View allAll Photos Tagged configuration
There wasn't much place left to install this mirror, but I managed to squeeze it in, here. It is possible that it could be left in a configuration such that a dumb guest could open the medicine cabinet and rip this mirror out of the wall. I am hoping no guest is careless enough to do that.
reflection, vanity mirror.
upstairs, Clint and Carolyn's house, Alexandria, Virginia.
May 2, 2015.
... Read my blog at ClintJCL at wordpress.com
... Read Carolyn's blog at CarolynCASL at wordpress.com
... Read my yard sale-related blogposts at clintjcl dot wordpress dot com/category/yard-sales/
BACKSTORY: Got up around 8:50AM, made it out driving by ~9:15 and went out until 2:27PM for a total of 5.25 hours. Spent $60.55 plus ~$10.66 gas for 40.0 miles of driving (14 mpg @ $3.73/G), for a total cost of $71.21. We drove to 24 yard sales, stopping at 15 (62%) of them. We made 44 purchases (69 items) for a total estimated value of $814.81, leading to a profit/savings of $743.60. So in essence, we multiplied our $71.21 investment by 11.44X. (Also, if you think about it, the profit counts for even more when you consider that we have to earn ~$900 on the job, pre-tax, in order to take home the $789 in cash that we saved. How long does $900 of disposable income take to earn, vs the 5.25 hrs we spent here?) Anyway, this works out to a *post-tax* "wage" of $124.26/hr as a couple or $62.13/hr per person.
THE TAKE:
$5.00: lawn darts, Regent "Slider" Jarts, model 73929, in box, part no. 01-73927, Regent Sports Corporation, Hauppauge, NY 11787 (EV:$100)
$5.00: (8) generic folding chairs (EV:$11.99)
$5.00: ottoman, leather, 18.5x18.5x16.5" high, with storage area (EV:$51.00)
$5.00: wooden multishelf unit, 30x24x5" deep, 7 shelves (EV:$29.00) (not quite this, but I can't find anything more exact)
$4.00: mechanic's creeper, on wheels (EV:$24.49)
$4.00: clock radio, Proton 320, Model #320, Serial # P32178259 (EV:$22.83)
$3.00: fan, adjusts from 33" high to 47" high, white, plastic, Galaxy, turns out it doesn't work. (EV:$32.69), but we are counting it as $0.00 since it didn't work.
$3.00: lamp, silver, metal clip on, 9" extension, model hbp1001c-109, 12746 SKU: 717-880 "DLC" 0-4633584495-7, date: 201203, E91675 (EV:$28.49)
$3.00: bag of hotel toiletries, 11 bottles of lotion (SolTerre), 17 bottles of shampoo (SolTerre), 16 bars of soap (SolTerre), 1 small container of Morton's salt and 1 small container of Morton's pepper (EV:$21.99)
$3.00: car tray, interior, Keller, 2 cup holders, 10x16"(EV:$27.48), it's not quite this, but I can't find a closer match.
$2.00: cordless vacuum, SharK-15.6 volts, sv7514 (EV:$28.99)
$2.00: mirror, magnifying, wall-mount, ConAir The Classique Collection #41742, 8" diameter, 5x magnification, tri-fold arm extends 12.5" from wall, outer arm swivals 360 degrees, (EV:$42.74)
$1.00: extension cord, white, 2-prong, 6ft, vendor# 64646 (EV:$5.32)
$1.00: guitar, First Act Discovery, missing 3 strings, FG 125, 31"x10" (EV:$1.04)
$1.00: game, roller dice, Sportcraft, model no. 11005, barcode 04473610053 (EV:$3.01 price tag)
$1.00: hanging metal decoration, 18 point metal star, welded, very sharp and pointy, 18" across (EV:$81.90)
$1.00: (6) bottles of hair spray, flourescent, Star Quality, 5 bottles 3.5 oz each (3 purple, 1 green, 1 silver), 1 bottle 3.0 oz (yellow) (EV:$0.40 each price tags)
$1.00: carpet freshener, Glade, 42.6 oz (EV:$5.29)
$1.00: toy, Sit 'n Spin, blue with cow face. PlaySkool, 2013 Hasbro (EV:$18.89)
$1.00: toy, airplane, some sort of hard plastic material, WestAir N360SE, 17.5x18.25" (EV:$5?)
$1.00: toy, airplane, some sort of hard plastic material, Piedmont Commuter, N332SB, 14.25x18.25(EV:$5?)
$1.00: pan, skillet, flat, square, Calphalon, 11x11 (EV:$19.95)
$1.00: game, Blockbuster Movie Game, plays with any movie (EV:$5.00)
$1.00: 2 speakers, 5" cubes, Optimus XTS 40, Cat no 40-1991, wire kind (EV:$13.26)
$1.00: picture frame, 15.5x12.5, wood trim (EV:$22.99)
$1.00: snow shovel, definitely needed after both of ours broke this past winter! (EV:$8.98)
$0.50: vinegar, White House, halfa 64oz bottle (EV:$1.70 at Peapod)
$0.50: wrapping paper, 40" long roll (EV:$1.00)
$0.25: shirt, holographic, Disney Camp Rock, style #k2826t0005 (EV:$9.00) Not an exact match.
$0.25: toy, Simpsons, Lisa Simpson, Burger King, 2011, light up red chest, 3"hx2"w (EV:$5.99)
$0.25: toy, Adventure Time, Jake, McDonalds, with spring chest, 3.5"x2.25(EV:$1.00)
$0.25: instrument, recorder, pink clear plastic, Yamaha (EV:$4.97)
$0.25: toy, top, gyroscope, with plastic case, CBOCS (EV:$4.99 price tag)
$0.10: glue, Elmer's Wood Glue, 8 fl oz (EV:$1.99 for 4 fl oz so $3.98 for 8 fl oz)
$0.10: lint brush, Magic Brush, Helmac Products, yellow plastic handle (EV:$6.45)
$0.10: toy, matchbox car, Cheerios, Chex, 43, blue and yellow, 3"x1"(EV:$1.04)
$FREE: lamp, 28" high, 11" wide (EV:$5.00)
$FREE: carpet, for outside (EV:$12.00)
$FREE: Sit 'n Spin, green with red face, PlaySkool, 2004 Hasbro, requires batteries and has button but it doesn't seem to work (EV:$18.89)
$FREE: paint, white, maybe 1/4 of a gallon of Glidden Ultra Hide Latex Eggshell (EV:$2.99 rationale:$11.97 for a gallon)
$FREE: candy, Ice Chips Margarita, sweetened with xylitol, 1.76 oz, shrinkwrapped (EV:$27.95 for 6, or 4.65 each)
$FREE: jar, plastic, locking top, DynaWare 10x5.5" (EV:$10.19)
$FREE: 7 manga books, Manga Shakespeare, Julius Caesar, Othello, Hamlet, Macbeth, Romeo & Juliet, The Tempest, A MidSummer Night's Dream (EV:$9.95 price tag for 4 of them, $10.95 price tag for 3 of them)
$FREE: wig, blonde with darker streaks, the lady called it a "Miley Cyris" wig (EV:$5.85)
GSDC
Truck Manufacturer: MAN Truck & Bus AG
Model: MAN TGS
Trailer: 3 Axle Cement Powder Tanker Trailer
Chassis 33.360
Engine:
Suspension:
Axle Configuration: 6x4
Shot Location: Mindanao Ave
D 0226 Prototye Diesel Shunter
RAILWAY ROLLING STOCK ALBUM
www.flickr.com/photos/45676495@N05/albums/72157624240221528
D 0226 and its half sister D 0227 were prototype diesel shunting engines, built in 1956 by English Electric at its Vulcan Foundry in Newton-le-Willows to demonstrate the engines suitability. Originally numbered D226 and D227, their works numbers they were renumbered in August 1959 to avoid clashing with the numbers of new Class 40 locomotives.
Both engines were of an 0-6-0 configuration and powered by English Electric 6RKT engines of 500 hp. In service they were painted black with an orange stripe along the middle of the bodyside, which turned into a 'V' at the nose end. The two engines differed from each other in that D0226 had diesel-electric transmission and D0227 had diesel-hydraulic transmission.
Both engines were tested by British Rail at their Stratford depot in East London after which D0226 entered preservation with the Keighley and Worth Railway while D0227 was scrapped. Now painted in BR green D0226 is used to operate the works train and occasional passenger service.
Diolch am 73,960,684 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 73,960,684 amazing views, every one is greatly appreciated.
Shot 17-18.06.2019 at Haworth Railway Station Ref 142-021
The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.
The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.
During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.
After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.
Mk V (Types 331, 349 & 352)
Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.
Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.
The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.
The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.
Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.
A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.
Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.
The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.
With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).
VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.
The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.
Triumph Spitfire Mk I Roadster
The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.
The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.
Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.
Spitfire 4 or Mark I (1962-1964)
Overview:
Production1962–1964
45,753 made
Powertrain:
Engine1,147 cc (1.1 l) I4
Transmission4-speed manual with optional overdrive on top and third from 1963 onwards
Dimensions:
Curb weight1,568 lb (711 kg) (unladen U.K.-spec)
The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.
The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.
In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.
For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.
Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.
The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.
Model of a mining excavator in front shovel configuration in scale 1:28.5. This 300 tonne machine is a representative of Liebherr's most popular size class and is ideally suited to load a fleet of 100 tonne payload mining trucks.
When LEGO introduced its 42100 Liebherr R 9800, I knew I had to get that set immediately after release. But I also knew from the beginning, that I would not like the official model's Technic design and that I had to build my own version.
Here it is, scaled larger than 42100, but on the other hand representing a much smaller machine than the 9800. About 300 vs. 800 tonnes in real life. This allowed me to use the main components of the official LEGO model to build my R 994 B. I used the clamshell bucket, the Power Functions XL actuators and the tracks and sprockets.
The main difference from 42100 lies in the electric components of my model. The following functions are all powered by two Power Functions rechargeable battery boxes and controlled by three SBricks via bluetooth connection and Brick Controller 2 app:
- Left and right crawler treads each using a Power Functions L motor
- Slewing of the upper structure using two Power Functions M motors
- Boom cylinders: one Power Functions XL motor
- Stick cylinders: one Power Functions L motor
- Bucket cylinders: one Power Functions M motor
- Clamshell bucket: one Brick Engine V1 motor (compatible to Power Functions)
- Access ladder: one Power Functions M motor
- Service flap: one Power Functions M motor
- Lighting: three pairs of Power Functions LEDs
Besides the main drive and digging functions, the model features a retractable access ladder and a lowerable service flap on the underside of the upper structure frame. The service flap is used to refuel and grease the excavator.
While building the Liebherr R 994 B Litronic in 1:28.5 scale, I could refer to a highly detailed diecast model of the very same machine in 1:50 scale.
The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.
The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.
During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.
After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.
Mk V (Types 331, 349 & 352)
Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.
Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.
The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.
The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.
Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.
A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.
Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.
The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.
With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).
VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.
The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.
Triumph Spitfire Mk I Roadster
The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.
The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.
Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.
Spitfire 4 or Mark I (1962-1964)
Overview:
Production1962–1964
45,753 made
Powertrain:
Engine1,147 cc (1.1 l) I4
Transmission4-speed manual with optional overdrive on top and third from 1963 onwards
Dimensions:
Curb weight1,568 lb (711 kg) (unladen U.K.-spec)
The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.
The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.
In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.
For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.
Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.
The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.
Some additional configurations that will be possible in the current phase of the Lego Gartenbahn. I tried to make these as diverse as possible.
Layout D features three cascading ovals with a few spurs for parking. While this is the most compact layout, the ovals could also be daisy-chained if externalized.
Shown in 'kneeling configuration', which was a feature of this version of the Andover where the main undercarriage could be 'folded' to allow the rear of the a/c nearer the ground for loading/unloading.
31 C1s were delivered in the late 60's as light/medium tactical transports, but their service, for the bulk of them, was short lived.
10 a/c were passed on to the RNZAF.
One RAF example (XS596) became the sole C1(PR) as the British 'Open Skies' aircraft.
The machine seen here was the 'jump ship' for the Falcons parachute display team at that years airshow.
It survived to be de-mobbed and was last reported operating in Africa under a UN contract.
The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.
The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.
During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.
After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.
Mk V (Types 331, 349 & 352)
Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.
Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.
The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.
The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.
Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.
A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.
Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.
The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.
With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).
VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.
The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.
Triumph Spitfire Mk I Roadster
The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.
The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.
Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.
Spitfire 4 or Mark I (1962-1964)
Overview:
Production1962–1964
45,753 made
Powertrain:
Engine1,147 cc (1.1 l) I4
Transmission4-speed manual with optional overdrive on top and third from 1963 onwards
Dimensions:
Curb weight1,568 lb (711 kg) (unladen U.K.-spec)
The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.
The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.
In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.
For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.
Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.
The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.
The Volkswagen Type 1, widely known as the Volkswagen Beetle and Volkswagen Bug, is an economy car produced by the German auto maker Volkswagen (VW) from 1938 until 2003. With over 21 million manufactured in an air-cooled, rear-engined, rear-wheel drive configuration, the Beetle is the longest-running and most-manufactured automobile of a single design platform anywhere in the world.
Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 onwards, when the model was internally designated the Volkswagen Type 1, and marketed simply as the "Volkswagen". Later models were designated VW 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement and the latter two being derived from the type number and not indicative of engine capacity. The model became widely known in its home country as the Käfer (German for "beetle") and was later marketed as such in Germany and as the Volkswagen Beetle in other countries.
In the 1950s, the Beetle was more comfortable and powerful than most European small cars, having been designed for sustained high speed on the Autobahn. It remained a top seller in the U.S., owing much of its success to high build-quality and innovative advertising, ultimately giving rise to variants, including the Volkswagen Karmann Ghia and the Volkswagen Type 2 van.
Along with cars including the Morris Minor, Fiat 500, Renault 4CV and Dauphine, and Citroen 2CV, the Beetle pioneered the modern continental economy car and later served as the benchmark for the initial two generations of North American compact cars, including the Chevrolet Corvair and Ford Falcon, as well as later subcompact cars such as the Chevrolet Vega and Ford Pinto.
The Beetle had marked a significant trend led by Volkswagen, Fiat, and Renault whereby the rear-engine, rear-wheel drive layout had increased from 2.6 percent of continental Western Europe's car production in 1946 to 26.6 percent in 1956. The 1948 Citroen 2CV and other European models marked a later trend to front-wheel drive in the European small car market, a trend that would come to dominate that market. In 1974, Volkswagen's own front-wheel drive Golf model succeeded the Beetle, and in 1998 VW introduced the "New Beetle", built on the Golf platform with styling that recalled the original Beetle.
In a 1999 international poll for the world's most influential car of the 20th century the Beetle came fourth after the Ford Model T, the Mini, and the Citroën DS.
The Beetle featured a rear-located, rear-wheel drive, air-cooled four cylinder, boxer engine in a two-door bodywork featuring a flat front windscreen, accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat – and offering a Cx or coefficient of drag of 0.41. The bodywork attached with eighteen bolts to its nearly flat chassis which featured a central structural tunnel. Front and rear suspension featured torsion bars along with front and rear stabilizer bars – providing independent suspensions at all wheels. Certain initial features were subsequently revised, including mechanical drum brakes, split-window rear windows, mechanical direction-indicators and the non-synchronized gearbox. Other features, including its distinctive overall shape, endured.
Its engine, transmission, and cylinder heads were constructed of light alloy. An engine oil cooler (located in the engine fan's shroud) ensured optimal engine operating temperature and long engine life, optimized by a thermostat that bypassed the oil cooler when the engine was cold. Later models of the carburetor featured an automatic choke. Engine intake air passed through a metallic filter, while heavier particles were captured by an oil bath. After 1960, steering featured a hydraulic damper that absorbed steering irregularities.
Indicative of the car's simple, no-nonsense design, the interior featured painted metal surfaces, a metal dash consolidating instruments in a single, circular binnacle, adjustable front seats, a fold-down rear seat, optional swing-out rear windows, front windows with pivoting vent windows, heating via air-to-air exchange manifolds operating off the engine's heat, and a windshield washer system that eschewed the complexity and cost of an additional electric pump and instead received its pressurization from the car's spare tire (located in the front luggage compartment) which was accordingly overinflated to accommodate the washer function.
While the overall appearance of the Beetle changed little over its life span, it received over 78,000 incremental changes during its production.
Dr. (h.c.) Ferdinand Porsche
In 1931, Ferdinand Porsche developed the Porsche Type 12, or "Auto für Jedermann" (car for everybody) for Zündapp. Porsche already preferred the flat-4 cylinder engine, and selected a swing axle rear suspension (invented by Edmund Rumpler), while Zündapp insisted on a water-cooled 5-cylinder radial engine. In 1932, three prototypes were running. All of those cars were lost during the war, the last in a bombing raid in Stuttgart in 1945.
The Zündapp prototypes were followed by the Porsche Type 32, designed in 1933 for NSU Motorenwerke AG, another motorcycle company. The Type 32 was similar in design to the Type 12, but had a flat-4 engine. NSU's exit from car manufacturing resulted in the Type 32 being abandoned at the prototype stage.
In 1933, Adolf Hitler gave the order to Ferdinand Porsche to develop a Volkswagen (literally, "people's car" in German, pronounced [ˈfɔlksvaːɡən]). The epithet Volks- literally, "people's-" had been previously applied to other Nazi sponsored consumer goods such as the Volksempfänger ("people's radio"). Hitler required a basic vehicle capable of transporting two adults and three children at 100 km/h (62 mph). The "People's Car" would be available to citizens of the Third Reich through a savings scheme, or Sparkarte (savings booklet), at 990 Reichsmark, about the price of a small motorcycle (an average income being around 32RM a week).
Development
KDF Propaganda – "A family playing by a river with a KDF-Wagen and radio receiver"
Initially designated the Porsche Type 60 by Ferdinand Porsche, the design team included Erwin Komenda and Karl Rabe. In October 1935 the first two Type 60 prototypes, known as the V1 and V2 (V for Versuchswagen, or "test car"), were ready. In 1936, testing of three further V3 prototypes, built in Porsche's Stuttgart shop, began. A batch of thirty W30 development models, produced for Porsche by Daimler-Benz, underwent 1,800,000 mi (2,900,000 km) of further testing in 1937. All cars already had the distinctive round shape and the air-cooled, rear-mounted engine. Included in this batch was a rollback soft top called the Cabrio Limousine. A further batch of 44 VW38 pre-production cars produced in 1938 introduced split rear windows; both the split window and the dash were retained on production Type 1s until 1952. The VW38 cars were followed by another batch of 50 VW39 cars, completed in July 1939.
The car was designed to be as simple as possible mechanically, so that there was less to go wrong; the aircooled 25 hp (19 kW) 995 cc (60.7 cu in) motors proved especially effective in actions of the German Afrika Korps in Africa's desert heat. This was due to the built-in oil cooler and the superior performance of the flat-4 engine configuration. The suspension design used compact torsion bars instead of coil or leaf springs. The Beetle is nearly airtight and will float for a few minutes on water.
The Volkswagen was officially named the KdF-Wagen by Hitler when the project was officially announced in 1938. The name refers to Kraft durch Freude ('Strength Through Joy'), the official leisure organization of the Third Reich. The model village of Stadt des KdF-Wagens was created near Fallersleben in Lower Saxony in 1938 for the benefit of the workers at the newly-built factory. After World War II, it was known as the Volkswagen Type 1, but became more commonly known as the Beetle.
Influence of Tatra
The Austrian car designer Hans Ledwinka was a contemporary of Porsche working at the Czechoslovakian company Tatra. In 1931, Tatra built the V570 prototype, which had a air-cooled flat-twin engine engine mounted at the rear. This was followed in 1933 by a second V570 prototype with a streamlined body similar to that of the Porsche Type 32. The rear-engine, rear-wheel drive layout was a challenge for effective air cooling, and during development of the much larger V8 engined Tatra T77 in 1933 Tatra registered numerous patents related to air flow into the rear engine compartment. The use of Tatra's patented air cooling designs later became one of ten issues for which Tatra filed suit against VW.
Both Hitler and Porsche were influenced by the Tatras. Hitler was a keen automotive enthusiast, and had ridden in Tatras during political tours of Czechoslovakia. He had also dined numerous times with Ledwinka.[9] After one of these dinners Hitler remarked to Porsche, "This is the car for my roads". From 1933 onwards, Ledwinka and Porsche met regularly to discuss their designs, and Porsche admitted "Well, sometimes I looked over his shoulder and sometimes he looked over mine" while designing the Volkswagen. The Tatra T97 of 1936 had a 1749 cc, rear-located, rear-wheel drive, air-cooled four-cylinder boxer engine. It cost 5600 RM and accommodated five passengers in its extensively streamlined 4-door body, which provided luggage storage under the front bonnet and behind the rear seats. It also featured a similar central structural tunnel found in the Beetle.
Just before the start of the Second World War, Tatra had ten legal claims filed against VW for infringement of patents. Although Ferdinand Porsche was about to pay a settlement to Tatra, he was stopped by Hitler who said he would "solve his problem". Tatra launched a lawsuit, but this was stopped when Germany invaded Czechoslovakia in 1938, resulting in the Tatra factory coming under Nazi administration in October 1938. The T97, along with the T57, were ordered by Hitler to be removed from the Tatra display at the 1939 Berlin Autosalon and Tatra was later directed to concentrate on heavy trucks and diesel engines, with all car models, except for the V8-engined Tatra T87, being discontinued. The matter was re-opened after World War II and in 1961 Volkswagen paid Ringhoffer-Tatra 3,000,000 Deutsche Marks in an out of court settlement.
Wartime production
The factory had only produced a handful of cars by the start of the war in 1939; the first volume-produced versions of the car's chassis were military vehicles, the Type 82 Kübelwagen (approximately 52,000 built) and the amphibious Type 166 Schwimmwagen (about 14,000 built).
A handful of Beetles were produced specifically for civilians, primarily for the Nazi elite, in the years 1940–1945, but production figures were small. Because of gasoline shortages, a few wartime "Holzbrenner" Beetles were fueled by wood pyrolysis gas producers under the hood. In addition to the Kübelwagen, Schwimmwagen, and a handful of others, the factory managed another wartime vehicle: the Kommandeurwagen; a Beetle body mounted on the Kübelwagen chassis. 669 Kommandeurwagens were produced up to 1945, when all production was halted because of heavy damage to the factory by Allied air raids. Much of the essential equipment had already been moved to underground bunkers for protection, which let production resume quickly after hostilities ended.
Post-war production and boom
1949 Volkswagen Type 1
In occupied Germany, the Allies followed the Morgenthau plan to remove all German war potential by complete or partial pastoralization. As part of this, in the Industrial plans for Germany, the rules for which industry Germany was to be allowed to retain were set out. German car production was set at a maximum of 10% of the 1936 car production numbers.
Mass production of civilian VW automobiles did not start until post-war occupation. The Volkswagen factory was handed over by the Americans to British control in 1945; it was to be dismantled and shipped to Britain. Thankfully for Volkswagen, no British car manufacturer was interested in the factory; "the vehicle does not meet the fundamental technical requirement of a motor-car ... it is quite unattractive to the average buyer ... To build the car commercially would be a completely uneconomic enterprise." The factory survived by producing cars for the British Army instead. Allied dismantling policy changed in late 1946 to mid 1947, although heavy industry continued to be dismantled until 1951. In March 1947, Herbert Hoover helped change policy by stating
"There is the illusion that the New Germany left after the annexations can be reduced to a 'pastoral state'. It cannot be done unless we exterminate or move 25,000,000 people out of it."
The re-opening of the factory is largely accredited to British Army officer Major Ivan Hirst (1916–2000). Hirst was ordered to take control of the heavily bombed factory, which the Americans had captured. His first task was to remove an unexploded bomb that had fallen through the roof and lodged itself between some pieces of irreplaceable production equipment; if the bomb had exploded, the Beetle's fate would have been sealed. Hirst persuaded the British military to order 20,000 of the cars, and by March 1946 the factory was producing 1,000 cars a month, which Hirst said "was the limit set by the availability of materials". During this period, the car reverted to its original name of Volkswagen and the town was renamed Wolfsburg. The first 1,785 Volkswagen Type 1's or "Beetles" were made in 1945.
Following the British Army-led restart of production, former Opel manager (and formerly a detractor of the Volkswagen) Heinz Nordhoff was appointed director of the Volkswagen factory. Under Nordhoff, production increased dramatically over the following decade, with the one-millionth car coming off the assembly line by 1955. During this post-war period, the Beetle had superior performance in its category with a top speed of 115 km/h (71 mph) and 0–100 km/h (0–60 mph) in 27.5 seconds with fuel consumption of 6.7 l/100 km (36 mpg) for the standard 25 kW (34 hp) engine. This was far superior to the Citroën 2CV which was aimed at a low speed/poor road rural peasant market and Morris Minor that was designed for a market that had no motorways / freeways, and even competitive with more advanced and fragile small cars like the Austin Mini.
In Small Wonder, Walter Henry Nelson wrote:
"The engine fires up immediately without a choke. It has tolerable road-handling and is economical to maintain. Although a small car, the engine has great elasticity and gave the feeling of better output than its small nominal size."
Opinion in the United States was not flattering, however, perhaps because of the characteristic differences between the American and European car markets. Henry Ford II once described the car as "a little box." The Ford company was offered the entire VW works after the war for free. Ford's right-hand man Ernest Breech was asked what he thought, and told Henry II, "What we're being offered here, Mr. Ford, isn't worth a damn!"
During the 1950s, the car was modified progressively: the obvious visual changes mostly concerned the rear windows. In March 1953, the small oval two-piece rear window was replaced by a slightly larger single-piece window. More dramatically, in August 1957 a much larger full width rear window replaced the oval one. 1964 saw the introduction of a widened cover for the light over the rear licence plate. Towards the end of 1964, the height of the side windows and windscreen grew slightly, giving the cabin a less pinched look: this coincided with the introduction of a very slightly curved ("panoramic") windscreen, though the curve was barely noticeable. The same body appeared during 1966, with a 1300 cc engine in place of the 1200 cc engine: it was only in the 1973 model Super Beetle that the Beetle acquired an obviously curved windscreen. The flat windscreen remained on the standard Beetle.
There were also changes under the bonnet. In 1954, Volkswagen added 2 mm to the cylinder bore, increasing the displacement from 1,131 cc to 1,192 cc.[30] This coincided with upgrades to various key components including a redesign of the crankshaft. This increased power from 33 bhp to a claimed 40 bhp and improved the engine's free revving abilities without compromising torque at lower engine speeds. At the same time, compression ratios were progressively raised as, little by little, the octane ratings of available fuel was raised in major markets during the 1950s and 1960s.
There were other, less-numerous models, as well. The Hebmüller cabriolet (officially Type 14A), a sporty two-seater, was built between 1949 and 1953; it numbered 696. The Type 18A, a fixed-top cabriolet, was produced by Austro-Tatra as a police and fire unit; 203 were assembled between January 1950 and March 1953.
Beetle sales boomed in the 1960s, thanks to clever advertising campaigns, and the Beetle's reputation for reliability and sturdiness. On 17 February 1972, when Beetle No. 15,007,034 was produced, Beetle production surpassed that of the previous record holder, the Ford Model T. By 1973, total production was over 16 million, and by 23 June 1992, over 21 million had been produced.
As of 2009, the Beetle is arguably the world's best-selling car design. More units of the Toyota Corolla brand have been sold, but there have been 10 total redesigns of the Corolla, each amounting to a new car design with the same name.
Diesel
In 1951, Volkswagen prototyped a 1.3 L diesel engine. Volkswagen made only 2 air-cooled boxer diesel engines that were not turbocharged, and installed one engine in a Type 1 and another in a Type 2. The diesel Beetle was time tested on the Nürburgring and achieved 0–100 km/h (0–62 mph) in 60 seconds.
Introduction to Ireland
Volkswagen began its involvement in Ireland when in 1949, Motor Distributors Limited, founded by Stephen O'Flaherty secured the franchise for the country at that years Paris Motor Show. In 1950, Volkswagen Beetles started arriving into Dublin packed in crates in what was termed "completely knocked down" (CKD) form ready to be assembled. The vehicles were assembled in a former tram depot at 162 Shelbourne Road in Ballsbridge. This is now the premises for Ballsbridge Motors who are still a Volkswagen dealer. The first Volkswagen ever assembled outside Germany was built here.[35] This vehicle is now on display at the Volkswagen Museum in Wolfsburg.
Introduction to the UK
The first Volkswagen Beetle dealer in the UK was J.Gilder & Co. Ltd. in Sheffield, which began selling Volkswagens in 1953. Jack Gilder had been fascinated by both the design and engineering of the Beetle when he came across one in Belgium during the war.[citation needed] He applied for the franchise as soon as the opportunity presented itself and became Volkswagen’s representative in the North of England.
VW Beetle 1953–1957
During this period, the rear window of the VW Beetle lost the "bar" in the center and as a result has been referred to as the "oval" or "oval window" Beetle.
VW Beetle 1967
Engine1500 cc OHV H4, 40 kilowatts (54 hp) @ 4200 rpm, 105 N·m (77 lb·ft) @ 2600,
bore 83 mm,
stroke 69 mm,
comp ratio 7.5:1
Transmission4-speed manual
Wheelbase2,400 mm (94.5 in)
Length4,079 mm (160.6 in)
Width1,539 mm (60.6 in)
Curb weight840 kg (1,900 lb)
The Volkswagen Beetle underwent significant changes for the 1967 model. While the car appeared similar to earlier models, much of the drivetrain was noticeably upgraded. Some of the changes to the Beetle included a bigger engine for the second year in a row. Horsepower had been increased to 37 kW (50 hp) the previous year, and for 1967 it was increased even more, to 40 kW (54 hp).
On US models, the output of the electrical generator was increased from 180 to 360 watts, and upgraded from a 6-volt to a 12-volt system. The clutch disc also increased in size, and changes were made to the flywheel, braking system, and rear axle. New standard equipment included two-speed windscreen wipers, reversing lights, a driver's armrest on the door, locking buttons on the doors, and a passenger's side exterior mirror.
In February 1967, inventor Don P. Dixon of San Antonio, Texas filed and was ultimately granted a patent for the first air conditioning unit specifically designed for the Beetle, which were soon offered by US dealerships.
The 1967 model weighed 840 kg (1,900 lb), which was a typical weight for a European car at this time. Top speed was 130 km/h (81 mph).[citation needed]
That same year, in accord with the newly enacted U.S. Federal Motor Vehicle Safety Standard 108, the clear glass headlamp covers were deleted; the headlamps were brought forward to the leading edge of the front fenders, and the sealed-beam units were exposed and surrounded by chrome bezels. For the 1968 model year, Beetles sold outside North America received the same more upright and forward headlamp placement, but with replaceable-bulb headlamps compliant with ECE regulations rather than the U.S. sealed beams.
The Super Beetle and final evolution
In 1971, alongside continued production of the "standard" Beetle, a Type 1 variant which featured MacPherson strut front suspension and a redesigned front end. Officially known (and marketed in Europe) as the VW 1302 from 1971–1972, and VW 1303 from 1973 onwards, but commonly called Super Beetle, the new stretched nose design replaced the dual parallel torsion bar beams which had compromised trunk space and relocated the spare tire from a near vertical to a low horizontal position. The redesign resulted in a tighter turning radius despite a 20 mm (0.79 in) longer wheelbase, and a doubling of the front compartment's cargo volume. As with previous models, air pressure from the spare tire pressurized the windshield washer canister, in lieu of an electric pump.
1972 Super Beetles had an 11% larger rear window (4 mm (0.16 in) taller), larger front brakes, four rows of vents (versus two rows previously) on the engine deck lid, tail lights incorporating reverse lights, a four-spoke energy-absorbing steering wheel and steering column, and an engine compartment socket for a proprietary VW Diagnosis system.
In 1973, the VW 1303 introduced a curved windscreen, pushed forward and away from the passengers, allowing a redesigned, padded dashboard to replace the pre-1973 vertical dash. A 2-speed heater fan, higher rear mudguards, and larger tail lights were added. The changes to the heater/windshield wiper housing and curved windshield resulted in slight redesign of the front hood, making the 1971 and 1972 Super Beetle hoods unique.
For 1974, the previous flat steel bumper mounting brackets were replaced with tubular "self restoring energy absorbing" attachments, effectively shock absorbers for the bumpers, on North American market Beetles. These cars also got stronger "5mph" bumpers that added an inch to the length of the car. The steering knuckle and consequently the lower attachment point of the strut was redesigned to improve handling and stability in the event of a tire blowout. This means struts from pre-1974 Super Beetles are not interchangeable with 1974–79s.[39]
1975 models featured Air Flow Control (AFC) Fuel Injection on U.S., Canadian, and Japanese Beetles, a derivative of the more complex Bosch fuel injection system used in the Volkswagen Type III – and equivalent to Bosch L-jetronic. The fuel injected engine also received a new muffler and the option of an upstream catalytic converter required on some models (e.g. California), necessitating a bulge in the rear apron sheet metal directly under the rear bumper, and replacing the distinctive dual "pea shooter" pipes with a single offset tailpipe – making fuel injected models identifiable at a glance. Other changes were rack and pinion steering replacing the traditional worm and roller gearbox on Super Beetles, and a larger license plate lamp housing below the engine lid. The front turn indicators were moved from the top of the fenders into the bumper bars on European models.
In 1976, the optional "Auto-stick" transmission and the Super Beetle sedan were discontinued, with VW continuing to market the standard sedan and VW 1303 convertible. 1976-on convertibles received no significant engineering changes, only a few cosmetic touches and new paint options, including the "Champagne Edition" models (white on white was one example) to the final 1979 "Epilogue Edition" black on black, in salute to the first Beetles produced in the 1930s. 1977 model sedans received front seats with separate head restraints.
Beetle Cabriolet
The Beetle Cabriolet began production in 1949 by Karmann in Osnabrück. It was in 1948 when Wilhelm Karmann bought a VW Beetle limousine and converted it into a four-seated convertible. After successfully presenting it at VW in Wolfsburg, production started in 1949. After a number of stylistic and technical alterations made to the Karmann Cabriolet (corresponding to the many changes VW made to the Beetle throughout its history), the last of 331,847 cabriolets came off the conveyor belt on 10 January 1980.
Decline
Though extremely successful in the 1960s, the Beetle was faced with stiff competition from more modern designs. The Japanese had refined rear-wheel-drive, water-cooled, front-engine small cars to where they sold well in the North American market, and Americans introduced their own similarly sized rear-wheel-drive Chevrolet Vega, Ford Pinto and AMC Gremlin in the 1970s. The superminis in Europe adopted even more efficient transverse-engine front-wheel-drive layouts, and sales began dropping off in the mid 1970s. There had been several unsuccessful attempts to replace or supplement the Beetle in the VW product line throughout the 1960s; the Type 3, Type 4, and the NSU-based K70 were all less successful than the Beetle, though aimed at more upscale markets for which VW lacked credibility. The over-reliance on the Beetle meant that Volkswagen was in financial crisis by 1974. It needed German government funding to produce the Beetle's replacement. Only when production lines at Wolfsburg switched to the new watercooled, front-engined, front-wheel drive Golf designed by Giorgetto Giugiaro in 1974, (sold in North America as the "Rabbit") did Volkswagen produce a car as successful as the Beetle. The Golf would be periodically redesigned over its lifetime – entering its sixth generation in 2008 – with only a few components carried over between generations, while the Beetle used only minor refinements of its original design.
The Golf did not kill Beetle production, which continued in smaller numbers at other German factories until 19 January 1978, when mainstream production shifted to Brazil and Mexico, markets where low operating cost was more important. It is important to note that the Beetle Cabriolet was still produced for the North American and European markets in Germany until 10 January 1980. The last Beetle was produced in Puebla, Mexico, in July 2003. The final batch of 3,000 Beetles were sold as 2004 models and badged as the Última Edición, with whitewall tires, a host of previously discontinued chrome trim, and the choice of two special paint colors taken from the New Beetle. Production in Brazil ended in 1986, then started again in 1993 and continued until 1996. Volkswagen sold Beetle sedans in the United States until August 1977 (the Beetle convertible/Cabriolet was sold until January 1980) and in Europe until 1985, with private companies continuing to import cars produced in Mexico after 1985. The Beetle outlasted most other automobiles which had copied the rear air-cooled engine layout such as those by Subaru, Fiat, Renault and General Motors. Porsche's sport coupes which were originally based on Volkswagen parts and platforms continue to use the classic rear engine layout (which later became water-cooled) in the Porsche 911 series, which remains competitive in the first decade of the 21st century.
Worldwide end of production
The final original Beetle (No. 21,529,464, VIN 3VWS1A1B54M905162)
As of 2002 over 21 million Type 1s had been produced, but by 2003, annual production had fallen to 30,000 from a peak of 1.3 million in 1971. VW announced the end of production in June 2003, citing decreasing demand, and the final original Type 1 VW Beetle (No. 21,529,464) rolled off the production line at Puebla, Mexico, on 30 July 2003[40] – 65 years after its original launch and unprecedented 58-year production run (counting from 1945, the year VW recognizes as the first year of non-Nazi funded production). This last Beetle, nicknamed El Rey (Spanish for "The King" after a legendary Mexican song by José Alfredo Jiménez). was delivered to the company's museum in Wolfsburg, Germany.
To celebrate the occasion, Volkswagen marketed a final special series of 3,000 Beetles marketed as "Última Edición" (Final Edition) in light blue (Aquarius Blue) or beige (Harvest Moon Beige). Each car included the 1.6 engine, whitewall tires, a CD player with four speakers, chrome bumpers, trim, hub caps and exterior mirrors, a Wolfsburg emblem above the front trunk's handle, chrome glove box badge, body coloured wheels, tinted glass, a rear parcel shelf, and VW Ultima Edicion plaque. At 84,000 pesos, the model cost approximately $1,300 more than the typical model.
A mariachi band serenaded production of the last car. In Mexico, there was also an advertising campaign as a goodbye for the Beetle. For example, in one of the ads was a very small parking space on the street, and many big cars tried to park in it, but could not. After a while, a sign appears in that parking space saying: "Es increíble que un auto tan pequeño deje un vacío tan grande" (It is incredible that a car so small can leave such a large void). Another depicted the rear end of a 1954 Beetle (year in which Volkswagen first established in Mexico) in the left side of the ad, reading "Erase una vez..." (Once upon a time...) and the last 2003 Beetle in the right side, reading "Fin" (The end). There were other ads with the same nostalgic tone.[41] The Volkswagen Sedan is used as a taxi in Mexico City up to 2013. The Mexican government is removing this type of taxi and already made the green colours change into red-gold.
Engine: Fuel injected (Bosch Digifant) 4 Cyl horizontally opposed,1584 cc, 50 hp (37 kW), 98.1 N·m (72.4 lb·ft) @2200 rpm, 3-way catalytic converter
Rated fuel milage: 32.5 mpg-US (7.24 L/100 km; 39.0 mpg-imp)
Max cruising speed: 130 km/h (81 mph)
Brakes: front disc, rear drum
Passengers: Five
Tank: 40 L (11 US gal; 9 imp gal)
Colours: Aquarius blue, Harvest Moon beige.
(Source Wikipedia)
Truck Manufacturer: MAN Truck & Bus AG
Model: TGA XXL
Chassis: 18.430
Trailer: 2 Axle Container Trailer
Engine:
Suspension:
Axle Configuration: 4x2
Shot Location: Batangas City
Company/Owner: Jasper Jean Services, Inc.
Fleet/Bus Number: 90221
Classification: Air-conditioned City Bus
Coachbuilder: (Xiamen) King Long United Automotive Industry Company, Ltd.
Body Model: King Long XMQ6117Y Team Star
Engine Model: Hino J08E-UT
Chassis Model: King Long XMQ6102R (LA6R1FSF49B)
Transmission: 6-speed Manual Transmission
Suspension: Air Suspension
Seating Configuration: 2×2
Seating Capacity: 49
Franchise route: Pala-pala (Dasmariñas, Cavite)–Navotas via EDSA (new); Dasmariñas (Cavite)–Bacoor via Coastal Road (old)
Route: Ortigas Avenue, Quezon City and Mandaluyong City–SM City Dasmariñas, Pala-Pala, Dasmariñas City, Cavite via N1 (EDSA) / E3 (CAVITEX) / Radial Road 2 and/or N419 (Aguinaldo Highway) / N. Guevarra Street / Don Placido Campos Avenue
Areas passing (underlines are designated stops for this bus scheme - EDSA area only: Ortigas–Mantrade): Mandaluyong City: POEA Ortigas\Shaw Boulevard/Starmall EDSA-Shaw\Reliance\Pioneer/Boni Avenue; Makati City: Guadalupe\Estrella\Buendia Avenue\Ayala Avenue\Magallanes\Mantrade\Magallanes\Evangelista; Pasay City: Malibay/Pasay Rotunda/Taft Avenue\Heritage Hotel\Double Dragon/Macapagal Boulevard\City of Dreams\DFA Office of Consular Affairs/Aseana Avenue/City of Dreams\Seaside Drive\Coastal Mall; Bacoor City: Longos-CAVITEX\Talaba\Real Street\Bacoor City Police Station\Niog\Puregold Bacoor\SM City Bacoor\Angelus Eternal Garden; Imus City: FRC Mall/Puregold Imus\Lumina Point Mall\Robinsons Place Imus\Patindig Araw Road/South Supermarket Imus\SM Hypermarket Imus\CityMall Anabu\S&R Imus\EMI-Yazaki\Puregold Anabu/Anabu Kostal Road/Shopwise Anabu\Daang Hari Road\Metro Department Store Imus\The District Imus\Patio Tirona; Dasmariñas City: Central Mall Dasmariñas\Dasmariñas Elementary School/Immaculate Concepcion Parish\Dasmariñas City Hall\Sacred Heart Memorial Gardens\The Villas Dasmariñas
Type of Operation: City Operation Public Utility Bus (Bus C Segregation | Regular Class)
Area of Operations: National Capital Region (NCR) / CALABARZON (Region IV-A)
––––––––––
Company/Owner: Saint Martin of Tours Trailways, Inc.
Fleet/Bus Number: 5555
Classification: Air-conditioned City Bus
Coachbuilder: Santarosa Motor Works, Inc./Columbian Manufacturing Corporation
Body Model: Daewoo/Santarosa BF106
Engine Model: Doosan DE08TIS
Chassis Model: Daewoo BF106 (PL5FJ50HDAK)
Transmission: 6-speed Manual Transmission
Suspension: Leaf Spring Suspension
Seating Configuration: 3×2
Seating Capacity: 56
Franchise route: Baclaran–Malanday via EDSA, MacArthur, Ayala
Route: Malanday, Valenzuela City–World Trade Center/Leveriza, Pasay City via N2 (MacArthur Highway) / N1 (EDSA) / N190 (Gil Puyat Avenue/Buendia Avenue)
Areas passing (underlines are designated stops for this bus scheme - EDSA area only: Kamuning–Buendia): Dalandanan\Malinta\Karuhatan/SM City Valenzuela\Marulas/Our Lady of Fatima University/BBB\Potrero\Monumento\MCU Caloocan\Bagong Barrio\Balintawak\Kaingin Road\Muñoz/Roosevelt\SM North EDSA/TriNoma/Paramount\West Avenue\Quezon Avenue\GMA-Kamuning\Kamuning\Ermin Garcia\Monte de Piedad\Arayat Cubao\Main Avenue\Santolan\VV Soliven\Connecticut\POEA Ortigas\Shaw Boulevard/Starmall EDSA-Shaw\Pioneer/Boni\Reliance\Guadalupe\Estrella\Buendia Avenue\Glorietta 5\Makati Avenue\Ayala Triangle\Paseo de Roxas\PBCOM Tower\V. A. Rufino\H. V. Dela Costa\RCBC Plaza Yuchengco Tower\Makati Central Fire Station\Malungay Loop\FEU Makati\Buendia Avenue\Makati Central Post Office\Makati Medical Center\Chino Roces Avenue (Pasong Tamo)\CEU Makati\Washington\Mayapis/Osmeña Highway/PNR Buendia Station\Dian Street\Bautista Street\LRT Gil Puyat Station/Taft Avenue\F.B. Harrison Street
Type of Operation: City Operation Public Utility Bus (Bus B Segregation | Regular Class)
Area of Operation: National Capital Region (NCR)
Shot Location: EDSA-Ortigas Avenue, Quezon City
Date Taken: May 24, 2018
Notices:
* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.
** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.
*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.
**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.
The Cobra Hurricane is a great looking toy, with its almost stealthy shaped canard configuration, but I'm not sure I think it is a great toy. Its VTOL function is clumsily connected to the wings and canards flipping upwards to make it look like a giant bat, which in turn is connected to the landing gear. But I do think the Hurricane a great concept (a sleek looking VTOL jet fighter). While Cobra had better known jets, it was only with the Hurricane that they finally got something that looked like an actual modern multirole fighter jet.
www.yojoe.com/vehicles/90/hurricane/
I wanted to build an improved Hurricane that retained the basic look and VTOL feature but in a more manageable and realistic way. Instead of the wings and canards swinging up, I've simply made the jet nozzles in the back swivel down, and I've sacrificed the second seat for a lift fan right behind the cockpit. So my Hurricane has a VTOL system similar to the Yak-38 or the F 35B.
The Hurricane has a shape that looks quite stealthy to me and I was going to try to make it a stealth fighter, but there wasn't enough space inside to give it more than a couple of missiles held internally, so I opted instead for a conventional 4.5 generation type fighter with lots of weapons. I envision the Hurricane as a true multirole fighter - so I've mixed up the warload with short and medium range air to air missiles, as well as some ground attack ordnance.
The Best SLS Color configuration I've ever seen. Black Top, Opal Red exterior and Matt Black rims (20") More picture here bit.ly/1bN0f80
Some of the original warships of the modern Grand Fleet of Aritannia. Despite being commissioned in 1896 they are still in service (though through several refits). This here is their 1896 configuration, eventually I might make their 1919 refit.
JET-AI
Truck Manufacturer: MAN Truck & Bus AG
Model: MAN TGS
Chassis 26.360
Trailer: 3 Axle Flammable Tanker Trailer
Engine:
Suspension:
Axle Configuration: 6x4
Shot Location: Batangas City
Taken @ Northstar Transport, Inc. Terminal Station near Philippine National Railway (Pambansang Daangbakal ng Pilipinas) Sampaloc Terminal Station, Sampaloc, Manila - February 27, 2010
NORTHSTAR TRANSPORT, INC.
Bus number: 988
Classification: Airconditioned Provincial Operation Bus
Coachbuilder: Hyundai Motor Company
Chassis: KMJRJ18SP
Model: Aero Queen
Engine: Hyundai D6CA-38B POWERTEC
Displacement: 788.249 cu. inches (12,920 cc / 12.9 Liters)
Cylinders: I-6
Aspiration: Turbocharged
Power Output: 374.79 bhp (380 PS - metric hp / 279.49 kW) @ 1,800 rpm
Torque Output: 1,069.62 lb.ft (1,450.40 N.m) @ 1,400 rpm
Transmission: 5-Speed Forward, 1-Speed Reverse
Maximum Speed: 83.89 mph (135 km/hr)
Layout: Rear-Mounted Engine Rear-Wheel Drive
Airconditioning Unit: Overhead Unit
Suspension: Air-Suspension
Seating Configuration: 2x1
Seating Capacity: 29 Passengers
Fuel Tank Capacity: 105.560 Gallons (400 Liters)
Overall length: 39.57 feet (11.99 Meters)
Overall width: 8.20 feet (2.49 Meters)
Overall height: 11.27 feet (3.4 Meters)
Ground Clearance: 7.68 inches (195 Millimeters)
Body Overhang (Front): 8.71 feet (2.64 Meters)
Body Overhang (Rear): 10.56 feet (3.20 Meters)
Body Inside Length: 36.78 feet (11.14 Meters)
Body Inside Width: 7.22 feet (2.34 Meters)
Body Inside Height: 6.27 feet (1.90 Meters)
Tread (Front): 6.73 feet (2.05 Meters)
Tread (Rear): 6.14 feet (1.86 Meters)
Curb Weight: 27,819 lbs. (12,645 kg)
Gross Vehicle Weight: 38,060 lbs. (17,300 kg)
> Front: 14,300 lbs. (6,500 kg)
> Rear: 23,760 lbs. (10,800 kg)
Some of the original warships of the modern Grand Fleet of Aritannia. Despite being commissioned in 1896 hey are still in service (though through several refits). This here is their 1896 configuration, eventually I might make their 1919 refit.
Ships in class:
HMS Churchill (lead)
HMS Burnside
HMS Rea
HMS Hermes
Commander Configuration: 2Rd / 2Y / 1B / 2W
===========================================================
Built for Mobile Frame Zero - a tabletop wargame.
Mobile Frame Hangar (MFZ Community Forums).
===========================================================
Company/Owner: Pangasinan Five Star Bus Company, Inc.
Fleet/Bus Number: 88143
Classification: Air-conditioned Provincial Bus
Coachbuilder: Hyundai Motor Company
Body Model: Hyundai Universe Space Luxury Premium
Engine Model: Hyundai D6AB (Q300)
Chassis Model: Hyundai Universe (KMJKG18BPDC)
Transmission: Manual (5-speed forward, 1-speed reverse)
Suspension: Air Suspension
Seating Configuration: 2×2
Seating Capacity: 45
Route: Cabanatuan City, Nueva Ecija–Pasay City via N1 (Maharlika Highway) / Santa Rosa–Tarlac Road / SCTEX-Amucao–NLEX-Balintawak
Municipalities/cities passing: Santa Rosa/Zaragoza/La Paz/Tarlac City
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation: Central Luzon (Region III)
Shot Location: Maharlika Highway, Barangay Cojuangco (Poblacion), Sta. Rosa, Nueva Ecija
Date Taken: January 28, 2016
Notices:
* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.
** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.
*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.
**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Cessna Model 336 and 337 “Skymaster” were American twin-engine civil utility aircraft built in a unique push-pull configuration. Their engines were mounted in the nose and rear of its pod-style fuselage. Twin booms extended aft of the wings to the vertical stabilizers, with the rear engine between them. The horizontal stabilizer was aft of the pusher propeller, mounted between and connecting the two booms.
The first Skymaster, Model 336, had fixed landing gear and initially flew on February 28, 1961. It went into production in May 1963 with 195 being produced through mid-1964. In February 1965, Cessna introduced the larger Model 337 Super Skymaster with more powerful engines, retractable landing gear, and a dorsal air scoop for the rear engine (the "Super" prefix was subsequently dropped from the name). In 1966, the turbocharged T337 was introduced, and in 1973, the pressurized P337G entered production.
The type was very prolific and Cessna built 2.993 Skymasters of all variants, including 513 military O-2 (nicknamed "Oscar Deuce") versions from 1967 onwards. The latter featured underwing ordnance hard points to hold unguided rockets, gun pods or flares, and served in the forward air control (FAC) role and psychological operations (PSYOPS) by the US military between 1967 and 2010. Production in America ended in 1982, but was continued by Reims in France, with the FTB337 STOL and the military FTMA “Milirole”.
Both civil and military Cessna 336/337 version had long service careers, and some were considerably modified for new operators and uses. Among the most drastic conversions was the Spectrum SA-550, built by Spectrum Aircraft Corporation of Van Nuys, California, in the mid-1980s: Spectrum took the 336/337 airframe and removed the front engine, lengthened the nose to maintain the center of gravity, and replaced the rear piston engine with a pusher turboprop which offered more power than the combined pair of original petrol engines. The Spectrum SA-550 conversion also came together with an optional modernization package that prolonged the airframes’ service life, so that modified machines could well serve on for 20 years or more.
This drastic conversion was executed for both military and civil operators. The best-known military SA-550s were six former USAF O-2A airframes, which had been transferred to the U.S. Navy in 1983 for use as range controllers with VA-122 at NAS Lemoore, California. These aircraft were operationally nicknamed “Pelican”, due to the characteristic new nose shape, and the name unofficially caught on.
However, the SA-550 package was only adopted sporadically by private operators, but it became quite popular among several major police and fire departments. Typical duties for these machines included border/drug patrol, surveillance/observation duties (e.g. traffic, forest fire) and special tasks, including drug interdiction as well for SAR missions and undercover operations like narcotics and serialized criminal investigations. Some SA-550s were accordingly modified and individually outfitted with suitable sensors, including IR/low light cameras, searchlights, and internal auxiliary tanks. None were armed, even though some aircraft featured underwing hardpoints for external extra tanks, flare dispensers for nocturnal operations or smoke charge dispensers for ground target marking to guide water bombers to hidden forest fires.
The type’s versatility, low noise level, high travel speed and good loitering time in the operational area at low speed proved to be vital assets for these public service operators and justified its relatively high maintenance costs. A handful of the modernized Spectrum SA-550 machines were still in active service after the Millennium, primarily in the USA.
General characteristics:
Crew: 1 + 3 passengers (up to 5 passengers possible in special seat configuration)
Length: 32 ft 6½ in (9.94 m)
Wingspan: 38 ft ¾ in (11.62 m)
Height: 9 ft 2 in (2.79 m)
Wing area: 201 sq ft (18.81 m²)
Aspect ratio: 7.18:1
Airfoil: NACA 2412 at root, NACA 2409 at tip
Empty weight: 2,655 lb (1,204 kg)
Max takeoff weight: 4,400 lb (1,996 kg)
Fuel capacity: 92 US gal (77 imp gal; 350 l) normal,
128 US gal (107 imp gal; 480 l) with auxiliary tank
in the cabin instead of two passenger seats
Powerplant:
1× Pratt & Whitney PT6A-27 turboprop engine, delivering 550 shp (410 kW) and
driving a four-blade McCauley fully-feathering, constant-speed propeller, 6 ft 4 in (1.93 m) diameter
Performance:
Maximum speed: 199 mph (320 km/h, 173 kn) at sea level
Cruise speed: 144 mph (232 km/h, 125 kn) at 10,000 ft (3,000 m) (econ cruise)
Stall speed: 69 mph (111 km/h, 60 kn)
Range: 1421 mi (2.288 km, 1.243 nmi) at 10.000 ft (3.050 m) altitude and economy cruise
Service ceiling: 19,500 ft (5,900 m)
Rate of climb: 1,200 ft/min (6.1 m/s)
Takeoff distance to 50 ft (15m): 1,545 ft (471 m)
Landing distance from 50 ft (15m): 1,650 ft (500 m)
The kit and its assembly:
This build is the combination of ingredients that had already been stashed away for a long time, and the “Red Lights” Group Build at whatifmodellers.com in early 2021 was a good motivator and occasion to finally put everything together.
The basis is an ARII 1:72 Cessna T337 model kit – I had purchased it long ago with the expectation to create a military Skymaster from it, but I was confused by a fixed landing gear which would make it a 336? Well, without a further concrete plan the kit preliminarily landed in The Stash™…
However, the ARII model features the optional observation windows in the doors on the starboard side, in the form of a complete(!) fuselage half, so that it lends itself to a police or firefighter aircraft of some sort. This idea was furthermore fueled by a decal sheet that I had been given from a friend, left over from a 1:72 Italeri JetRanger, with three optional police helicopter markings.
The final creative element was the real-world “Pelican” conversion of six O-2As for the US Navy, as mentioned in the background above: the front engine was replaced with a longer nose and the engine configuration changed to a pusher-only aircraft with a single powerful turboprop engine. This looked so odd that I wanted to modify the ARII Cessna in a similar fashion, too, and all these factors came together in this model.
My Arii Cessna 337 kit is a re-boxing from 2009, but its origins date back to Eidai in 1972 and that’s just what you get: a vintage thing with some flash and sinkholes, raised (but fine) surface details and pretty crude seams with bulges and gaps. Some PSR is direly necessary, esp. the fit of the fuselage halves is cringeworthy. The clear parts were no source of joy, either; especially the windscreen turned out to be thick, very streaky (to a degree that I’d almost call it opaque!) and even not fully molded! The side glazing was also not very clear. I tried to improve the situation through polishing, but if the basis is already poor, there’s little you can do about it. Hrmpf.
However, the kit was built mostly OOB, including the extra O-2 glazing in the lower doors, but with some mods. One is a (barely visible) extra tank in the cabin’s rear, plus a pilot and an observer figure placed into the tight front seats. The extended “Pelican” nose was a lucky find – I was afraid that I had had to sculpt a nose from scratch with 2C putty. But I found a radome from a Hasegawa RA-5C, left over from a model I built in the Eighties and that has since long fallen apart. However, this nose fitted almost perfectly in size and shape, I just “blunted” the tip a little. Additionally, both the hull in front of the dashboard and the Vigilante radome were filled with as many lead beads as possible to keep the nose down.
The kit’s OOB spatted, fixed landing gear was retained – even though it is dubious for a Cessna 337, because this type had a fully retractable landing gear, and the model has the landing gear covers actually molded into the lower fuselage. On the other side, the Cessna 336’s fixed landing gear looks quite different, too! However, this is a what-if model, and a fixed landing gear might have been a measure to reduce maintenance costs?
The propeller was replaced with a resin four-blade aftermarket piece (from CMK, probably the best-fitting thing on this build!) on my standard metal axis/styrene tube adapter arrangement. The propeller belongs to a Shorts Tucano, but I think that it works well on the converted Cessna and its powerful pusher engine, even though in the real world, the SA-550 is AFAIK driven by a three-blade prop. For the different engine I also enlarged the dorsal air intake with a 1.5 mm piece of styrene sheet added on top of the molded original air scoop and added a pair of ventral exhaust stubs (scratched from sprue material).
Another addition is a pair of winglets, made from 0.5 mm styrene sheet – an upgrade which I found on several late Cessna 337s in various versions. They just add to the modernized look of the aircraft. For the intended observation role, a hemispherical fairing under the nose hides a 180° camera, and I added some antennae around the hull.
However, a final word concerning the model kit itself: nothing fits, be warned! While the kit is a simple affair and looks quite good in the box, assembling it turned out to be a nightmare, with flash, sinkholes, a brittle styrene and gaps everywhere. This includes the clear parts, which are pretty thick and blurry. The worst thing is the windscreen, which is not only EXTRA thick and EXTRA blurry, it was also not completely molded, with gaps on both sides. I tried to get it clearer through manual polishing, but the streaky blurs are integral – no hope for improvement unless you completely replace the parts! If I ever build a Cessna 337/O-2 again, I will give the Airfix kit a try, it can only be better…
Painting and markings:
The choice between the operator options from the JetRanger sheet was hard, it included Sweden and Italy, but I eventually settled for the LAPD because the livery looks cool and this police department not only operates helicopters, but also some fixed-wing aircraft.
I adapted the LAPD’s classic black-and-white police helicopter livery (Gloss White and Black, Humbrol 22 and 21, respectively) to the Cessna and extended it to the wings. At this point – already upset because of the poor fit of the hardware – disaster struck in the form of Humbrol’s 22 turning into a pinkish ivory upon curing! In the tin, the paint and its pigments looked pretty white and “clean”, and I assume that it’s the thinner that caused this change. What a crap! It’s probably the third tin with 22 that causes trouble, even though in different peculiarities!
The result was total rubbish, though, and I tried to rub the paint off as good as possible on the small model with its many windows, the fixed, delicate landing gear and the wing support struts. Then I overpainted the areas with Revell 301 (Semi-matt White). While this enamel yielded the intended pure white tone, the paint itself is rather gooey and not easy to work with, so that the overall finish turned out worse than desired. At least the black paint worked properly. The demarcations were created with black decal stripes (TL Modellbau), because the tiny model left little room for complex masking measures – and I did not risk any more painting accidents.
Since the aircraft would be kept shiny and clean, I just did a light black ink washing to emphasize surface details and did a light panel post-shading on the black areas, not for weathering but rather to accent surface structures. No further weathering was done (and necessary).
The markings/decals come – as mentioned above – from an Italeri 1:72 JetRanger, but they were augmented with some additional markings, e. g. grey walkways on the wings and “L-A-P-D” in large black letters under the wings, to distract from the poor finish of the white paint around them…
Finally, the kit was sealed overall with Italeri semi-gloss acrylic varnish, just with a matt anti-glare shield in front of the windscreen, which received thin white trim lines (generic decal stripes).
A challenging build due to the Arii kit’s rather poor basis, the massive rhinoplasty and the crisp paint scheme. However, I like the result – what-if models do not always have to be armed military vehicles, there’s potential in other genres, too. And this mono-engine “Pelican” Skymaster plays its role as a “flying eye” in police service credibly and well. However, this was my first and last Eidai kit…
This is a test configuration of my Takahashi FSQ-106ED, a QHY mini guide 'scope with Starlight Xpress Lodestar X2 guide camera, and a finder 'scope the I plan to install in my small observatory that I am remodeling. My new Paramount MYT mount that will carry the above equipment is in my previous photo. The imaging camera is a Starlight Xpress Trius SX-36 with a "Maxi" filter wheel.
I would like to put both the guide 'scope/camera and the finder 'scope on the top plate, but doing so uses some of the holes that I need to mount the top plate to the OTA rings. I would have to drill some new holes, and I may do that, but I hate to mar that beautifully machined and anodized plate from PrimaLuce Lab. Stay tuned.
Strobist: bare Profoto B1 500 AirTTL bounced from ceiling. Triggered by Profoto AirRemote TTL-C.
Bataan Transit
Bus Number: 705
Coachbuilder: Hyundai Motor Company
Body Model: Hyundai Universe Space
Chassis Model: Hyundai KMJKJ18TP9C
Layout: Rear-Mounted Engine Rear-Wheel
Engine Model: Hyundai D6CB-38
Seating Configuration: 2x2 Seats
Seating Capacity: 45 Passengers
Shot Location: Cubao
“This artist’s concept depicts one configuration currently being studied by Textron’s Bell Aerosystems Company in conjunction with its one-man Lunar Flying Vehicle preliminary design work for the National Aeronautics and Space Administration’s Manned Spacecraft Center, Houston, Texas. Powered by twin rocket engines, it would be capable of 10-15 mile minimum flight ranges. It also could perform at least 30 sorties and be able to use the residual propellants from the descent stage of the Lunar Module. Mounted to the back of this design is a payload pallet. Motorcycle-like handle grips would be used for thrust and attitude control.”
To my knowledge, the Descent Propulsion System fuel of the Lunar Module was hypergolic. Wouldn’t that’ve been a risky proposition to use?
Note the deployed EASEP/ALSEP components.
Beautiful & iconic (in my world) ca. 1968/69 artwork by Bell Aerosystems’ immensely talented artist, John J. Carr.
See also...always informative & entertaining:
www.aerospaceprojectsreview.com/blog/?s=Bell+Aerosystems&...
Specifically:
www.aerospaceprojectsreview.com/blog/wp-content/uploads/2...
Both above credit: Aerospace Projects Review website/blog
Additional interesting designs:
www.astronautix.com/l/lunarflyers.html
Credit: Astronautix website
www.autogespot.com/porsche-991-carrera-s-cabriolet-1/2014...
This is for sure the best Porsche 991 Carrera S Cabriolet I've ever seen, and probably it won't be beated. The Exterior in white, the whole interior is red carrera in Natural leather. Also combine with the red hood. And the rims in black are more beautiful than the stock color. Althought I'd choose the 20" Carrera Classic rims.
The Albatros D.V was a fighter aircraft used by the Luftstreitkräfte (Imperial German Air Service) during World War I. The D.V was the final development of the Albatros D.I family, and the last Albatros fighter to see operational service.
The Albatros D. V though not the most famous plane piloted by Baron Manfred von Richthofen, famously known as the Red Baron, was the one in which he sustained his most serious injuries in WW I prior to being shot down to his death a year later. The model shown here features the paint scheme flown by Richthofen with this aeroplane specification.
On 6 July 1917, during combat with a formation of F.E.2d two seat fighters of No. 20 Squadron RFC, near Wervicq, Richthofen sustained a serious head-wound, causing instant disorientation and temporary partial blindness. He regained consciousness in time to ease the aircraft out of a free-falling spin and executed a rough landing in a field within friendly territory. The injury required multiple surgical operations to remove bone splinters from the impact area. The air victory was credited to Captain Donald Cunnell of No. 20, who was himself shot down and killed a few days later (by anti-aircraft fire). The Red Baron returned to active service (against doctor's orders) on 25 July, but went on convalescent leave from 5 September to 23 October. His wound is thought to have caused lasting damage (he later often suffered from post-flight nausea and headaches) as well as a change in temperament. There is even a theory linking this injury with his eventual death.
In April 1917, Albatros received an order from the Idflieg (Inspektion der Fliegertruppen) for an improved version of the D.III. The resulting D.V prototype flew later that month.
The D.V closely resembled the D.III and used the same 127 kW (170 hp) Mercedes D.IIIa engine. The most notable difference was a new fuselage which was 32 kg (70 lb) lighter than that of the D.III. The elliptical cross-section required an additional longeron on each side of the fuselage. The vertical fin and tailplane remained unchanged from the D.III. The prototype D.V retained the standard rudder of the Johannisthal-built D.III, but production examples used the enlarged rudder featured on D.IIIs built by Ostdeutsche Albatros Werke (OAW). The D.V also featured a larger spinner and ventral fin.
The Albatros' Daimler-Merceds D.IIIa engine forms the link between aircraft and car.
The Daimler Motors Works, the cars of which bore the name 'Mercedes', had supplied aero engines with an inline six configuration to the German airforce and aero industry (the three pointed star representing air, land and sea transportation).
Prior to the introduction of the 28-95, Mercedes cars had features engines up to the configuration of the inline four cylinder (though of large capacity). The 28-95 featured a road car-developed version of the Daimler D.F. 80 Aero engine. The engine was of 7.25 litre capacity, featured overhead camshaft. The car engine debuted in the Mercedes racing cars at the Sarthe Grand Prix at Le Mans in August 1913.
The engine then formed the basis for a series of premium Mercedes models for 1914 on two wheelbase lengths, 3,555mm (140 in) and 3065mm (120.6 in). Few were built prior to the war, 20 in 1914, and a further 5 in 1915.
After the war, the 28-95 was reintroduced in 1920, 40 cars being completed that year.
A limitation of the engine was a four bearing crank and unbalance crankshaft. This limited to road engines to engine speed not far above the vibration limitation of the aero engines of 1,800 rpm. Output at 1,800 rpm was calculated at 99 bhp. Further development with a larger 7.3 litre capacity along with supercharging led to the 1922 racecar which took victory at the 1922 Targa Florio, driven by Max Sailer.
The Mercedes 28-95 Roadster shown here was an un-supercharged model released for public sale. Known as the 'Targa Florio' after the race-winning works models, and small number of which were produced with this rakish roadster bodywork.
This Albatros D. V Biplane (1917) & Daimler Mercedes 28-95 Targa Florio Roadster (1923) have both been created in Lego miniland-scale for Flickr LUGNuts' 79th build challenge, - "LUGNuts goes Wingnuts" , - featuring automotive creation inspired by, or with some relationship to aeronautical vehicles.
Different attachment configurations for the SOPMORS-388.
[TOP - SOPMORS-SD]
Stealth oriented configuration with an IR-visible laser sight and suppressor.
[BOTTOM - SOPMORS-MP]
Combat oriented configuration with a reflex sight, folding vertical grip and compensator.
Built 1954. Converted to an AEW.2 in 1971, but she has now been converted back to original MR.2 configuration and repainted in her original 224sqn markings.
She is operated by the Shackleton Preservation Trust, is regularly taxied and is potentially airworthy.
Seen outside at ‘Coventry - Airbase’,
Coventry Airport, UK
11-10-2015
The following history of ‘WR963’ comes from the Shackleton Preservation Trust website:-
“First flown on 11 March 1954
Allocated to 224 Sqn and delivered to Gibraltar on 05 Oct 1954, coded B - M
Allocated to 210 Sqn on 23 February 1960 and coded Z
Allocated to 38 Sqn on 23 November 1961 and coded X
Allocated to 205 Sqn on 14 January 1966 and coded A
Delivered to Hawker Siddeley Aviation (HSA), Langer in August 1966 for Phase 3 modification. Completed and returned to 205 Sqn, coded H
Returned to UK to 5 Maintenance Unit on 17 December 1970 for storage
Delivered to HSA at Bitteswell on 30 June 1971 for AEW.2 conversion
Returned to 5 Maintenance Unit on 2 June 1972 for repainting
Delivered to Lossiemouth 18 July 1972 for AEW radar installation and allocated to 8 Sqn the following day
Transferred to Kinloss on 01 August 1972 where WR963 was named 'Ermintrude'
Returned to Lossiemouth with unit on 16 August 1973
Flown to HSA Bitteswell on 1 March 1976 for major servicing and wing re-spar
Returned to 8 Sqn on 13 May 1977.
Category 3 damage sustained on 10 August 1979. Repaired by HSA contractors working party
WR963 returned to 8 Sqn's charge on 29 October 1979.
Hours flown 14,957 at 9 March 1989
Sold by Sotheby's at a Defence Auction on 3 July 1991. Privately purchased.
Delivered to Coventry Airport on 9 July 1991 at the end of its service career, hours flown 15,483.
Both WR963 and WL790 were bought at auction by the Shackleton Preservation Trust, founded by David Liddell-Grainger. The intent was that a Shackleton would be flown as a display aircraft at airshow events in the UK and spares were also purchased to support this. Unfortunately at the time there was little co-operation from British Aerospace (who held the Design Rights) and the CAA. The Shackletons were handed over to Air Atlantique to find a way to return one to flight in civilian ownership.
WL790 was prepared and flown to the USA in 1994, and flew on for another 14 years - an outstanding job by all concerned. WR963 wasn't so lucky becoming a source of parts to some extent for her more able sister. in 1997 the Shackleton Preservation Trust was reformed to restore WR963 at Coventry, under the watchful eye of Sqn Ldr John Cubberley.
Nobody could predict then that in less than a decade WR963 would be growling down the runway, almost at the point of flight. It was then that the possibility of flying a Shackleton in the UK was once again looked at seriously, and feasibility studies commenced.
In 2012 the Civil Aviation Authority were approached, and answers found to questions as to the viability of flying a Shackleton. The long standing spar life issue remains the only thing keeping WR963 grounded.
With this in mind, WR963 was registered as G-SKTN, and fundraising commenced....”
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Cessna Model 336 and 337 “Skymaster” were American twin-engine civil utility aircraft built in a unique push-pull configuration. Their engines were mounted in the nose and rear of its pod-style fuselage. Twin booms extended aft of the wings to the vertical stabilizers, with the rear engine between them. The horizontal stabilizer was aft of the pusher propeller, mounted between and connecting the two booms.
The first Skymaster, Model 336, had fixed landing gear and initially flew on February 28, 1961. It went into production in May 1963 with 195 being produced through mid-1964. In February 1965, Cessna introduced the larger Model 337 Super Skymaster with more powerful engines, retractable landing gear, and a dorsal air scoop for the rear engine (the "Super" prefix was subsequently dropped from the name). In 1966, the turbocharged T337 was introduced, and in 1973, the pressurized P337G entered production.
The type was very prolific and Cessna built 2.993 Skymasters of all variants, including 513 military O-2 (nicknamed "Oscar Deuce") versions from 1967 onwards. The latter featured underwing ordnance hard points to hold unguided rockets, gun pods or flares, and served in the forward air control (FAC) role and psychological operations (PSYOPS) by the US military between 1967 and 2010. Production in America ended in 1982, but was continued by Reims in France, with the FTB337 STOL and the military FTMA “Milirole”.
Both civil and military Cessna 336/337 version had long service careers, and some were considerably modified for new operators and uses. Among the most drastic conversions was the Spectrum SA-550, built by Spectrum Aircraft Corporation of Van Nuys, California, in the mid-1980s: Spectrum took the 336/337 airframe and removed the front engine, lengthened the nose to maintain the center of gravity, and replaced the rear piston engine with a pusher turboprop which offered more power than the combined pair of original petrol engines. The Spectrum SA-550 conversion also came together with an optional modernization package that prolonged the airframes’ service life, so that modified machines could well serve on for 20 years or more.
This drastic conversion was executed for both military and civil operators. The best-known military SA-550s were six former USAF O-2A airframes, which had been transferred to the U.S. Navy in 1983 for use as range controllers with VA-122 at NAS Lemoore, California. These aircraft were operationally nicknamed “Pelican”, due to the characteristic new nose shape, and the name unofficially caught on.
However, the SA-550 package was only adopted sporadically by private operators, but it became quite popular among several major police and fire departments. Typical duties for these machines included border/drug patrol, surveillance/observation duties (e.g. traffic, forest fire) and special tasks, including drug interdiction as well for SAR missions and undercover operations like narcotics and serialized criminal investigations. Some SA-550s were accordingly modified and individually outfitted with suitable sensors, including IR/low light cameras, searchlights, and internal auxiliary tanks. None were armed, even though some aircraft featured underwing hardpoints for external extra tanks, flare dispensers for nocturnal operations or smoke charge dispensers for ground target marking to guide water bombers to hidden forest fires.
The type’s versatility, low noise level, high travel speed and good loitering time in the operational area at low speed proved to be vital assets for these public service operators and justified its relatively high maintenance costs. A handful of the modernized Spectrum SA-550 machines were still in active service after the Millennium, primarily in the USA.
General characteristics:
Crew: 1 + 3 passengers (up to 5 passengers possible in special seat configuration)
Length: 32 ft 6½ in (9.94 m)
Wingspan: 38 ft ¾ in (11.62 m)
Height: 9 ft 2 in (2.79 m)
Wing area: 201 sq ft (18.81 m²)
Aspect ratio: 7.18:1
Airfoil: NACA 2412 at root, NACA 2409 at tip
Empty weight: 2,655 lb (1,204 kg)
Max takeoff weight: 4,400 lb (1,996 kg)
Fuel capacity: 92 US gal (77 imp gal; 350 l) normal,
128 US gal (107 imp gal; 480 l) with auxiliary tank
in the cabin instead of two passenger seats
Powerplant:
1× Pratt & Whitney PT6A-27 turboprop engine, delivering 550 shp (410 kW) and
driving a four-blade McCauley fully-feathering, constant-speed propeller, 6 ft 4 in (1.93 m) diameter
Performance:
Maximum speed: 199 mph (320 km/h, 173 kn) at sea level
Cruise speed: 144 mph (232 km/h, 125 kn) at 10,000 ft (3,000 m) (econ cruise)
Stall speed: 69 mph (111 km/h, 60 kn)
Range: 1421 mi (2.288 km, 1.243 nmi) at 10.000 ft (3.050 m) altitude and economy cruise
Service ceiling: 19,500 ft (5,900 m)
Rate of climb: 1,200 ft/min (6.1 m/s)
Takeoff distance to 50 ft (15m): 1,545 ft (471 m)
Landing distance from 50 ft (15m): 1,650 ft (500 m)
The kit and its assembly:
This build is the combination of ingredients that had already been stashed away for a long time, and the “Red Lights” Group Build at whatifmodellers.com in early 2021 was a good motivator and occasion to finally put everything together.
The basis is an ARII 1:72 Cessna T337 model kit – I had purchased it long ago with the expectation to create a military Skymaster from it, but I was confused by a fixed landing gear which would make it a 336? Well, without a further concrete plan the kit preliminarily landed in The Stash™…
However, the ARII model features the optional observation windows in the doors on the starboard side, in the form of a complete(!) fuselage half, so that it lends itself to a police or firefighter aircraft of some sort. This idea was furthermore fueled by a decal sheet that I had been given from a friend, left over from a 1:72 Italeri JetRanger, with three optional police helicopter markings.
The final creative element was the real-world “Pelican” conversion of six O-2As for the US Navy, as mentioned in the background above: the front engine was replaced with a longer nose and the engine configuration changed to a pusher-only aircraft with a single powerful turboprop engine. This looked so odd that I wanted to modify the ARII Cessna in a similar fashion, too, and all these factors came together in this model.
My Arii Cessna 337 kit is a re-boxing from 2009, but its origins date back to Eidai in 1972 and that’s just what you get: a vintage thing with some flash and sinkholes, raised (but fine) surface details and pretty crude seams with bulges and gaps. Some PSR is direly necessary, esp. the fit of the fuselage halves is cringeworthy. The clear parts were no source of joy, either; especially the windscreen turned out to be thick, very streaky (to a degree that I’d almost call it opaque!) and even not fully molded! The side glazing was also not very clear. I tried to improve the situation through polishing, but if the basis is already poor, there’s little you can do about it. Hrmpf.
However, the kit was built mostly OOB, including the extra O-2 glazing in the lower doors, but with some mods. One is a (barely visible) extra tank in the cabin’s rear, plus a pilot and an observer figure placed into the tight front seats. The extended “Pelican” nose was a lucky find – I was afraid that I had had to sculpt a nose from scratch with 2C putty. But I found a radome from a Hasegawa RA-5C, left over from a model I built in the Eighties and that has since long fallen apart. However, this nose fitted almost perfectly in size and shape, I just “blunted” the tip a little. Additionally, both the hull in front of the dashboard and the Vigilante radome were filled with as many lead beads as possible to keep the nose down.
The kit’s OOB spatted, fixed landing gear was retained – even though it is dubious for a Cessna 337, because this type had a fully retractable landing gear, and the model has the landing gear covers actually molded into the lower fuselage. On the other side, the Cessna 336’s fixed landing gear looks quite different, too! However, this is a what-if model, and a fixed landing gear might have been a measure to reduce maintenance costs?
The propeller was replaced with a resin four-blade aftermarket piece (from CMK, probably the best-fitting thing on this build!) on my standard metal axis/styrene tube adapter arrangement. The propeller belongs to a Shorts Tucano, but I think that it works well on the converted Cessna and its powerful pusher engine, even though in the real world, the SA-550 is AFAIK driven by a three-blade prop. For the different engine I also enlarged the dorsal air intake with a 1.5 mm piece of styrene sheet added on top of the molded original air scoop and added a pair of ventral exhaust stubs (scratched from sprue material).
Another addition is a pair of winglets, made from 0.5 mm styrene sheet – an upgrade which I found on several late Cessna 337s in various versions. They just add to the modernized look of the aircraft. For the intended observation role, a hemispherical fairing under the nose hides a 180° camera, and I added some antennae around the hull.
However, a final word concerning the model kit itself: nothing fits, be warned! While the kit is a simple affair and looks quite good in the box, assembling it turned out to be a nightmare, with flash, sinkholes, a brittle styrene and gaps everywhere. This includes the clear parts, which are pretty thick and blurry. The worst thing is the windscreen, which is not only EXTRA thick and EXTRA blurry, it was also not completely molded, with gaps on both sides. I tried to get it clearer through manual polishing, but the streaky blurs are integral – no hope for improvement unless you completely replace the parts! If I ever build a Cessna 337/O-2 again, I will give the Airfix kit a try, it can only be better…
Painting and markings:
The choice between the operator options from the JetRanger sheet was hard, it included Sweden and Italy, but I eventually settled for the LAPD because the livery looks cool and this police department not only operates helicopters, but also some fixed-wing aircraft.
I adapted the LAPD’s classic black-and-white police helicopter livery (Gloss White and Black, Humbrol 22 and 21, respectively) to the Cessna and extended it to the wings. At this point – already upset because of the poor fit of the hardware – disaster struck in the form of Humbrol’s 22 turning into a pinkish ivory upon curing! In the tin, the paint and its pigments looked pretty white and “clean”, and I assume that it’s the thinner that caused this change. What a crap! It’s probably the third tin with 22 that causes trouble, even though in different peculiarities!
The result was total rubbish, though, and I tried to rub the paint off as good as possible on the small model with its many windows, the fixed, delicate landing gear and the wing support struts. Then I overpainted the areas with Revell 301 (Semi-matt White). While this enamel yielded the intended pure white tone, the paint itself is rather gooey and not easy to work with, so that the overall finish turned out worse than desired. At least the black paint worked properly. The demarcations were created with black decal stripes (TL Modellbau), because the tiny model left little room for complex masking measures – and I did not risk any more painting accidents.
Since the aircraft would be kept shiny and clean, I just did a light black ink washing to emphasize surface details and did a light panel post-shading on the black areas, not for weathering but rather to accent surface structures. No further weathering was done (and necessary).
The markings/decals come – as mentioned above – from an Italeri 1:72 JetRanger, but they were augmented with some additional markings, e. g. grey walkways on the wings and “L-A-P-D” in large black letters under the wings, to distract from the poor finish of the white paint around them…
Finally, the kit was sealed overall with Italeri semi-gloss acrylic varnish, just with a matt anti-glare shield in front of the windscreen, which received thin white trim lines (generic decal stripes).
A challenging build due to the Arii kit’s rather poor basis, the massive rhinoplasty and the crisp paint scheme. However, I like the result – what-if models do not always have to be armed military vehicles, there’s potential in other genres, too. And this mono-engine “Pelican” Skymaster plays its role as a “flying eye” in police service credibly and well. However, this was my first and last Eidai kit…
The Volkswagen Type 2, known officially (depending on body type) as the Transporter, Kombi or Microbus, or, informally, as the Bus (US) or Camper (UK), is a forward control panel van introduced in 1950 by the German automaker Volkswagen as its second car model. Following – and initially deriving from Volkswagen's first model, the Type 1 (Beetle) – it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to forward control competitors in the United States in the 1960s, including the Ford Econoline, the Dodge A100, and the Chevrolet Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration.
European competition included the 1947-1981 Citroën H Van, the 1959-1980 Renault Estafette (both FF layout), and the 1953-1965 FR layout Ford Transit.
Japanese manufacturers also introduced the platform in different configurations, such as the Nissan Caravan, Toyota LiteAce and the Subaru Sambar.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", and, because of its popularity during the counterculture movement of the 1960s, Hippie van/wagon, and still remains iconic for many hippies today.
Brazil contained the last factory in the world that produced the T2. Production in Brazil ceased on December 31, 2013, due to the introduction of more stringent safety regulations in the country. This marks the end of an era with the rear-engine Volkswagens manufactured (after the 2002 termination of its T3 successor in South Africa), which originated in 1935 with their Type 1 prototypes.
HISTORY
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of Cd=0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve Cd=0.44, exceeding the Type 1's Cd=0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which replaced the T25). However, only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1958 RAF-977, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which could not easily be loaded from the rear because the engine cover intruded on interior space, but generally advantageous in traction and interior noise.
VARIANTS
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Double-door Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Lotação (share-taxi), a version exclusive to Brazil, with 6 front-hinged doors for the passenger area and 4 bench-seats, catering to the supplemental public transport segment.[citation needed] Available from 1960 to 1989, in both the split-window and "clipper" (fitted with the bay-window front panel) bodystyles.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps.
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior. Included optional "pop up" top.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
In South Africa, it is known as a well-loved variation of the ice cream van (first, second and third generations). The mere sight of one (in South Africa) sparks the familiar rhyme: I scream, We scream, We all scream for Ice-Cream!
FIRST GENERATION (T1; 1950–1967)
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc, DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four-cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's retrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg instead of the previous 750 kg, smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm Pitch Circle Diameter rims. Wheel tracks varied between German and Brazilian production and with 14-inch, 15-inch and 16-inch wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm.
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
SAMBA
The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951.
Originally Volkswagen Vans were classified according to the number of windows they had. This particular model had 23 and later 21 windows including eight panoramic windows in the roof. To distinguish it from the normal 23 or 21-window Volkswagen van the name Samba was coined.
Instead of a sliding door at the side the Samba had two pivot doors. In addition the Samba had a fabric sunroof. At that time Volkswagen advertised with the idea of using the Samba to make tourist trips through the Alps.
Sambas were painted standard in two colors. Usually, the upper part was colored white. The two colored sections were separated by a decorative strip. Further the bus had a so-called "hat": at the front of the van the roof was just a little longer than the car itself to block the sun for the driver. The windows had chrome tables and the van had a more comprehensive dashboard than the normal T1.
When Volkswagen started producing the successor of the T1 (the T2) the company also stopped producing the Samba so there are no Sambas in later versions of the Transporter.
US CHICKEN TAX
Certain models of the Volkswagen Type 2 played a role in a historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost ten times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just before the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. Any post-1971 specimen found ostensibly has had its import tariff paid. As of 2013, the "chicken tax" remains in effect.
SECOND GENERATION (T2; 1967–1979)
In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or "Early Bay"), while models after 1972 are called the T2b (or "Late Bay").
This second-generation Type 2 lost its distinctive split front windshield, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short. At 1.6 L and 35 kW (48 PS; 47 bhp) DIN, the engine was also slightly larger. The battery and electrical system was upgraded to 12 volts, making it incompatible with electric accessories from the previous generation. The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.
The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at 37 kW (50 PS; 50 bhp). An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed "Low Lights". 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.
In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models.
In the Type 2, the Type 4 engine was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines displaced 1.7 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the manual transmission and 46 kW (63 PS; 62 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The two-litre option appeared in South African manufactured models during 1976, originally only in a comparably well-equipped "Executive" model. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.
In 1972, for the 1973 model year, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though not required of vans. The "VW" emblem on the front valance became slightly smaller.
Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2's design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.
T2c
The T2c, with a roof raised by about 10 cm was built starting in the early 1990s for the South American and Central American markets. Since 1991, the T2c has been built in México with the water-cooled 1.8 L inline four-cylinder 53 kW (72 PS; 71 bhp) carbureted engine - easily identified by the large, black front-mounted radiator - and since 1995 with the 1.6 L air-cooled engines for the Brazilian market.
Once production of the original Beetle was halted in late 2003, the T2 was the only Volkswagen model with an air-cooled, rear-mounted boxer engine, but then the Brazilian model shifted to a water-cooled engine on 23 December 2005. There was a 1.6 L 50 hp (37 kW; 51 PS) water-cooled diesel engine available from 1981 to 1985, which gave fuel economy of 15 km/l to 18 km/l - but gave slow performance and its insufficient cooling system led to short engine life.
The end of the Volkswagen air-cooled engine on a worldwide basis was marked by a Special Edition Kombi. An exclusive Silver paint job, and limited edition emblems were applied to only 200 units in late 2005, and were sold as 2006 models.
Stricter emissions regulations introduced by the Brazilian government for 2006 forced a shift to a flexible-fuel water-cooled engine[citation needed] able to run on petrol or alcohol. Borrowed from the Volkswagen Fox, the engine is a rear-mounted EA-111 1.4 L 8v Total Flex 1,390 cc, 58 kW (79 PS; 78 bhp) on petrol, and 60 kW (82 PS; 80 bhp) when run on ethanol, and 124 N·m (91 lbf·ft) torque. This version was very successful, despite the minor changes made to the overall T2-bodied vehicle. It still included the four-speed transmission, but a new final-drive ratio enabled cruising at 120 km/h (75 mph) at 4,100 rpm. Top speed was 130 km/h (81 mph). 0 to 100 km/h (0 to 62 mph) acceleration took 22.7 seconds (vs. 29.5 seconds for the last air-cooled version). Other improvements included 6.6% better fuel economy, and nearly 2 dB less engine noise.
The Volkswagen Type 2 is by far the longest model run in Brazil, having been introduced in September 1950 as the Volkswagen "Kombi", a name it has kept throughout production.[citation needed] Only produced in two versions, bus (nine-seater or 12-seater – a fourth row is added for metro transportation or school bus market) or panel van, it offers only one factory option, a rear window defogger.[citation needed] As of June 2009, the T2 was being built at the Volkswagen Group's São Bernardo do Campo plant at a rate of 97 per day.
The production of the Brazilian Volkswagen Kombi ended in 2013 with a production run of 600 Last Edition vehicles.[28] A short movie called "Kombi's last wishes" was made by VW Brazil.
POST_TYPE 2 GENERATIONS
THIRD GENERATION (T3; 1979–1992)
The Volkswagen Type 2 (T3) also known as the T25, (or Vanagon in the United States), the T3 platform was introduced in 1980, and was one of the last new Volkswagen platforms to use an air-cooled engine. The Volkswagen air-cooled engine was phased out for a water-cooled boxer engine (still rear-mounted) in 1984. Compared to its predecessor the T2, the T3 was larger and heavier, with square corners replacing the rounded edges of the older models. The T3 is sometimes called "the wedge" by enthusiasts to differentiate it from earlier Kombis.
FOURTH GENERATION (T4; 1990–2003)
Since 1990, the Transporter in most world markets has been front-engined and water-cooled, similar to other contemporary Volkswagens, almost two decades later than it did for the passenger cars. T4s are marketed as Transporter in Europe. In the United States, Volkswagen Eurovan is the brand name.
FITH GENERATION (T5; 2003–2015)
The Volkswagen Transporter T5 range is the fifth generation of Volkswagen Commercial Vehicles medium-sized light commercial vehicle and people movers. Launched 6 January 2003, the T5 went into full production in April 2003, replacing the fourth generation range.
Key markets for the T5 are Germany, the United Kingdom, Russia, France and Turkey. It is not sold in the US market because it is classed as a light truck, accruing the 25% chicken tax on importation. The T5 has a more aerodynamic design. The angle of the windshield and A-pillar is less; this makes for a large dashboard and small bonnet.
In June 2009, Volkswagen Commercial Vehicles announced the one-millionth T5 rolled off the production line in Hanover.
T5 GP introduced in 2010. Heavily face-lifted with some new power plants including the 180 bi-turbo range topper. These new engines saw the demise of the now "dirty" 5 cylinder units.
Late 2015 will see the arrival of the "Neu Sechs", the New 6. The T6 will offer further engine changes in early 2016, but will launch with the previous generation engines. The new engines will see the introduction of Ad-Blu to meet with euro 6 emission compliance. The new 6 was expected by many to be more than just a face lift.
With the T6 now hitting the roads it is very clear it would appear to be just a face lift. New front, new tailgate and a new dash. There are quality improvements, sound deadening, new colours and improved consumption, but many believe VW have missed an opportunity to go back to the top.
Sixth generation (T6; 2015–)
The new T6 will launch with the old Euro 5 non AdBlue power-plants, but will be offered with a Euro 6 diesel engine with 204bhp and AdBlue. Three further Euro 6 Adblue diesel power-plants with 84ps, 102ps and 150ps will also be offered.
There is some debate in the community over whether the T6 is a new model, or simply a face-lift. There are obvious external changes to the nose and tailgate, while internally there is a new dash in 2 versions. Volkswagen are claiming refinement to ride, handling and noise levels.
ADDITIONAL DEVELOPMENTS
In 2001, a Volkswagen Microbus Concept was created, with design cues from the T1 generation in a spirit similar to the New Beetle nostalgia movement. Volkswagen planned to start selling it in the United States market in 2007, but it was scrapped in May 2004 and replaced with a more cost-effective design to be sold worldwide.
NAMES AND NICKNAMES
Like the Beetle, from the beginning, the Type 2 earned many nicknames from its fans. Among the most popular,[citation needed] at least in Germany, are VW-Bus and Bulli (or Bully) or Hippie-van or the bus. The Type 2 was meant to be officially named the Bully, but Heinrich Lanz, producer of the Lanz Bulldog farm tractor, intervened. The model was then presented as the Volkswagen Transporter and Volkswagen Kleinbus, but the Bully nickname still caught on.
The official German-language model names Transporter and Kombi (Kombinationskraftwagen, combined-use vehicle) have also caught on as nicknames. Kombi is not only the name of the passenger variant, but is also the Australasian and Brazilian term for the whole Type 2 family; in much the same way that they are all called VW-Bus in Germany, even the pickup truck variations. In Mexico, the German Kombi was translated as Combi, and became a household word thanks to the vehicle's popularity in Mexico City's public transportation system. In Peru, where the term Combi was similarly adopted, the term Combi Asesina (Murdering Combi) is often used for buses of similar size, because of the notorious recklessness and competition of bus drivers in Lima to get passengers. In Portugal it is known as Pão-de-Forma (Breadloaf) because its design resembles a bread baked in a mold. Similarly, in Denmark, the Type 2 is referred to as Rugbrød (Rye bread). Finns dubbed it Kleinbus (mini-bus), as many taxicab companies adopted it for group transportation; the name Kleinbus has become an appellative for all passenger vans. The vehicle is also known as Kleinbus in Chile.
In the US, however, it is a VW bus, a "vee-dub", a minibus, a hippie-mobile, hippie bus, or hippie van, "combie", Microbus or a Transporter to aficionados. The early versions produced before 1967 used a split front windshield (giving rise to the nickname "Splitty"), and their comparative rarity has led to their becoming sought after by collectors and enthusiasts. The next version, sold in the US market from 1968 to 1979, is characterised by a large, curved windshield and is commonly called a "bay-window". It was replaced by the Vanagon, of which only the Westfalia camper version has a common nickname, "Westy".
It was called Volksie Bus in South Africa, notable in a series of that country's TV commercials. Kombi is also a generic nickname for vans and minibuses in South Africa and Swaziland, often used as a means of public transportation. In Nigeria it was called Danfo.
In the UK, it is known as a "Campervan". In France, it was called a "camping-car" (usually hyphenated) though this has been expanded to include other, often more specialized vehicles in more recent times.
MEXICAN PRODUCTION
T2 production began in 1970 at the Puebla assembly factory.
Offered initially only as a nine-passenger version called the Volkswagen Kombi, and from 1973 also its cargo van version called the Volkswagen Panel, both variants were fitted with the 1.5 L air-cooled boxer engine and four-speed manual gearbox. In 1974, the 1.6 L 44 bhp (33 kW; 45 PS) boxer engine replaced the 1.5 previous one, and production continued this way up to 1987. In 1987, the water-cooled 1.8 L 85 bhp (63 kW; 86 PS) inline four-cylinder engine replaced the air-cooled 1.6 L. This new model is recognisable by its black grille (for its engine coolant radiator), bumpers and moldings.
In 1975, Volkswagen de Mexico ordered two specially made pickups from Germany, one single cab and one double cab, for the Puebla plant. These were evaluated for the possibility of building pickups in Mexico, and were outfitted with every option except the Arctic package, including front and rear fog lights, intermittent wipers, trip odometer, clock, bumper rubber, PVC tilt, and dual doors on the single cab storage compartment. VW de Mexico was interested in having the lights, wiring, brake systems and other parts manufactured in Mexico. Ultimately, VW de Mexico declined to produce pickups, and the pickups were sold to an Autohaus, a Volkswagen dealer in San Antonio, Texas, since they could not be sold in Mexico. By law, no German-made Volkswagens were to be sold in Mexico. These are probably the only pickups that were produced in Germany for Mexican import, and have the "ME" export code on the M-code plate. The green double cab was sold to a new owner in New York, and has been lost track of. The light gray (L345, licht grau) single cab still exists. Pickups were not manufactured in Mexico, nor were they imported into Mexico from Germany, save for these two examples.
In 1988, a luxury variant – the Volkswagen Caravelle – made its debut in the Mexican market to compete with the Nissan Ichi Van, which was available in cargo, passenger and luxury versions.
The main differences between the two are that the Caravelle was sold as an eight-passenger version, while the Combi was available as a nine-passenger version, the Caravelle was only painted in metallic colors, while the Combi was only available in non-metallic colors, and the Caravelle was fitted with an AM/FM stereo cassette sound system, tinted windows, velour upholstery, reading lights, mid and rear headrests, and wheel covers from the European T25 model.
In 1991, the 10 cm higher roof made its debut in all variants, and the Combi began to be offered in eight- or nine-passenger variants. In 1991, since Mexican anti-pollution regulations required a three-way catalytic converter, a Digifant fuel injection system replaced the previous carburetor. The three variants continued without change until 1994.
In 1994, production ended in Mexico, with models being imported from Brazil. The Caravelle was discontinued, and both the Combi and the Panel were only offered in white color and finally in 2002, replaced by the T4 EuroVan Pasajeros and EuroVan Carga, passenger and cargo van in long wheelbase version, inline five-cylinder 2.5 L 115 bhp and five-speed manual gearbox imported from Germany.
WIKIPEDIA
The two pistols are definitely wheellock mechanisms. The fact that neither pistol is equipped with a front blade sight leads me to believe that the pair were included in a cased set of dueling pistols. The long arm is not familiar to me. The wooden stock and the firing mechanism are unusual in configuration. I welcome any suggestions as to place of origin and date of manufacture.
Company/Owner: Golden Bee Transport and Logistics Corporation
Fleet/Bus Number: 965
Classification: Air-conditioned Provincial Bus
Coachbuilder: Santarosa Motor Works, Inc./Columbian Manufacturing Corporation
Body Model: Daewoo/Santarosa BV115
Engine Model: Doosan DE12TiS
Chassis Model: Daewoo BV115 (PL5UN58JDEK)
Transmission: Manual (6-speed forward, 1-speed reverse)
Suspension: Leaf Spring Suspension
Seating Configuration: 2×2
Seating Capacity: 49
Route: Cabanatuan City, Nueva Ecija–Cubao, Quezon City via N1 (Maharlika Highway)
Municipalities/cities passing: Santa Rosa/San Leonardo/Gapan City/San Miguel/San Ildefonso/San Rafael/Baliuag/Pulilan/Plaridel/Santa Rita (Guiguinto)
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation: Central Luzon (Region III)
Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Barangay Cut-cot, Pulilan, Bulacan
Date Taken: July 21, 2015
Notices:
* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.
** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.
*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.
**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.
Truck Manufacturer: MAN Truck & Bus AG
Model: TGA XLX
Chassis: 18.430
Trailer: 2 Axle Container Trailer
Engine:
Suspension:
Axle Configuration: 4x2
Shot Location: Batangas City
Mura na, Busog Pa!
KingSam Express Inc.
Bus Number: 408
Model:King Long XMQ6119T
KLQ6110R- Chassis
Route:Malanday-Alabang
MMDA Bus Organized Route:Bus A - Alabang
Fare:Airconditioned
Seating Configuration: 2x3
Shot Location: North EDSA
The configurations in the language of Sacred Geometry unfold progressively and impeccably, one from another, revealing myriad arrays of mathematical, geometric, symbolic and philosophical information. The Vesica Piscis has attracted the attention of geometers, artists, architects and mythmakers throughout history. It is the crucible of the creating process, an opening to the womb from which geometric forms are born. It brings forth shapes and patterns from the archetypal world of Ideal geometry into our world.* Immediately out of the Vesica unfold the square roots of 2, 3, and 5. In Sacred Geometry these dynamic principles symbolize the archetypal processes of generation, formation, and regeneration.
This configuration is a Nikon D800e with a Tamron 150-600mm mounted on a Manfrotto 393 gimbal style head on a Vanguard ABEO tripod. Works great for panning/tilting for incoming water fowl without the cost of a more traditional gimbal head. I typical carry a "sidearm" - Nikon D7100 to catch fast action outside the reach of the bird blind.
MiG-21bis, Croatian Air Force, Fighters Squadron, in configuration with three additional fuel tank, and two air to air missiles (R-60MK).
The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.
The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.
During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.
After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.
Mk V (Types 331, 349 & 352)
Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.
Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.
The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.
The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.
Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.
A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.
Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.
The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.
With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).
VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.
The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.
Triumph Spitfire Mk I Roadster
The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.
The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.
Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.
Spitfire 4 or Mark I (1962-1964)
Overview:
Production1962–1964
45,753 made
Powertrain:
Engine1,147 cc (1.1 l) I4
Transmission4-speed manual with optional overdrive on top and third from 1963 onwards
Dimensions:
Curb weight1,568 lb (711 kg) (unladen U.K.-spec)
The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.
The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.
In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.
For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.
Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.
The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.
Revolutionary design by Marcello Gandini’s (Bertone) sleek styling is the benchmark of sports car design: Cab-forward styling, with shortened front end and longer tail section
Racecar served as ambitious sports car
In 1965 at the Turin Autoshow Lamborghini instigated the trend of high performance, two-seater, mid-engined sports cars.
At launch in 1966 it was the fastest production road car available.
Manufacturing period: 1966 – 1973
Units: 275 (P400: 1966-1969) / 764 (all P400 versions: P400 / S (1968-1971: 338) / SV (1971-1973: 150) / Jota / SV/J / Roadster / SV J Spider)
Top speed: 280 km/h
Empty weight: 1125 kg (S / SV: 1298 kg)
Designer: Marcello Gandini @ Bertone
Cylinders: 12 (60 degree angle / V-configuration)
Displacement: 3929 cc
Rated output: 257 KW / 350 PS @ 7000 rpm (S: 370 PS @ 7700 rpm / SV: 385 PS @ 7700 rpm)
Valvetrain: Two overhead camshafts per cylinder bank, chain driven, bucket tappets
Operation: 4-stroke petrol engine with four Weber IDL40 3C 3bbl downdraught carburetors
Bore x stroke: 82 x 62 mm
Cooling system: Liquid cooled with pump
Engine block: Full alloy
=======================
Ranking of "Photos of most interest": 85 - 2018 I 09 I 29
Aérospatiale-BAC Concorde /ˈkɒŋkɔrd/ is a retired turbojet-powered supersonic passenger airliner or supersonic transport (SST). It is one of only two SSTs to have entered commercial service; the other was the Tupolev Tu-144. Concorde was jointly developed and produced by Aérospatiale and the British Aircraft Corporation (BAC) under an Anglo-French treaty. First flown in 1969, Concorde entered service in 1976 and continued commercial flights for 27 years.
Among other destinations, Concorde flew regular transatlantic flights from London Heathrow and Paris-Charles de Gaulle Airport to New York JFK, Washington Dulles and Barbados; it flew these routes in less than half the time of other airliners. With only 20 aircraft built, the development of Concorde was a substantial economic loss; Air France and British Airways also received considerable government subsidies to purchase them. Concorde was retired in 2003 due to a general downturn in the aviation industry after the type's only crash in 2000, the 9/11 terrorist attacks in 2001, and a decision by Airbus, the successor firm of Aérospatiale and BAC, to discontinue maintenance support.
A total of 20 aircraft were built in France and the United Kingdom; six of these were prototypes and development aircraft. Seven each were delivered to Air France and British Airways. Concorde's name reflects the development agreement between the United Kingdom and France. In the UK, any or all of the type—unusually for an aircraft—are known simply as "Concorde", without an article. The aircraft is regarded by many people as an aviation icon and an engineering marvel.
Early studies
Concorde
The origins of the Concorde project date to the early 1950s, when Arnold Hall, director of the Royal Aircraft Establishment (RAE) asked Morien Morgan to form a committee to study the SST concept. The group met for the first time in February 1954 and delivered their first report in April 1955.
At the time it was known that the drag at supersonic speeds was strongly related to the span of the wing. This led to the use of very short-span, very thin rectangular wings like those seen on the control surfaces of many missiles, or in aircraft like the Lockheed F-104 Starfighter or the Avro 730 that the team studied. The team outlined a baseline configuration that looked like an enlarged Avro 730, or more interestingly, almost exactly like the Lockheed CL-400 "Suntan" proposal.
This same short span produced very little lift at low speed, which resulted in extremely long takeoff runs and frighteningly high landing speeds. In an SST design, this would have required enormous engine power to lift off from existing runways, and to provide the fuel needed, "some horribly large aeroplanes" resulted. Based on this, the group considered the concept of an SST unfeasible, and instead suggested continued low-level studies into supersonic aerodynamics.
Slender deltas
Soon after, Dietrich Küchemann at the RAE published a series of reports on a new wing planform, known in the UK as the "slender delta" concept. Küchemann's team, including Eric Maskell and Johanna Weber, worked with the fact that delta wings can produce strong vortexes on their upper surfaces at high angles of attack. The vortex will lower the air pressure and cause lift to be greatly increased. This effect had been noticed earlier, notably by Chuck Yeager in the Convair XF-92, but its qualities had not been fully appreciated. Küchemann suggested that this was no mere curiosity, and the effect could be deliberately used to improve low speed performance.
Küchemann's papers changed the entire nature of supersonic design almost overnight. Although the delta had already been used on aircraft prior to this point, these designs used planforms that were not much different from a swept wing of the same span. Küchemann noted that the lift from the vortex was increased by the length of the wing it had to operate over, which suggested that the effect would be maximized by extending the wing along the fuselage as far as possible. Such a layout would still have good supersonic performance inherent to the short span, while also offering reasonable takeoff and landing speeds using vortex generation. The only downside to such a design is that the aircraft would have to take off and land very "nose high" in order to generate the required vortex lift, which led to questions about the low speed handling qualities of such a design. It would also need to have long landing gear to produce the required angles while still on the runway.
Küchemann presented the idea at a meeting where Morgan was also present. Eric Brown recalls Morgan's reaction to the presentation, saying that he immediately seized on it as the solution to the SST problem. Brown considers this moment as being the true birth of the Concorde project.
Design
Concorde is an ogival (also "ogee") delta-winged aircraft with four Olympus engines based on those employed in the RAF's Avro Vulcan strategic bomber. Concorde was the first airliner to have a (in this case, analogue) fly-by-wire flight-control system; the avionics of Concorde were unique because it was the first commercial aircraft to employ hybrid circuits. The principal designer for the project was Pierre Satre, with Sir Archibald Russell as his deputy.
Concorde pioneered the following technologies:
For high speed and optimisation of flight:
Double delta (ogee/ogival) shaped wings
Variable engine air intake system controlled by digital computers
Supercruise capability
Thrust-by-wire engines, predecessor of today’s FADEC-controlled engines
Droop-nose section for better landing visibility
For weight-saving and enhanced performance:
Mach 2.04 (~2,179 km/h or 1,354 mph) cruising speed for optimum fuel consumption (supersonic drag minimum although turbojet engines are more efficient at higher speed) Fuel consumption at Mach 2.0 and altitude of 60,000 feet was 4,800 gallons per hour.
Mainly aluminium construction for low weight and conventional manufacture (higher speeds would have ruled out aluminium)
Full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing
Fully electrically controlled analogue fly-by-wire flight controls systems
High-pressure hydraulic system of 28 MPa (4,000 lbf/in²) for lighter hydraulic components
Complex Air Data Computer (ADC) for the automated monitoring and transmission of aerodynamic measurements (total pressure, static pressure, angle of attack, side-slip).
Fully electrically controlled analogue brake-by-wire system
Pitch trim by shifting fuel around the fuselage for centre-of-gravity control
Parts made using "sculpture milling", reducing the part count while saving weight and adding strength.
No auxiliary power unit, as Concorde would only visit large airports where ground air start carts are available.
Engines
Concorde's intake system
Concorde needed to fly long distances to be economically viable; this required high efficiency. Turbofan engines were rejected due to their larger cross-section producing excessive drag. Turbojets were found to be the best choice of engines. The engine used was the twin spool Rolls-Royce/Snecma Olympus 593, a development of the Bristol engine first used for the Avro Vulcan bomber, and developed into an afterburning supersonic variant for the BAC TSR-2 strike bomber. Rolls-Royce's own engine proposed for the aircraft at the time of Concorde's initial design was the RB.169.
The aircraft used reheat (afterburners) at takeoff and to pass through the upper transonic regime and to supersonic speeds, between Mach 0.95 and Mach 1.7. The afterburners were switched off at all other times. Due to jet engines being highly inefficient at low speeds, Concorde burned two tonnes of fuel (almost 2% of the maximum fuel load) taxiing to the runway. Fuel used is Jet A-1. Due to the high power produced even with the engines at idle, only the two outer engines were run after landing for easier taxiing.
The intake design for Concorde’s engines was especially critical.[Conventional jet engines can take in air at only around Mach 0.5; therefore the air has to be slowed from the Mach 2.0 airspeed that enters the engine intake. In particular, Concorde needed to control the shock waves that this reduction in speed generates to avoid damage to the engines. This was done by a pair of intake ramps and an auxiliary spill door, whose position moved in-flight to slow transiting air.
Engine failure causes problems on conventional subsonic aircraft; not only does the aircraft lose thrust on that side but the engine creates drag, causing the aircraft to yaw and bank in the direction of the failed engine. If this had happened to Concorde at supersonic speeds, it theoretically could have caused a catastrophic failure of the airframe. Although computer simulations predicted considerable problems, in practice Concorde could shut down both engines on the same side of the aircraft at Mach 2 without the predicted difficulties. During an engine failure the required air intake is virtually zero so, on Concorde, engine failure was countered by the opening of the auxiliary spill door and the full extension of the ramps, which deflected the air downwards past the engine, gaining lift and minimising drag. Concorde pilots were routinely trained to handle double engine failure.
Heating issues
Air compression on the outer surfaces caused the cabin to heat up during flight. Every surface, such as windows and panels, was warm to the touch by end of the flight. Besides engines, the hottest part of the structure of any supersonic aircraft, due to aerodynamic heating, is the nose. The engineers used Hiduminium R.R. 58, an aluminium alloy, throughout the aircraft due to its familiarity, cost and ease of construction. The highest temperature that aluminium could sustain over the life of the aircraft was 127 °C (261 °F), which limited the top speed to Mach 2.02. Concorde went through two cycles of heating and cooling during a flight, first cooling down as it gained altitude, then heating up after going supersonic. The reverse happened when descending and slowing down. This had to be factored into the metallurgical and fatigue modelling. A test rig was built that repeatedly heated up a full-size section of the wing, and then cooled it, and periodically samples of metal were taken for testing. The Concorde airframe was designed for a life of 45,000 flying hours.
Owing to air friction as the plane travelled at supersonic speed, the fuselage would heat up and expand by as much as 300 mm (almost 1 ft). The most obvious manifestation of this was a gap that opened up on the flight deck between the flight engineer's console and the bulkhead. On some aircraft that conducted a retiring supersonic flight, the flight engineers placed their caps in this expanded gap, wedging the cap when it shrank again. To keep the cabin cool, Concorde used the fuel as a heat sink for the heat from the air conditioning. The same method also cooled the hydraulics. During supersonic flight the surfaces forward from the cockpit became heated, and a visor was used to deflect much of this heat from directly reaching the cockpit.
Concorde had livery restrictions; the majority of the surface had to be covered with a highly reflective white paint to avoid overheating the aluminium structure due to heating effects from supersonic flight at Mach 2. The white finish reduced the skin temperature by 6 to 11 degrees Celsius. In 1996, Air France briefly painted F-BTSD in a predominantly blue livery, with the exception of the wings, in a promotional deal with Pepsi. In this paint scheme, Air France were advised to remain at Mach 2 for no more than 20 minutes at a time, but there was no restriction at speeds under Mach 1.7. F-BTSD was used because it was not scheduled for any long flights that required extended Mach 2 operations.
Structural issues
Fuel pitch trim
Due to the high speeds at which Concorde travelled, large forces were applied to the aircraft's structure during banks and turns. This caused twisting and the distortion of the aircraft’s structure. In addition there were concerns over maintaining precise control at supersonic speeds; both of these issues were resolved by active ratio changes between the inboard and outboard elevons, varying at differing speeds including supersonic. Only the innermost elevons, which are attached to the stiffest area of the wings, were active at high speed. Additionally, the narrow fuselage meant that the aircraft flexed. This was visible from the rear passengers’ viewpoints.
When any aircraft passes the critical mach of that particular airframe, the centre of pressure shifts rearwards. This causes a pitch down force on the aircraft if the centre of mass remains where it was. The engineers designed the wings in a specific manner to reduce this shift, but there was still a shift of about 2 metres. This could have been countered by the use of trim controls, but at such high speeds this would have caused a dramatic increase in the drag on the aircraft. Instead, the distribution of fuel along the aircraft was shifted during acceleration and deceleration to move the centre of mass, effectively acting as an auxiliary trim control.
Range
In order to fly non-stop across the Atlantic Ocean, Concorde was developed to have the greatest supersonic range of any aircraft. This was achieved by a combination of engines which were highly efficient at supersonic speeds, a slender fuselage with high fineness ratio, and a complex wing shape for a high lift to drag ratio. This also required carrying only a modest payload and a high fuel capacity, and the aircraft was trimmed with precision to avoid unnecessary drag.
Nevertheless, soon after Concorde began flying, a Concorde "B" model was designed with slightly larger fuel capacity and slightly larger wings with leading edge slats to improve aerodynamic performance at all speeds, with the objective of expanding the range to reach markets in new regions. It featured more powerful engines with sound deadening and without the fuel-hungry and noisy reheat. It was speculated that it was reasonably possible to create an engine with up to 25% gain in efficiency over the Rolls-Royce/Snecma Olympus 593. This would have given 500 mi (805 km) additional range and a greater payload, making new commercial routes possible. This was cancelled due in part to poor sales of Concorde, but also to the rising cost of aviation fuel in the 1970s.
Droop Nose
Concorde’s drooping nose, developed by Marshall Aerospace, enabled the aircraft to switch between being streamlined to reduce drag and achieve optimum aerodynamic efficiency, and not obstructing the pilot's view during taxi, takeoff, and landing operations. Due to the high angle of attack the long pointed nose obstructed the view and necessitated the capability to droop. The droop nose was accompanied by a moving visor that retracted into the nose prior to being lowered. When the nose was raised to horizontal, the visor would rise in front of the cockpit windscreen for aerodynamic streamlining.
A controller in the cockpit allowed the visor to be retracted and the nose to be lowered to 5° below the standard horizontal position for taxiing and takeoff. Following takeoff and after clearing the airport, the nose and visor were raised. Prior to landing, the visor was again retracted and the nose lowered to 12.5° below horizontal for maximum visibility. Upon landing the nose was raised to the five-degree position to avoid the possibility of damage.
The Federal Aviation Administration had objected to the restrictive visibility of the visor used on the first two prototype Concordes and thus requiring alteration before the FAA would permit Concorde to serve US airports; this led to the redesigned visor used on the production and the four pre-production aircraft. The nose window and visor glass needed to endure temperatures in excess of 100 °C (212 °F) at supersonic flight were developed by Triplex.
Retirement
Concorde's final flight; G-BOAF from Heathrow to Bristol, on 26 November 2003. The extremely high fineness ratio of the fuselage is evident.
On 10 April 2003, Air France and British Airways simultaneously announced that they would retire Concorde later that year. They cited low passenger numbers following the 25 July 2000 crash, the slump in air travel following the September 11, 2001 attacks, and rising maintenance costs. Although Concorde was technologically advanced when introduced in the 1970s, 30 years later, its analogue cockpit was dated. There had been little commercial pressure to upgrade Concorde due to a lack of competing aircraft, unlike other airliners of the same era such as the Boeing 747. By its retirement, it was the last aircraft in British Airways' fleet that had a flight engineer; other aircraft, such as the modernised 747-400, had eliminated the role.
On 11 April 2003, Virgin Atlantic founder Sir Richard Branson announced that the company was interested in purchasing British Airways’ Concorde fleet for their nominal original price of £1 (US$1.57 in April 2003) each. British Airways dismissed the idea, prompting Virgin to increase their offer to £1 million each. Branson claimed that when BA was privatised, a clause in the agreement required them to allow another British airline to operate Concorde if BA ceased to do so, but the Government denied the existence of such a clause. In October 2003, Branson wrote in The Economist that his final offer was "over £5 million" and that he had intended to operate the fleet "for many years to come". The chances for keeping Concorde in service were stifled by Airbus's lack of support for continued maintenance.
It has been suggested that Concorde was not withdrawn for the reasons usually given but that it became apparent during the grounding of Concorde that the airlines could make more profit carrying first class passengers subsonically. A lack of commitment to Concorde from Director of Engineering Alan MacDonald was cited as having undermined BA’s resolve to continue operating Concorde.
Air France
Air France made its final commercial Concorde landing in the United States in New York City from Paris on 30 May 2003. Air France's final Concorde flight took place on 27 June 2003 when F-BVFC retired to Toulouse.
An auction of Concorde parts and memorabilia for Air France was held at Christie's in Paris on 15 November 2003; 1,300 people attended, and several lots exceeded their predicted values. French Concorde F-BVFC was retired to Toulouse and kept functional for a short time after the end of service, in case taxi runs were required in support of the French judicial enquiry into the 2000 crash. The aircraft is now fully retired and no longer functional.
French Concorde F-BTSD has been retired to the "Musée de l'Air et de l'Espace" at Le Bourget (near Paris) and, unlike the other museum Concordes, a few of the systems are being kept functional. For instance, the famous "droop nose" can still be lowered and raised. This led to rumours that they could be prepared for future flights for special occasions.
French Concorde F-BVFB currently rests at the Auto & Technik Museum Sinsheim at Sinsheim, Germany, after its last flight from Paris to Baden-Baden, followed by a spectacular transport to Sinsheim via barge and road. The museum also has a Tu-144 on display – this is the only place where both supersonic airliners can be seen together.
British Airways[edit]
BA Concorde G-BOAB in storage at London Heathrow Airport. This aircraft flew for 22,296 hours between its first flight in 1976 and its final flight in 2000.
BA Concorde G-BOAC in its hangar at Manchester Airport Aviation Viewing Park]]
British Airways conducted a North American farewell tour in October 2003. G-BOAG visited Toronto Pearson International Airport on 1 October, after which it flew to New York’s John F. Kennedy International Airport. G-BOAD visited Boston’s Logan International Airport on 8 October, and G-BOAG visited Washington Dulles International Airport on 14 October. It has been claimed that G-BOAD’s flight from London Heathrow to Boston set a transatlantic flight record of 3 hours, 5 minutes, 34 seconds. However the fastest transatlantic flight was from New York JFK airport to Heathrow on 7 February 1996, taking 2 hours, 52 minutes, 59 seconds; 90 seconds less than a record set in April 1990.
In a week of farewell flights around the United Kingdom, Concorde visited Birmingham on 20 October, Belfast on 21 October, Manchester on 22 October, Cardiff on 23 October, and Edinburgh on 24 October. Each day the aircraft made a return flight out and back into Heathrow to the cities, often overflying them at low altitude. On 22 October, both Concorde flight BA9021C, a special from Manchester, and BA002 from New York landed simultaneously on both of Heathrow's runways. On 23 October 2003, the Queen consented to the illumination of Windsor Castle, an honour reserved for state events and visiting dignitaries, as Concorde's last west-bound commercial flight departed London.
British Airways retired its Concorde fleet on 24 October 2003. G-BOAG left New York to a fanfare similar to that given for Air France’s F-BTSD, while two more made round trips, G-BOAF over the Bay of Biscay, carrying VIP guests including former Concorde pilots, and G-BOAE to Edinburgh. The three aircraft then circled over London, having received special permission to fly at low altitude, before landing in sequence at Heathrow. The captain of the New York to London flight was Mike Bannister. The final flight of a Concorde in the US occurred on 5 November 2003 when G-BOAG flew from New York's Kennedy Airport to Seattle's Boeing Field to join the Museum of Flight's permanent collection. The plane was piloted by Mike Bannister and Les Broadie who claimed a flight time of three hours, 55 minutes and 12 seconds, a record between the two cities. The museum had been pursuing a Concorde for their collection since 1984. The final flight of a Concorde world-wide took place on 26 November 2003 with a landing at Filton, Bristol, UK.
All of BA's Concorde fleet have been grounded, drained of hydraulic fluid and their airworthiness certificates withdrawn. Jock Lowe, ex-chief Concorde pilot and manager of the fleet estimated in 2004 that it would cost £10–15 million to make G-BOAF airworthy again. BA maintain ownership and have stated that they will not fly again due to a lack of support from Airbus. On 1 December 2003, Bonhams held an auction of British Airways’ Concorde artifacts, including a nose cone, at Kensington Olympia in London. Proceeds of around £750,000 were raised, with the majority going to charity. G-BOAD is currently on display at the Intrepid Sea, Air & Space Museum in New York. In 2007, BA announced that the advertising spot at Heathrow where a 40% scale model of Concorde was located would not be retained; the model is now on display at the Brooklands Museum.
Chrysler Concorde (1998)
The Concorde was completely redesigned for the 1998 model year. The new design was similar to the new Chrysler LHS, however the two models each had a unique front end shape and different rear fascias. The "Second Generation" design was introduced in 1996 as the Chrysler LHX Concept Car. This concept vehicle had large 20" wheels, and a centrally located instrument cluster. The wheelbase was expanded to 124 inches (3,100 mm) to allow for rear passenger supplement restraints, rear occupant entertainment center and storage compartment.
Despite overall length increasing by 7.5 inches (190 mm), the second generation's weight dropped by nearly a hundred pounds. This was achieved by extensive use of aluminum for the rear suspension, hood, as well as the two new engines. In addition the 214 hp (160 kW) 3.5-liter V6 engine, there was also a new 200 hp (149 kW) 2.7-liter V6 and 225 hp (168 kW) 3.2-liter V6. The 3.5-liter was redone and output upgraded to 253 hp (189 kW) and was available on the 2002-2004 Concorde Limited (formerly LHS).
Much was done in the design process to make the second generation LH sedans look more distinct from each other. The 1998 Concorde differed far greater from the Dodge Intrepid and the new 1999 Chrysler 300M (successor to the Eagle Vision), than did the first generation models. With the exception of the doors and roof, the Concorde shared little sheetmetal with the Intrepid and 300M. The new Concorde's front end was underscored by a striking full-width grille, relocated to the front bumper to give the impression of a bottom breather. Sweeping curves and a more rounded front end also helped set the Concorde apart from the Intrepid and 300M. The second generation Chrysler LHS had an appearance very similar to the Concorde; The only major differences being its more centrally located single frame grille and amber turn signals on the taillights.
As in the previous generation, six passenger seating with a front bench seat and column shifter was optional. Cloth seating was standard on base LX with leather seating optional. Leather was standard on upscale LXi and later Limited models.
The Concorde, 300M, and Intrepid were discontinued in 2004. The all-new Chrysler 300 replaced the Concorde (and 300M) in late 2004 as a 2005 model.
The Concorde 2nd generation replaced the first generation car (launched in 1991), itself derived from the AMC division Eagle Premier (and Dodge Monaco). Interestingly, these two AMC products were directly related to the then-new Renault 25 and inherited the Renault north-south installation of the powertrains, with the engine mounted ahead of, and driving, the front axle. This layout is very similar to that used in the larger Audis, thus permitting the installation of a all-wheel-drive system for added traction, though there were no volume models of either the AMC division cars, or the latter LHS platform Chryslers that used this system.
Notes on each of the aircraft Concorde and automotive Concorde are taken from excerpts published on Wikipedia.
The two models shown here, the Aérospatiale-BAC Concorde and the second generation Chrysler Corcorde have been designed in Lego. The aircraft in approximately 1:50 scale, and the car in miniland (1:21) scale for Flickr LUGNuts 79th Build Challenge, - "LUGNuts goes Wingnuts" - featuring automotive models named after, inspired by, or related to aircraft.
Vehicle model & configuration:
L : Light-duty L2000 or medium-duty M2000L range, cab from light-duty L2000 range
LN : Medium-duty M2000L range, cab from light-duty L2000 range, trailing axle
M : Medium duty, cab from heavy-duty F2000 range
MN : Trailing axle, medium-duty range, cab from heavy-duty F2000 range
MV : Leading axle, medium-duty range, cab from heavy-duty F2000 range
F : Two-axle truck, cab from heavy-duty F2000 range
FN : Trailing axle, cab from heavy-duty F2000 range
FV : Leading axle, cab from heavy-duty F2000 range
DF : Three-axle truck, tandem axle, cab from heavy-duty F2000 range
VF : Four-axle truck, cab from heavy-duty F2000 range
Body/conversion section:
- KI : Fittings for tipper body
- HK : Fittings for tipper body (rear)
- KO : Fittings for municipal service body
- LF : Fittings for fire-fighting vehicle
- LV : Fittings for loading crane structure in front of the platform
- PT : Fittings for car transporter
- TM : Fittings for concrete mixer
- NL : Fittings for the installation of a trailing axle
*Applicable for pre-Trucknology® Generation models (i.e. F90, F2000, M90, M2000)
Bus number: 71738
Classification: Airconditioned Provincial Operation Bus
Coachbuilder: Santarosa Philippines Motor Works, Incorporated
Chassis: Daewoo BV115
Model: BV115 SR Cityliner
Engine: Daewoo DE12TIS-BA
Layout: Rear-Mounted Engine Rear-Wheel Drive
Airconditioning Unit: Overhead Unit
Suspension: Leaf Spring Suspension
Seating Configuration: 2x2
Shot Location: SM North EDSA Sky Garden
Model of a mining excavator in front shovel configuration in scale 1:28.5. This 300 tonne machine is a representative of Liebherr's most popular size class and is ideally suited to load a fleet of 100 tonne payload mining trucks.
When LEGO introduced its 42100 Liebherr R 9800, I knew I had to get that set immediately after release. But I also knew from the beginning, that I would not like the official model's Technic design and that I had to build my own version.
Here it is, scaled larger than 42100, but on the other hand representing a much smaller machine than the 9800. About 300 vs. 800 tonnes in real life. This allowed me to use the main components of the official LEGO model to build my R 994 B. I used the clamshell bucket, the Power Functions XL actuators and the tracks and sprockets.
The main difference from 42100 lies in the electric components of my model. The following functions are all powered by two Power Functions rechargeable battery boxes and controlled by three SBricks via bluetooth connection and Brick Controller 2 app:
- Left and right crawler treads each using a Power Functions L motor
- Slewing of the upper structure using two Power Functions M motors
- Boom cylinders: one Power Functions XL motor
- Stick cylinders: one Power Functions L motor
- Bucket cylinders: one Power Functions M motor
- Clamshell bucket: one Brick Engine V1 motor (compatible to Power Functions)
- Access ladder: one Power Functions M motor
- Service flap: one Power Functions M motor
- Lighting: three pairs of Power Functions LEDs
Besides the main drive and digging functions, the model features a retractable access ladder and a lowerable service flap on the underside of the upper structure frame. The service flap is used to refuel and grease the excavator.
While building the Liebherr R 994 B Litronic in 1:28.5 scale, I could refer to a highly detailed diecast model of the very same machine in 1:50 scale.