the CAT-21, followed by the RUN-13 and the P-7 123cc outboard motor.
In 1963, Yamaha demonstrated its focus on cutting-edge, technological innovations by developing the Autolube System. This landmark solution was a separate oil injection system for two-stroke models, eliminating the inconvenience of pre-mixing fuel and oil.
Yamaha was building a strong reputation as a superior manufacturer which was reflected in its first project carried out in the new Iwata, Japan Plant, built in 1966. (The YMC headquarters was moved to Iwata in 1972.) Toyota and Yamaha teamed up to produce the highly regarded Toyota 2000 GT sports car. This very limited edition vehicle, still admired for its performance and craftsmanship, created a sensation among enthusiast in Japan and abroad.
Genichi said, "I believe that the most important thing when building a product is to always keep in mind the standpoint of the people who will use it." An example of the commitment to "walking in the customers' shoes" was the move in 1966 by Yamaha to continue its expansion. Overseas motorcycle manufacturing was established in Thailand and Mexico. In 1968, the globalization continued with Brazil and the Netherlands. With manufacturing bases, distributors and R&D operations in a market, Yamaha could be involved in grassroots efforts to build products that truly met the needs of each market by respecting and valuing the distinct national sensibilities and customs of each country. Yamaha continues that tradition, today.
By the late 1960s, Yamaha had quality products that had proven themselves in the global marketplace based on superior performance and innovation. Distribution and product diversity were on the right track. But Genichi knew that beyond quality, success would demand more. He had this view on the power of original ideas. "In the future, a company's future will hinge on ideas over and above quality. Products that have no character, nothing unique about them, will not sell no matter how well made or affordable…and that would spell doom for any company."
He also knew that forward vision, walking hand in hand with original ideas, would create an opportunity for the company and its customers that could mean years of happiness and memorable experiences. Genichi said, "In the business world today, so many people are obsessed with figures. They become fixated on the numbers of the minute and without them are too afraid to do any real work. But in fact, every situation is in flux from moment to moment, developing with a natural flow. Unless one reads that flow, it is impossible to start out in a new field of business."
A real-world illustration of this belief is the Yamaha DT-1. The world's first true off-road motorcycle debuted in 1968 to create an entirely new genre we know today as trail bikes. The DT-1 made a huge impact on motorcycling in the USA because it was truly dirt worthy. Yamaha definitely "read the flow" when it produced
"Make every challenge an opportunity."
Genichi Kawakami
the 250cc, single cylinder, 2-stroke, Enduro that put Yamaha On/Off-Road motorcycles on the map in the USA. The DT-1 exemplified the power of original ideas, forward vision, and quick action coupled with keeping in mind the customers' desires.
In years to come Yamaha continued to grow (and continues to this day). Diversity increased with the addition of products including snowmobiles, race kart engines, generators, scooters, ATVs, personal watercraft and more.
Genichi Kawakami set the stage for Yamaha Motor Company's success with his vision and philosophies. Total honesty towards the customer and making products that hold their own enables the company that serves people in thirty-three countries, to provide an improved lifestyle through exceptional quality, high performance products.
Yamaha Motor Corporation, USA Cypress, California
Genichi Kawakami's history with Yamaha was long and rich. He saw the new corporate headquarters in Cypress, California and the 25th Anniversary of Yamaha become a reality in 1980. He also watched bike #20 million roll off the assembly line in 1982. Genichi passed away on May 25, 2002 yet his vision lives on through the people and products of Yamaha, throughout the world.
History Timeline of Yamaha (USA)
Year Yamaha Motor Origin
1955
The first Yamaha motorized product was the YA-1 Motorcycle (125cc, 2-stroke, single cylinder, streetbike). It was produced and sold in Japan.
Year USA History
1958 The first Yamaha Motorcycles sold in the USA were by Cooper Motors, an independent distributor. The models were the YD1 (250cc, 2-stroke, twin cylinder, streetbike) and MF-1 (50cc, 2-stroke, single cylinder, streetbike, step-through).
1960 Yamaha International Corporation began selling motorcycles in the USA.
1968
The DT-1 Enduro was introduced. The world's first dual purpose motorcycle which had on & off-road capability. Its impact on Motorcycling in the USA was enormous.
Yamaha's first Snowmobile, the SL350 (2-stroke, twin cylinder) was introduced. This was the first Snowmobile with slide valve carburetors.
1970
Yamaha’s first 4-stroke motorcycle model, the XS-1 (650cc vertical twin) was introduced.
1971
The SR433 high performance Snowmobile was introduced.
1973 Yamaha continued expansion into new markets by introducing Generators (ET1200).
1975
Yamaha pioneered the very first single-shock, production motocross bikes. This was the beginning of the YZ Monocross machines that changed motocross forever.
1976 The legendary SRX440 snowmobile hits the market and quickly catapults Yamaha to the forefront of the snowmobile racing scene.
1977
Yamaha Motor Corporation, USA, was founded in order to better appeal to the American market and establish a separate identity (from music & electronics) for Yamaha motorized products.
1978
The XS1100 motorcycle (four cylinder, shaft drive) was introduced.
XS650 Special was introduced. This was the first production Cruiser built by a Japanese manufacturer.
Golf Cars were introduced in the USA with the G1 gas model.
1979
YICS (Yamaha Induction Control System), a fuel-saving engine system, was developed for 4-stroke engines.
1980
The new Yamaha Motor Corporation, USA, corporate office was opened in Cypress, California.
The first 3-wheel ATV was sold in USA… the Tri-Moto (YT125).
The G1-E electric powered Golf Car model was introduced.
1981
The first air-cooled, V-twin cruiser, the Virago 750, was introduced.
1984
The first production 5-valve per cylinder engine was introduced on the FZ750 motorcycle.
Yamaha’s first 4-wheel ATV, the YFM200, was introduced in the USA.
The Phazer snowmobile was introduced. Known for its light weight and agile handling.
Yamaha begins marketing Outboard Motors in the USA.
1985
The V-Max 1200 musclebike hits the streets.
1986
Yamaha Motor Manufacturing Corporation of America was founded in Newnan, Georgia.
1987
A new exhaust system for 4-stroke engines, “EXUP,” was developed to provide higher horsepower output throughout an engine's powerband.
Yamaha introduces personal watercraft...the sit-down WaveRunner and the stand-up WaveJammer.
Yamaha Motor Manufacturing Company begins Golf Car and Water Vehicle production for USA and overseas markets.
1992
The Vmax-4 Snowmobile (2-stroke, four cylinder) was introduced.
1994
Yamaha expands its product offerings by acquiring the Cobia boat company.
1995
The Century and Skeeter boat companies are acquired by Yamaha.
1996
Yamaha introduces its first Star model with the 1300cc, V4 Royal Star.
Tennessee Watercraft produces Sport Boats and later, the SUV WaveRunner.
1997
Yamaha acquires the G3 boat company.
At the Newnan, Georgia, manufacturing facility, the first ATV (the BearTracker) rolls off the assembly line.
Yamaha opens southeastern offices in Kennesaw, Georgia.
1998
The YZ400F four-stroke motocross bike was introduced. This was the first mass produced 4-stroke motocrosser.
The YZF-R1 sport bike was introduced. It set the standard for open class sport bikes for several years.
The Grizzly 600 4x4 ATV with Ultramatic transmission was introduced.
The EF2800i generator with Pulse Width Modulation (PWM) was introduced. PMW allows use with equipment that requires stable frequency and voltage.
2000
The Buckmaster® Edition Big Bear 400 4x4 was introduced. This was the first ATV with camouflage bodywork.
2002
The F225 Outboard was introduced. It was the largest 4-stroke Outboard at the time.
The FX140 WaveRunner (1000cc, 4-stroke, four cylinder) was introduced. The world's first high performance 4-stroke personal watercraft.
2003
The RX-1 Snowmbile (1000cc, 4-stroke, four cylinder) was introduced. The world's first high performance 4-stroke Snowmobile.
2004 Rhino Side x Side model introduced. Combined performance, terrainability, utility capabilities, and take-along-a-friend convenience to lead the way in a new category of off-road recreation.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
I took this image in Huntsville, AL., during a tour in/from the US Space & Rocket Centre (I think - looking at the site on GoogleEarth I note there appears to be no connection between the Centre and the adjacent Redstone Arsenal where I would expect such activities to take place). Regrettably I did not make a note of what was being constructed! - but it looks like it might have been a module for the International Space Station.
What I find fascinating about this shot is that everyone seems to be working in clean-room conditions - and yet here were us space tourists in our ordinary outdoor clothing, standing in an overview position inside the room (I don't remember anything like a screen or plexiglas wall between us and what you can see above, although there may have been...).
From a different angle of a shot I posted earlier in the week. Scanned from a negative.
1. Aluminum Casting and Rolling Machine Application:
This aluminum rod CCR line is designed to manufacture aluminum conductive rod diameter of 12mm with 13rolling stands, 9.5mm with 15 rolling stands.
2.1 Aluminum Casting and Rolling Machine Main technical date:
Dia. of the al. rod: Ф12, Ф9.5 mm
Production capacity: 2.5-4.2t/h
Overall dimension: (l×w×h) ≈32.05×7.2×4.2m
Total weight: ≈60t (not include the furnace body)
2.2 Technical data for components:
2.2.1. Continuous casting machine
Dia. of the crystallizing wheel: Ф1500mm
Section of the crystallizing wheel: 2420mm2
Section of the ingot: 2400mm2
Casting speed: 7.6-15m/min (rotate speed of the motor 500-1000r/min)
Rotate speed of the crystallizing wheel: 1.66-3.3r/min
Power of the crystallizing wheel motor: 4Kw
Cooling water pressure of the crystallizing wheel: 0.35-0.6Mpa
Cooling water consumption: 100t/h (inner cooling 60t/h, outer cooling 40t/h)
Water pump type: IS100-65-200
Motor type: Y160M2-2 22Kw
2.2.2. Monorail hydraulic shear:
Max. shearing force: 12000kgf
Max. shearing stroke: 65mm
Motor hoist type: TV-0.50 Max. load 250kg
Pump type: CB-FC-20
Oilpressure: 160kg/cm2
Oil volume: 20L/min
Motor power: 7.5Kw n=960r/min
2.2.3. Continuous rolling machine type Y:
Type: 3-roller type Y
Dia. of rod: Ф9.5, Ф12mm
No. of rolling stands: 15, 13
Nominal roller dia.: Ф255mm
Driving ratio between neighboring stands: 1:1.25
Max. finished rolling speed: V=6.2m/s
Rolling center height: 852.5mm
Main motor power: 250kw (DC n=500R/min)
Gear box and lubricating oil box: 3m3
2.2.4. Coiler:
Max. coiling weight: 2t
Max. dia. of the coiler: Ф1800mm
Driving motor power: 1.5kw
Trolley motor: 2.2kw
Trolley speed: 0.75/s
3. Aluminum Casting and Rolling Machine Brief technological process:
3.1
3.2 Aluminum liquid or compounded aluminum flows from the holding furnace through the launder to the belt continuous casting machine to cast the molten aluminum into trapezium ingot with a section of 2400mm2, then shear the substandard aluminum ingot, press the front part small, and feed it into the 15 rolling stands to manufacture al. rod with a dia. of 9.5mm. The stand (can also be bought from us) which will loop it.
4. Aluminum Casting and Rolling Machine Component parts and structural features:
4.1. Continuous casting machine:
Belt continuous casting machine consists of crystallizing wheel, driving device, press roll device, steel belt greasing device, guide bridge, steel belt tensioner, external cooling inject, steel belt, etc.
The melt aluminum flows from the holding furnace through the launder to the pouring groove, the floating head of the plug controls the flow of the al. liquid, the liquid is poured into the cavity formed by the crystallizing wheel and the sealed belt. The whole pouring groove can be moved up and down driving by the power of motor. Worm gear reducer and screw pair. The section of crystallizing wheel is M-type, and it is driven by the motor. The crystallizing wheel is equipped with an inner cooling device, which could spray cooling water onto the inner surface of the wheel with a water pressure of 0.35 Mpa. The inner cooling water can be divided into 6 sections; the flow could be controlled by the cut off valve. The external cooling device spray the cooling water onto the steel belt, so as to cool the al. liquid won't flow out. The guide wheel is used to adjust or change the direction of the steel belt and change the length of the cavity. The tension of the steel belt can be changed through the tensioner, so as to keep a certain tension. In order to strip the al. ingot, the continuous casting machine is equipped with steel belt greasing device. Because the whole process is not interrupted long ingot can be gained.
4.2. Continuous rolling mill:
The continuous rolling mill consists of 15 rolling stands of three rollers type-Y. The nominal dia. is 255mm. there are 7 upper driving device for even number rolling stands and 8 lower driving device for odd number rolling stands, they are arranged alternately. The type of the hole is "circuit-arc triangle-circuit". The main DC motor transmits the power through the coupler and the main shaft under the 12th rolling stand of driving gearbox. The transmission ratio between two neighboring stands is 1:1.25; there is safe tooth-like coupling in the junction of the gearbox and rolling stands. When it is overloaded, the safe pin will be cut to avoid the accident. In the front and the back of the rolling stands there are inlet and outlet guide device. The rolling guide device is used in the odd number rolling stands, and the sliding guide device is used in the even number rolling stands. Small roller of every rolling stands can be adjusted by shims of the different thickness; the range can be 0.1-1.00mm. The adjustment of the hole every rolling stands is taken out by a certain plug gauge. The seam can be 0.866mm, the tolerance is ±0.10mm.
The thin-oil lubricating system is used to lubricating the driving gearbox and bearings. It includes:
Oil pump: ZCY-18m3/0.36
Max. flow: 18m3/h
Work pressure: 0.35Mpa
Motor type: Y132M2-6 5.5kw
Oil temperature: 35-45oC
Oil tank: 3m3
The lubricating oil comes out of the oil box which has a volume of 3m3, and flows through the oil pump into the main intake pipe and then into the gearbox in three different ways. The lubricating oil is sprayed onto the gear through the oil nozzle, and lubricates the rolling bearing directly through the red copper joint of the branch oil pipe and the upper part of the bearing block.
The emulsion comes out of the emulsion station and flows into the main emulsion pipe which is installed in the driving gear box, and flows through the top and two sides of the stands into the rolling stands and the guide device separately. The returned emulsion can flows back to the emulsion tank through the return emulsion pipe and slot.
4.3. Monorail hydraulic shear:
The monorail hydraulic shear system consists of monorail hoist, hydraulic shearing device and oil system. The max. load is 250kg. In order to make it convenient to use hydraulic shear between the space of the continuous casting machine and continuous rolling mill, the hoist can move alone the crossbeam which is 7 meters high. The max. shear force of the hydraulic shear is 12000kgf. It is mainly used for shearing the unstandardized al. ingot.
4.4. Coiling stands:
The coiling stand consists of the coiler and the trolley and the collecting basket. The rod is guided by the guide pipe into the spinning head of the worn, and it is going to form different dia. of loop in the collecting basket. This is down by changing the rotational speed of the motor of the spinning head. By adding the lubricating grease, the frictional force between the rod and guide pipe will be reduced. This can protect the finished rod or wire.
There are two collecting basket of the same size on the trolley, and under the trolley there is a motor. When one is full, another basket is going to take its place. On the top of the coiling stand, there is a dust hood, which linked to the exhaust pipe under the pillar of coiler, so the fume produced when the rod travels through the guide pipe.
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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Sea Fury was a British fighter aircraft designed and manufactured by Hawker. It was the last propeller-driven fighter to serve with the Royal Navy, and also one of the fastest production single piston-engined aircraft ever built. Developed during the Second World War, the Sea Fury entered service two years after the war ended. The Sea Fury proved to be a popular aircraft with a number of overseas militaries, and it was successfully used during the Korean War in the early 1950s where it could keep up with 1st generatiom jet fighters like the MiG-15.
The Sea Fury's development was formally initiated in 1943 in response to a wartime requirement of the RAF, thus the aircraft was initially named Fury. As the Second World War drew to a close, the RAF cancelled their order for the aircraft. However, the Royal Navy saw the type as a suitable carrier aircraft to replace a range of increasingly obsolete or poorly suited aircraft being operated by the Fleet Air Arm. Development of the Sea Fury proceeded, and the type began entering operational service in 1947.
The Sea Fury had many design similarities to Hawker's preceding Tempest fighter, but the Sea Fury was a considerably lighter aircraft. Both the Sea Fury's wings and fuselage originated from the Tempest but were significantly modified and redesigned. Production Sea Furies were fitted with the powerful Bristol Centaurus engine, and armed with four wing-mounted Hispano V 20mm cannons. While originally developed as a pure aerial fighter aircraft, the definitive Sea Fury FB 11 was a fighter-bomber, the design having been found suitable for this mission as well.
The Sea Fury attracted international orders as both a carrier and land-based aircraft; it was operated by countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq, and Pakistan. The Sea Fury was retired by the majority of its military operators in the late 1950s in favour of jet-propelled aircraft. One of the largest export customers for the type, Pakistan, went a different way.
Originally, an initial order for 50 Sea Fury FB 60 aircraft for the Pakistan Air Force (PAF) was placed in 1949. A total of 87 new-build Sea Furies were purchased and delivered between 1950 and 1952, but some ex-FAA and Iraqi Sea Furies were also subsequently purchased.
The aircraft was operated by three frontline squadrons, Nos. 5, 9, and 14 Squadrons.
The Sea Fury began to be replaced by the jet-powered North American F-86 Sabre in 1955, but it became quickly clear that the Sabre was primarily a fighter, not a ground attack aircraft. It also lacked adequate performance in 'hot and high' operation theatres, and the PAF's B-57 bombers were too big for certain CAS tasks, and their number highly limited.
Hence the decision was taken to modernize a part of the PAF Sea Fury fleet for the ground attack role. This was to be achieved with a better engine that would deliver more power, a better overall performance as well as an extended range for prolonged loiter times close to the potential battlefield.
Engine choice fell on the Allison T56 turboshaft engine, which had originally been developed for the C-130 Hercules transporter (later also installed in the P-3 and E-2) - the type had just been bought by the PAF, so that low maintenance cost due to parts and infrastructure commonality was expected. Pakistan Aeronautical Complex (commonly abbreviated 'PAC') was tasked to develop a suitable update, and this lead to the integration of a turboprop engine into the Sea Fury airframe.
For the relatively small Sea Fury airframe the T56 was downrated to 3.000 hp, to which approximately 750 lbs of thrust from its exhaust could be added. The latter was bifurcated and ran along the fuselage flanks, ending in fairings at the wings' trailing edge. In order to cope with the additional power, the original five-bladed propeller had to be replaced by a six-bladed, indigenously developed propeller. Together with the more pointed spinner and the raised propeller position, the Sea Fury's profile changed dramatically, even though the good field of view for the pilot was retained. Officially, the modified machines were just called 'Sea Fury FB.61', inofficially they were called 'Turbo Furies' or 'وایلار' (Urdu: Wailer), for their characteristic, penetrating engine and propeller sound.
Internally, structural reinforcements had to be made and new wing spars were introduced. These allowed higher g forces for low level maneuvers and also carried additional ordnance hardpoints under the outer wings - these enabled the aircraft to carry HVARs of American origin and/or several small caliber bombs instead of only a single pair of up to 1.000 lb (454 kg) caliber.
The last piston engine Sea Furies in Pakistani service were ultimately retired in 1960, while the Turbo Fury fleet was used throughout the 1965 India-Pakistan War. After the end of hostilities, the 'Turbo Furies' were quickly phased out since it had become clear that they had become too vulnerable in battlefield conditions.
Some of these machines was sold to Thailand, though. Due to its close proximity with Thailand, Vietnam's conflict was closely monitored by Bangkok. Thai involvement in Vietnam did not become official until the total involvement of the United States in 1963, and Thailand allowed the United States Air Force in Thailand to use air bases and naval bases for U.S. forces. Furthermore, constant border disputes with Cambodia urged the government to enlarge the military arsenal.
As a consequence, the Royal Thai Marine Corps received 13 Turbo Furys for the CAS role in 1966. Actually, these were the first aircraft for the naval air arm since 1951, because after a coup attempt by the Navy to overthrow the prime minister Phibun Songkhram the Government had decided to remove all planes from the Navy and give it to the Royal Thai Air Force.
The Thai Turbo Furys saw frequent use: The Chanthaburi and Trat borders with Cambodia gave the Marine Corps Department its first assignment, safeguarding the coastline and southeastern border. Since 1970 the Marine Corps' Chanthaburi-Trat Task Force had been officially assigned the defense of this area.
During 1972 and 1973, Thai Marines were involved in the "Sam-Chai" anti-communist operations in Phetchabun Province and the "Pha-Phum" anti-communist operations in Chiang Rai Province. In 1973 and 1974, they took part in anti-communist operations in the southern provinces of Pattani, Yala and Narathiwat.
Since 1975, Thai Marines have been assigned to Narathiwat as Marine Corps special forces, and this. after ten years of frequent and successful use, was the end of the Thai Tubro Furies - the type was retired in late 1975. Two specimen were sold into the USA and the remaining airframes (a total of 5 had been lost, two through accidents and three had been shot down by AA fire) were scrapped.
General characteristics
Crew: One
Length: 36 ft 2 in (11.05 m)
Wingspan: 38 ft 43⁄4 in (11.69 m)
Height: 15 ft 101⁄2 in (4.84 m)
Wing area: 280 ft2 (26.01 m2)
Empty weight: 10.500 lb (4.767 kg)
Loaded weight: 14,100 lb (6.400 kg)
Max. takeoff weight: 15,650 lb (7.105 kg)
Powerplant:
1× Allison T56 turboshaft engine rated at 2.206 kW (3.000 hp) plus 750 lbs of residual thrust
Performance:
Maximum speed: 490 mph (427 knots, 790 km/h) at 18,000 ft (5,500 m)
Range: 700 mi (609 nmi, 1,126 km) with internal fuel;
1,040 mi (904 nmi, 1,674 km) with two drop tanks
Service ceiling: 35,800 ft (10,910 m)
Rate of climb: 4,320 ft/min (21.9 m/s)
Armament:
4× 20 mm (.79 in) Hispano Mk V cannons in the wings
Eight underwing hardpoints for an external load of 4.000 lb (1.814 kg),
including bombs, unguided rockets, napalm tanks or drop tanks
The kit and its assembly:
This is tehe second build of the same kit conversion idea - spinning forth the initial fictional background story. Well, the combination of a WWII figher design and a C-130 Hercules sounds unlikely, but that's what I built. The idea of revamped piston-engine aircraft for a post-WWII-use has its charm and continually brings forth impressive designs, so here's another contribution to that wild bunch of whifs.
Inspiration came with a set of 1:72 aftermarket C-130J resin engine nacelles from OzMods, which I had bunkered a while ago. This time the engine was mated to a two-seater, the simple but solid "Bagdad Fury" from Pioneer2/PM Models. The Hercules engines are an almost perfect fit - the original fuselage just had to be cut away behind the original exhaust reflectors. Some sculpting had to be done on both sides, and the wing roots filled up in order to match the new, more narrow engine, but things went really smoothly. Additionally, the rear cockpit opening had to be faired over, and the canopy had to be adjusted a little.
For the turboprop's exhaust I drilled up oval holes on the fuselage flanks, under the cockpit, and inserted styrene tubes - the best position I could think of?
The spinner comes from the OzMods set, too, but the C-130J sickle-shaped propeller blades were just a bit too modern and too large for the Sea Fury. I was lucky to have some spare blades from a Pavla propeller set for the Academy B-24 Liberator - these were attached to the pointed spinner, and it looks menacing!
Otherwise, only littel things were changed. In the cockpit a new seat and a dashboard cover were added. The underwing hardpoints were new, too, and I added some antennae for a more modern and purposeful look of the aicraft.
All pylons are new, and the bomb ordnance was puzzled together from the spares box (P-47 drop tanks and four unguided rocket pods from the Revell G.91).
Painting and markings:
When searching for a potential user after the PAF I came across Thailand; the country had operated a handful of Fairey Fireflys after WWII, but these had to be retired in the early 50ies and the Thai Navy lost its air arm. These machine probably carried standard Extra Dark Sea Grey/Sky liveries.
One of these is on display in the Thai Air Force museum - and probably in a garish, non-authentic livery with a light blue underside, and very light grey uppers. Anyway, it looks odd enough to incorporate the concept onto my whiffy Turbo Fury...
The basic colors are Revell 57 (RAL 7000, very close to FS 35237) and FS 34515 for the lower sides. The Thailand (Navy) markings come from a Fairey Firefly aftermarket decal sheet, and suit the Fury well. Tactical codes and the "RTMC.
The cockpit interior was kept in very dark gray, the landing gear is in Aluminum.
Again, the "Turbo Fury" looks very conclusive, and the conversion is rather simple. Acutally, I might add a third chapter and build another one, since history opens an interesting "final use" to this aircraft. Maybe more in some time...