View allAll Photos Tagged driven
Well-placed stickers on the back of the forklift being used to coal L.150.
T746 stock transfer from Northfields Depot to Ruislip Depot.
Facebook | Instagram | 500px | Twitter | Website
All Rights Reserved, as stated. Re-posts are with expressed permission only. You may not use this image, edit it or alter it in any way (and as a result, claim the image or the derivative as your own). And it's not for Tumblr / weheartit.com either.
Specifications:
220bhp at 3,500 rpm, 7,982.81 cc, coupling rod driven single overhead camshaft inline six-cylinder engine with a 110 mm bore x 140 mm stroke, four-speed sliding pinion transmission with open propeller shaft, two SU carburetors, front and rear half elliptic leaf spring suspension, four-wheel drum brakes. Wheelbase: 156"
Walter Owen Bentley was educated at Clifton College in Bristol. He left in July 1905 at age sixteen to study engineering at King’s College in London. The course lacked a practical element and, finding theory boring, W.O. left and joined the Great Northern Railway as a premium apprentice.
W.O. spent six years at the Great Northern Railway Works at Doncaster, progressing through the various shops and finally ending up on the footplate of the company’s locomotives.
W.O’s next job was assistant to the works manager of the National Motor Cab Company where he was responsible for the maintenance of over five hundred London taxis.
Bentley’s first motorized transport was a Quadrant motorcycle. As time went on, he bought better motorbikes and began entering races and touring events. Bentley won a gold medal in the difficult London to Edinburgh trial and in 1909 competed in the Tourist Trophy but crashed his Speed King on the first lap.
W.O’s first car was a 9 hp Riley that he bought in 1910. About a year later he purchased a French Sizaire-Naudin. The path of his life could not have been predicted; this early in his life, his views on this form of transportation were not favorable. “The motor car seemed to me a disagreeable vehicle. Perhaps I should have realized the vast potentialities of internal combustion and recognized from my nursery days that it was to be the impelling force in my life. But the fact must be recorded that the motor car struck my young, literal mind as a slow, inefficient, draughty and antisocial means of transport. Motor cars splashed people with mud, frightened horses, irritated dogs and were a frightful nuisance to everybody.”
In March 1912, in partnership with his brother, Horace Milner Bentley, W.O. secured the British concession for three French motor manufacturers. Two, Buchet and La Licorne, were not considered very good and so the new company concentrated on the superior Doriet, Flandrin et Parent car. Bentley and Bentley had a showroom in Hanover Street and later in New Street Mews, off Upper Baker Street. Motor racing was a great way to promote and sell cars and W.O. began to develop the four cylinder 2,001 cc 12/15 hp D.F.P. for competition use. Humber, with a similar engine capacity, was dominating this class of racing – Bentley would soon change that.
W.O.’s first event was June 15, 1912 at Aston Clinton hill-climb where the D.F.P. easily won Class II. More modifications followed and considerable success was achieved at Brooklands, eventually averaging 81.98 mph over ten laps. After fitting alloy pistons, Bentley took the car to Paris and broke the flying half-mile record at 89.70 mph. In June 1914 Bentley finished an incredible sixth overall in the Isle of Man T.T. against out and out racing cars of much higher capacity. This competition experience led to the D.F.P. 12/40 hp, the first car in motoring history to be fitted with aluminium pistons as standard.
The First World War brought the brothers’ car sales operation to a halt. Having fitted alloy pistons to the D.F.P. car, W.O. Bentley felt that his knowledge of this technology could help the war effort. W.O. approached the Admiralty with the suggestion that this knowledge should be incorporated into aero engines used by the Royal Naval Air Service.
Lieutenant Bentley was sent to the experimental department at Rolls-Royce in Derby where his ideas were tried, even though the company had already used aluminium pistons in their Silver Ghosts in the Austrian Alpine Trial of 1913. Bentley also worked at Sunbeam and Gwynnes before he was given the opportunity to design his own aero engine.
Bentley went to Humber in Coventry where he met designer F.T. Burgess and later his old friend from his motorcycling days, now Admiralty Inspector S.C.H. Davis. Fredrick Tasker Burgess worked with W.O. to produce the Bentley Rotary aero engines the B.R. 1 and B.R. 2. Later he would work in design at Bentley Motors. W.O. said of him, “I soon recognised that we talked the same language, understood and appreciated the same things, and that he was a man in a thousand to have on design work.”
W.O. was to meet another person who would figure significantly in Bentley Motors, on an airfield in France during the war while under attack by the Red Barron. W.O.: “The adjoining canal seemed to be the only retreat left to me when a Fokker came over one day, and after a terrific hundred-yard sprint with the bullets dancing behind me, in I went with a splash and huddled under the overhanging bank. The plane’s next run across the airfield brought me company in the shape of Petty Officer (Nobby) Clarke, and side-by-side Bentley Motors’ future head racing mechanic and I huddled among the rushes, teeth chattering. The pilot who sent us there, and helped to seal a warm friendship, was Barron von Richtofen himself. I almost felt a pang of regret when Brown in a (Sopwith) Camel, powered by one of our B.R.1’s, caught him at last a year or two later.”
W.O. Bentley was awarded the M.B.E. (Member of the Order of the British Empire) for his service in World War I and the Royal Commission on Awards paid him £8,000 for his work designing the B.R.1 and 2 engines. This money would provide W.O. with the means to set up Bentley Motors. W.O. wanted to build a car. “The creative instinct is strong in most engineers, and, just as I hadn’t been satisfied for long to work on someone else’s rotary engine, so I had to produce my own car.”
After the war, in a small office in Conduit Street, Bentley began to design a new engine. He recruited F.T. Burgess from Humber and Harry Varley from Vauxhall. By September 1919 the design was complete and all the parts manufactured. Nobby Clarke, chief mechanic of one of the R.N.A.S. squadrons that had used Bentley rotary engines, was hired to assemble the first car engine.
The 2,996 cc four-cylinder engine followed the current customary long stroke, high efficiency principals with maximum power developed at just 3,500 rpm. The engine was successfully run for the first time at New Street Mews at the beginning of October and a mock-up chassis was made ready for the Olympia Motor Show in London.
The car made an immediate impression, with a tall, imposing radiator and winged Bentley badge that had been designed by famous motoring artist, F. Gordon Crosby. The Autocar reported that, “The Bentley chassis stands alone in its class as a car designed to give that peculiar and almost perfect combination of tractability and great speed usually to be found on machines built for racing, and racing only.”
Of course Bentley would go on to achieve incredible success in motor racing for many years, winning the Twenty-Four Hours at Le Mans four times in a row during the twenties. Bentley’s drivers included Woolf Barnato, Sir Henry ‘Tim’ Birkin, Jack Barclay, Glen Kidston and George Duller. The Bentley Boys, as they were known, would become part of the Bentley legend. W.O.’s policy was to “race on Sunday, sell on Monday.”
S.C.H. Davis gave a 3.0-liter Bentley with an open four-seater tourer body its first road test for The Autocar in January 1920. Bentley moved to a factory in Oxgate Lane in Cricklewood where the Bentley cars were assembled. The first customer 3.0-liter was delivered in August 1921. Bentley would go on to produce models of 4.5-liters and 6.5-liters and finally between 1930 and 1931 the mighty 8-Litre.
The 8-Litre was basically an enlarged version of the Speed Six. It had a new lower chassis frame, with out-set rear springs and an ‘F’ series gearbox differing from all previous Bentley designs with its casing split down the centre, as opposed to the square box with a lid on top which was used in all earlier cars. This layout allowed for larger bearings which provided extra strength and reduced engine noise.
The first 8-Litres appeared at the Olympia Motor Show in October 1930 and created a sensation. This magnificent machine would top 100 mph with limousine coachwork and eight people inside.
Bentley’s Sales Manager Arthur Hillstead in his book, Those Bentley Days, wrote. “Eight litres! Nearly three times the cubic capacity of the never-to-be-forgotten 3! And what a motor it was! Having a six-cylinder engine with a bore and stroke of 110 mm by 140 mm respectively, and a top-gear speed range (with a ratio of 3.5 to 1) of a minimum of 6 mph and a maximum of 104 mph – what more could man ask for? Yes, indeed; and add to that an acceleration capacity of 10 mph to 100 mph in 50 seconds with a fully equipped saloon body, and surely we had the answer to the sporting motorist’s prayer? The sporting motorist! Speed cum refinement in its highest form! A creation evolved from years of racing experience!”
The 8-Litre was clearly aimed to go head to head with the Rolls-Royce Phantom II, challenging to be the best car in the world, although Hillstead was impressed by the fact that the Bentley outperformed the supercharged Mercedes of that time, on both acceleration and maximum speed, “but it performed with a silence that was uncanny.” He said, “There was nothing like it in the world.”
The 8-Litre was clearly aimed to go head to head with the Rolls-Royce Phantom II, challenging to be the best car in the world, although Hillstead was impressed by the fact that the Bentley outperformed the supercharged Mercedes of that time, on both acceleration and maximum speed, “but it performed with a silence that was uncanny.” He said, “There was nothing like it in the world.”
It would have been interesting to see what developed in this rivalry but Bentley was in deep financial trouble. Bentley Motors effectively ended in 1931 when they notified London Life that they would be unable to make their June 30th mortgage payment. W.O. was confident that the company would continue under the proposed new ownership of Napiers of Acton, London. The receiver’s sale of Bentley’s assets was regarded to be a formality, but in the Royal Courts of Justice in London’s Strand a barrister representing the British Central Equitable Trust made a counter offer, much to everyone’s astonishment. Napier immediately offered more, but the judge informed the court that he was not an auctioneer and gave the two parties until 4.30 in the afternoon to come back with sealed bids. W.O. said, “I don’t know by how much precisely Napier were out-bidded, but the margin was very small, a matter of a few hundred pounds. All I knew that evening was that the deal would not be going through after all.”
Later W.O. commented on the bankruptcy. He said, “When people ask me (and they are too tactful to do so often) why Bentleys went bust, I usually give three reasons: the slump, the 4-Litre car, and the ‘blower’ 41/2s; in proportions of about 70, 20 and 10% respectively.”
Following the court case, it became apparent that the B.C.E.T. was representing Rolls-Royce. Having acquired all of Bentley’s assets, including the design of the 8-Litre, it is perhaps telling that the model was never again produced. Napier’s original bid had been for £103,675, their sealed bid £104,775. Rolls-Royce paid £125,256.
After the acquisition of Bentley by Rolls-Royce, Walter Owen Bentley was asked to call at Rolls-Royce’s London offices to see Sir Henry Royce. Royce, like Bentley, had started working life on the Great Northern Railway. Bentley said, “It might be called an exploratory interview, I suppose, and I have often wondered what was its purpose.”
Royce asked, “I believe you’re a commercial man, Mr. Bentley?”
Bentley replied, “Well, not really, primarily, I suppose I’m more a technical specialist.”
Royce, in some surprise, said, “You’re not an engineer, then, are you?”
“Yes, I suppose you could call me that.” Bentley replied. “I think you were a boy in the G.N. running sheds at Peterborough a bit before I was a premium apprentice at Doncaster.” This was accepted with a nod, W.O. recalled, and he was then offered a job, “on not ungenerous terms…”
The first Rolls-Royce built Bentley was the 31/2 Litre. W.O. was heavily involved in the testing of this car, which became known as ‘The Silent Sports Car’. W.O. loved it.
Bentley were Rolls-Royce’s greatest rivals, but there was great mutual respect between the two men and admiration for the cars that they produced. The Bentley 8-Litre was superior to the Phantom II in a number of respects. Royce considered buying one, but rejected the idea. He said, “We can see in which way it can be better than we are.”
Chassis no. YR5076
Only one hundred 8-Litre Bentleys were built. The car presented here, chassis number YR5076, has its original open tourer coachwork by R. Harrison and Son, who were established in 1883. This incredibly handsome car has velvet green paintwork with a green leather interior and is in beautiful condition.
The 8-Litre was the last car designed by W.O. Bentley and of the hundred examples built, seventy-eight are still in existence today. Only sixteen 8-Litres were built with open bodywork,
six drophead coupés and ten open tourers; only twelve of these open cars survive today with their original coachwork. YR5076 is one of these extremely rare cars.
This car was delivered to Mr. W.B. Henderson, of Somerset, England on January 3, 1931 and was subsequently owned by G.R. Wilson and Lt. Col. A.J.A. Beck before being shipped to the United States in 1953 by Leo Pavelle from New York. The car then became the property of Bill Klein, who then had the largest collection of Bentleys in the world. The car remained in America in the ownership of Jimmy Black from Tennessee, Johnnie Bassett, Ed Jurist, Wayne Brooks and then David Van Schaick, who showed the car at Pebble Beach in 1989. YR5076 returned to the U.K. in 1995 having been sold to Richard Procter, the odometer showing just 43,000 miles, which was believed to be correct. The Bentley was restored during this time and was repainted and retrimmed. It was then sold to William Connor II in Hong Kong.
This car, chassis number, YR5076 has always been maintained to a very high standard and represents an exceptional opportunity to own one of these elegant, rare, high-speed touring cars. It is ready to be enjoyed at important events around the world.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=218906
This Lego miniland-scale Bentley 8-Litre Open Tourer YR5076 (1931 - Harrsion), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday March 8, 2008, 2010, where it sold for $2,200,000.
I photographed this "Turn of the Century Steam Driven Winch" at the 1990 Steam Weekend at the Blue Mountain & Reading Railroad Station in Hamburg, Pennsylvania on September 16, 1990. There is also a Tranter Vertical Steam Engine on the Right Side of my Photograph and one of the workers in the foreground. In the Left Background are at least two Reading Steam Locomotives..
Disclaimer: This photo was taken on September 16, 1990 with my Minolta Maxxim 5000 SLR using Print (Negative) Film when I was just learning photograph; so it is very soft & grainy. I scanned the Negative, used Photoshop Elements to correct the exposure and to generate a Digital Image.
A rare outing for a steam driven National (hence the chimney), on Colne Road, Burnley in 1982. Not best picture I have ever taken, but, as the current view shows, the factory chimney has now gone, lending this view historical interest to go some small way to compensate for its photographic shortcomings.
For years I had driven past this sign while I lived in Maplewood and kept thinking that I should stop and take a picture. I never did. Time passed. Longing grew. Eventually I planned a night, come hell or high water, that I would drive back to Maplewood to take this picture. Then I heard on the news that a murder that taken place at the motel right next door. My desire to drive to a shady bar near a murder hotel cooled.
Years passed. I decided to try again. A night was picked. I convinced SAH to come with me because if you are going to go walk around at night someplace, bring a friend, right? It started raining right as we left the house. Great. I neglected to mention the murder until we were in the parking lot. This news did not surprise SAH once he got a look at the motel and bar.
So, I leave the car and trudge the twenty yards to the bar. The rain has very temporarily abated. There is no one outside the bar... until I get close to the sign. Then suddenly six or seven very, very drunk guys stumble out to the porch. They are quite intrigued as to what the hell I am doing and why.
Now it is fair to say I have had this happen before. If you wander around enough with a camera near dark, people get suspicious, and fairly so. So I explain that I like the neon and I am taking a picture and no I'm not a professional or a cop or a weirdo and yes a tripod is a perfectly normal piece of equipment to have along for a night shot... The tension stayed high until a tall young man (whose name I wasn't offered and wasn't inquired after) ran out and said "Hey hey Dude, Bro, take my picture! Take it, ya know, for Facebook! I'm making this my profile! Send it to be bro!". I took his picture and said, as I retreated having already got this shot, that I would send it to him. If you are that guy, I have the shot and will still send it to you.
Everyone had a laugh and thought it was suddenly cool, and I packed up the tripod as the rain started again, and went back to the car in what was not lawn, but mud.
Meanwhile, SAH waited in the car. A wise move... mostly. For you see, a , uh, "transaction" was taking place just off the rear driver side bumper of the car. A man, who we will call John, and a woman were chatting having come from the bar? Come from the hotel? We don't know. They clearly were surprised when I approached and then got into the car and lo and behold a man was already in the car in the driver seat!
According to SAH, the transaction was of a classic nature in which one party was interested in exchanging an illicit substance of questionable quality for a night of affection, also of questionable quality.
What is important is that neither of us was murdered and I got the shot I wanted.
Taken by Cory Funk.
From my visits to the continent, the first generation Ypsilon seemed popular with both sexes, while this second generation was usually driven by women. Check out the cream alcantara material on the dash.
This example is from Vert-Saint-Denis in central northern France (77).
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
After Mil Helicopters' Mi-28 combat helicopter did not find takers, the design bureau decided in the 2000s to take a huge development step forward and question the basic helicopter layout. The result was the Mil Mi-62 (NATO reporting name: Hepcat), a single-seat attack gyrodyne/compound helicopter: a VTOL aircraft with a helicopter-like rotor system that is driven by its engine for take-off and landing but basically relies on conventional means of propulsion to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, as well as conventional wings, even though these alone would not keep the aircraft in the air.
The Mi-62 featured a tip-jet-powered rotor that burned a mixture of fuel and compressed air, bled from two wing-root-mounted jet engines. The rotor was only driven during the start/landing phase and at low speed. The air for the rotor was produced by compressors driven through a clutch off the main engines, though, which was fed through ducting up to the rotor head. Two Progress AI-222-25 turbofans, each rated at 24.52 KN (5.512 lbf), provided thrust for translational flight while the rotor autorotated, enabling VTOL and STOL start with overload. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.
Each engine supplied air for a pair of opposite rotor blades. The rotor blades were a symmetrical airfoil around a load-bearing spar. The airfoil was made of carbon fiber and light alloy because of center of gravity concerns. The compressed air was channeled through three tubes within the blade to tip-jet combustion chambers, where the compressed air was mixed with fuel and burned, driving the rotor. As a torque-less rotor system, no anti-torque correction system was required. Propeller pitch was controlled by the rudder pedals for low-speed yaw control. To support handling at low speed, bleed air from the main engines was also ducted to a control vent system in the tail.
Transition from helicopter to autogiro took place at around 60 mph by extinguishing the tip-jets, and at higher speeds up to half the lift was provided by the fixed wings. At high cruising speed, the Mi-62 almost behaved like a standard aircraft. Cruising speed was to be at about 500 km/h (312 mph), coupled with a range of up to 1400 km (870 ml).
Since the speed of the advancing rotor tip is a primary limitation to the maximum speed of a helicopter, this arrangement allowed a faster maximum speed than pure helicopters such as the Mi-24/35 or the AH-64. The elimination of the tail rotor is a qualitative advantage, too, because the torque-countering tail rotor can use up to 30% of engine power. Furthermore, the vulnerable boom and rear gearbox are fairly common causes of helicopter losses in combat. The Mi-62’s entire transmission presents a comparatively small target to ground fire, and is a rather simple/rigid arrangement with much less moving parts than a standard helicopter.
The Mi-62 was designed as an alternative to Kamov's successful Ka-50/52 program, and regarded as a heavier alternative. While the Ka-50 was designed to be small, fast and agile to improve survivability and lethality, the Mi-62 was to rely on speed, quick acceleration and decelleration as well as on good low altitude handling, coupled with sufficient protection against small caliber weapons. Since operation would be primarily at low level and using the landscape as cover, not much emphasis was put on stealth features, even though many passive protection elements like RAM were incorporated into the aircraft.
One of the program priorities was to enhance the helicopter's survivability. With this goal in mind, the configuration and systems' arrangement were chosen, assemblies designed, and structural materials tested, beyond the robust rotor propulsion system. The following measures to enhance pilot survivability were taken:
• Engines were placed on both sides of the airframe to prevent a single hit from destroying both engines
• The gyroplane could fly on a single engine in various modes – even with a damaged rotor a controlled landing glide was possible
• The cockpit was armored and screened with combined steel/aluminum armor and armored Plexiglas
• The hydraulic steering system compartment was armored and screened
• Vital units were screened by less important ones
• Self-sealing fuel tanks were filled with polyurethane foam
• Composites were used to preserve the helicopter's efficiency when its load-carrying elements are damaged
• A two-contour rotor-blade spar was developed, integrating the air ducts
• Control rod diameter was increased by positioning most of them inside the armored cockpit
• The powerplant and compartments adjacent to the fuel tanks were fire-protected
• The hydraulic system is capable of operating for 30 minutes if the oil system is damaged
• The power supply systems, control circuits etc. were made redundant and placed on opposite sides of the airframe
The armor consisted of spaced-aluminum plates with a total weight of more than 300 kg. The armor is fitted into the fuselage load-bearing structure, which reduces the total weight of the helicopter. GosNIIAS tests confirmed the pilot's protection up to 20mm caliber cannon rounds and shell fragments.
Another unique feature of the Mi-62 is the use of a rocket-parachute ejection system in case of an emergency. The helicopter emergency-escape system uses the K-37-800 ejection seat that was developed by the Zvezda Scientific Production Association (Chief Designer Guy Severin). The pilot's safety was also ensured by the undercarriage design. The undercarriage is capable of absorbing large loads in an emergency landing, and the cockpit has a crunch zone of up to 10-15% upon impact.
Basic armament consists of a twin-barreled Sh2A42 30-mm gun. The gun is mounted in a shallow turret which can rotate full 360° near the center of fuselage. It has 460 rounds of ammunition, firing high-fragmentation, explosive incendiary rounds and armor-piercing rounds.
The cannon has a dual-feed, which allows for a cyclic rate of fire between 300 to 900 RPM. Its effective range varies from 1500 meters for ground vehicles to 2,500 meters for air targets. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.
Beyond that, the aircraft carries a substantial load of weapons in six external hardpoints under the stub wings. An total of some 2.000 kg mixed ordnance, including AAMs, AGMs, gun and unguided rocket pods which include the S-13 and S-8 rockets, can be carried. Even unguided and guided (IR, optical, laser) bombs have been successfully tested, so that the Mi-62 could eventually replace early Su-25 combat aircraft in the CAS role. The "dumb" rocket pods can be upgraded to laser guided with the proposed Ugroza system.
The main armament against moving ground targets consists of up to sixteen laser-guided Vikhr anti-tank missiles (transl. Vortex or whirlwind) with a maximum range of some 8 km. The laser guidance is reported to be virtually jam-proof and the system features automatic guidance to target, enabling evasive action immediately after missile launch.
Like the Ka-50, the Mil gyrodyne was from the outset to be operated by a single pilot only. Mil’s designers concluded after thorough research of helicopter combat in Afghanistan and other war zones that the typical attack mission phases of low-level approach, pop-up target acquisition and weapon launch would not simultaneously demand navigation, maneuvering and weapons operation of the pilot. Thus, with well-designed support automation, a single pilot was expected to carry out the entire mission alone.
During operational testing from 1995 to 1996 the workload on the pilot was found to be similar to that of a fighter-bomber pilot, and the pilot could perform both flying and navigation duties. Later flight tests of the Mi-62 prototypes proved that its handling was more like an aircraft with VTOL capabilities than a standard helicopter, so that jet pilots could master it with some training.
Initially the Mi-62 was to be have been fitted with the Merkury Low-Light TV (LLTV) system. Due to a lack of funding, the system was late and experienced reliability and capability issues. As a result, focus shifted to Forward Looking Infra-Red (FLIR) systems, including the Shkval-N sighting system with an infrared sensor. Many versions were tried; on some the original "Shkval" was supplemented by a thermal imaging system, while others saw a complete replacement by the "Samshit" day-and-night system, which has become the final sensor standard, mounted in a chin sensor turret.
The fire control system automatically shares all target information among the four Mi-62 of a typical flight in real time, allowing one helicopter to engage a target spotted by another, and the system can also input target information from ground-based forward scouts with personnel-carried target designation gear.
The Mi-62 was, after a lengthy development and constant lack of funds, eventually adopted for service in the Russian army in 2015. It is currently manufactured by the new Russian Helicopters company that was founded in 2009 in Moscow, and built at the Mil Moscow Helicopter Plant. It has been introduced to both Air Force (Mi-62 sans suffix, ‘Hepcat A’) and Naval Aviation (Mi-62K, ‘Hepcat B’) and is being used as a heavily armed attack helicopter against both ground and airborne targets.
The navalized Mi-62K derivative has been selected as the new ship-borne attack type for the Russian Naval Aviation (Aviatsiya Voenno-morskogo Flota Rossii). It will feature folding rotor blades and life-support systems for the crew, who will fly in immersion suits. The fuselage and systems will be given special anti-corrosion treatment and a new fire-control radar will be capable of operating in "Sea Mode" and of supporting anti-ship missiles. Aviatsiya Voenno-morskogo Flota Rossii will need no fewer than 20 Mi-62, which will be operated together with Ka-52Ks.
The first Mi-62K is tentatively slated to enter squadron service by late 2014 or early 2015, coinciding with the delivery of the first carrier of the new Mistral class amphibious assault ships, ordered by the Russian Defense Ministry. These small carriers will contain rotary-wing assets, formed into aviation groups, and each of these groups is planned to include eight attack and eight assault/transport helicopters.
General characteristics
Crew: One
Length (fuselage only): 13,46 m (44 ft 1 in)
Rotor diameter: 15,40 m (50 ft 5 1/2 in)
Height: 4.60 m (15 ft 1 in)
Disc area: 186.3 m² (1.998 ft²)
Empty weight: 7,700 kg (17,000 lb)
Loaded weight: 9,800 kg / 10,400 kg (21,600 lb / 22,930 lb)
Max. takeoff weight: 10,800 kg (23,810 lb)
Powerplant
2× Progress AI-222-25 turbofans, 24.52 KN (5.512 lbf) each plus
4× rotor tip jet burning compressed air/fuel, 4.4 kN (1,000 lbf) thrust each
Performance
Never exceed speed: 550 km/h (297 knots, 342 mph) in dive
Maximum speed: 515 km/h (278 knots, 320 mph) in level flight
Cruise speed: 370 km/h (200 knots, 230 mph)
Range: 545 km (339 ml)
Combat radius: 800 km (500 ml)
Ferry range: 1400 km (870 ml) with 4 drop tanks
Service ceiling: 5,500 m (18,000 ft)
Rate of climb: 10.7 m/s (2,105 ft/min)
Armament
1× turret-mounted, wtin-barreled 30 mm Shipunov Sh2A42 cannon (460 rounds total, dual feeding AP or HE-Frag) under the fuselage
6×wing hardpoints with a capacity of 2,000 kg and provisions to carry combinations of launch pods for 80 mm S-8 rockets or 122 mm S-13 rockets, APU-6 Missile racks or up to 20× 9K121 Vikhr anti-tank missiles, 6× Vympel R-73 (NATO: AA-11 Archer) air-to-air missiles, Kh-25 semi-active laser guided tactical air-to-ground missiles, 4× 250 kg (550 lb) bombs or 2x 500 kg (1,100 lb) bombs, plus 23 mm UPK-23-250 gun pods (240 rounds each) or 500 l (130 US gal) external fuel tanks.
Two compartments in the lower fuselage with flare and chaff countermeasure dispensers, typically 4× UV-26 dispensers each (total 512 chaff/flare cartridges in each pod)
The kit and its assembly:
Another entry for the “Za Rodinu - The Anthony P Memorial Build” at whatifmodelers.com, and this time it’s a modern and rather exotic whif. Helicopters are rare among whiffers, so I thought I’d give that subject a chance, and I actually had the basis kit in store for some time, as I intended to build it for another GB but never got that kick to start it.
The fictional Mi-62 is a conversion of a snap-fit kit from Kotobukiya from a series of generic, roughly 1:72 scale mecha vehicles that do not belong to a specific series or movie, but they seem to be intended to go well with Gundam or Dougram. These are rather toy-like, sturdy things, but they have potential for more – especially the gyroplanes (two different types exist).
These seem to be unmanned drones/UAVs, though, and that immediately leads to the conversions I made. Most important change is a manned cockpit with a clear canopy (from a KP Su-25) and the respective, scratched interior.
Another big change was the deletion of the original, gigantic gatling gun under the fuselage, replaced by a much smaller twin cannon turret. That left a lot of ground clearance – as a late modification I decided to chop the landing gear and the respective fin/wing endplates by more than 1cm, so that the gyroplane would sit closer to the ground.
Further small cosmetics include an asymmetrical radome and a protruding pitot boom, some antenna bulges, new engine exhausts, chaff dispensers in the fuselage flanks, and free-standing main wheels.
The ordnance comes from a Dragon Soviet-Air-To-Ground-Ordnance kit, hung onto six new wing hardpoints (from a 1:144 F-4E and an ESCI Ka-34 in 1:72, IIRC).
Painting and markings:
Choosing a proper scheme was tricky. The helicopter was to look realistic, but still exotic, at least for Russian standards. I considered various options:
● An all-mid-grey livery, inspired by current Mi-35 attack helicopters. Too dull & simple!
● A trefoil-style scheme in khaki and olive drab, with blue undersides. Flashy, but IMHO rather old-school.
I finally found an original scheme on a Ka-62 prototype (shown at MAKS-2009): a wraparound scheme in olive drab, medium grey and chocolate brown. The colors are enamels, I used Olive Drab ANA 613 (ModelMaster #2050), German Uniform “Feldgrau” (ModelMaster #2014) Grey and German Armor Red Brown (Humbrol 160), later highlighted through dry-brushing with lighter shades of the basic tones and a black ink wash, standard process.
The interior was to be Russian-style, too, but instead of the eye-boggling turquoise I went for PRU Blue (Humbrol 230) inside of the cockpit. Still looks odd, but it’s not so bright.
As a twist I decided to use Russian Navy markings – and the real world introduction of Mistral Class ships was a good excuse for a naval version of this attack helicopter. The Naval Aviation used to and does employ many land-based aircraft and helicopters, incl. e. g. the Mi-24, in similar liveries to the Air Force or Army cousins.
The markings were puzzled together from various aftermarket decal sheets from Begemot , Authentic Decals and TL Modellbau, as well as from the scrap box. After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
I was looking forward to getting some street shooting done today, woke up feeling lousy and couldn't get out....
Driven by the strangled vein
Showing no mercy I do it again
Open up your eye
You keep on crying, baby
I’ll bleed you dry
The skies are blinking at me
I see a storm bubbling up from the sea
The other night, me and my sister were fooling around with watercolor paint, just making squiggles and stuff because it looks so cool. I was listening to my iPod when Closer by Kings of Leon came on. I wrote the lyrics of the second verse out with the watercolor. I looked up for a second out the window to see that it was pouring with rain. When I looked back at the paper, I saw that my sister had accidentally hit her brush covered in red paint beside my paper, creating red blood like spots allover it. I immediately ran outside to take this picture.
I didn't have any time to make fake blood, so I poured a bottle of cherry flavored Nyquil everywhere. I seemed to work pretty good, except all I could smell was cherry cough syrup for the longest time.
Leaving town on an airplane later today. Goodbye flickr, I'll be back on the 9th.
Happy Canada Day.
Lostinsound.org coverage of CoSM Vernal Equinox 3-22-2014
Photos by Kyle Rober
Kylerober7@gmail.com
www.facebook.com/lostinsoundorg
secure.cosm.org/np/clients/cosm/event.jsp?event=1373
www.facebook.com/SacredMirrors
www.facebook.com/events/1413009142275722
Andy Reed @ CoSM 3-22-14 www.mixcloud.com/infinitegeometry/live-cosm-the-chapel-of...
____________________
Event Schedule:
7:30 - Doors Open
8pm - Opening Ceremony with Alex & Allyson
9:30 - Ceremony Ends - Celebration begins
10pm - Dance Music, Live Painters, Fire Performers, etc.
3am - End of the 2014 Vernal Equinox Celebration
With your hosts Alex Grey & Allyson Grey:
Music Lineup
Random Rab
Emerging from his own distinct corner of the West Coast electronic music scene, Random Rab offers a powerful and unique contribution to sonic exploration. Often referred to as “The Master of Emotion” his music is patently beautiful and melodic. With diverse influences ranging from trip-hop, classical and Arabic to bass driven compositions, his songs are considered anthemic and timeless. As a multi-instrumentalist and singer, his tracks are organic, uplifting and stand on their own as a distinct genre. Listeners of all types of music can find something they can relate to in this sound. He has toured extensively across North America, including tours with Bassnectar, Shpongle, Beats Antique and headlined several festivals across the country.
There is no doubt that Rab understands a multitude of musical styles. He has been the front man of a heavy metal band, toured as a classical trumpet player, played bass in a country music band, was a scratch DJ for a jazz fusion project, was the singer for a rock band in Mexico and has collaborated with countless musicians of all styles. From acoustic performances in the Himalayas to rocking packed clubs in New York, Random Rab has found a way to connect with people of all kinds.
With a dedicated fanbase born from the San Francisco underground, Random Rab has become a Burning Man legend known for his sunrise sets that have now become one of his most sought after performances. His current popularity can often be traced to his breakout album, The Elucidation of Sorrow.. This album firmly established him as a recognizable force in the electronic music scene. His 4th album aRose, catapulted him into the state of momentum that is now taking hold internationally. His latest studio effort, Visurreal debuted in the iTunes Top 10 Electronic Charts as well as in the CMJ RPM Top 5 with several #1′s on radio stations across the country.
Sometimes performing solo and at other times featuring collaborative musicians, the live experience is focused on a high quality translation of sound that is simultaneously sexy and psychedelic.
OFFICIAL WEBSITE: randomrab.com/
SOUNDCLOUD: soundcloud.com/random-rab
FACEBOOK: www.facebook.com/randomrabofficial
Govinda
Govinda is the alter-ego of Austin based producer/composer Shane Madden. He began studying violin and composition at the age of eight and went on to study classical violin at the University of Texas where he fell in love with electronic music production. It was in Madden’s pursuit of his gypsy roots that he opened his ears to music from around the world. From experiences learning violin with mysterious masters on his journeys across the globe and his passion for modern design and technology, the current sound of Govinda was born.
Govinda has played with Thievery Corporation, Tipper, Bassnectar, Shpongle, Cheb I Sabbah, STS9 and many more and been featured on over 25 compilations such as Buddha Bar II, Asian Travels II, and Nirvana Lounge selling a combined 400,000 copies. Govinda has played at numerous festivals throughout North America including Coachella, Lightning in a Bottle, Sea of Dreams, SXSW and more.
Govinda's music has been licensed on shows like WB's “Roswell," MTV's “Road Rules,” and Bravo's “Queer Eye for the Straight Guy” as well as many independent films.The Govinda live show immerses the audience with a textured atmosphere of exotic, dubby vibrations interwoven with cosmic visual projections, world class dancers and mesmerizing vocals- all to the magic of his live electronics and violin.
OFFICIAL WEBSITE: govindamusic.com/
________________________
Kalya Scintilla
Traversing the cosmos, gliding across dimensions beyond time and space, Kalya Scintilla brings universal shamanic journeys through his music to planet earth straight from his heart. His music paints sacred soundscapes with world fusion beats from ancient futures hidden amongst our forgotten memories to bring forth lush healing vibrations to activate the dormant codes within us. Infusing his love for nature, tribal healing, sacred geometry, and Hathor wisdom; Kalya is able to birth heart opening crescendos that open doorways into our personal and collective awakening. Audiences across the world have successfully received his musical transmissions enabling his ability to travel and play at festivals across continents. His vision for the future holds his devotional intention to plant more seeds of galactic sound alchemy to be felt and experienced by all.
www.facebook.com/pages/Kalya-Scintilla/121242094567692
_____________________
Supersillyus
Supersillyus (aka Rob Uslan) is a musician and producer based in Allston, MA. He has been tickling minds with his brand of psychedelic electronic music since 2008. His extensively layered soundscapes feature instrumentation ranging from tribal drums, swirling synths, to the occasional marimba solo.
Supersillyus' most recent EP Interabang has been downloaded over 5,000 times since it's release October 31, 2013. Over the last several years, Supersillyus has performed his unique brand of psychedelic music with luminaries like Tipper, Hallucinogen, and Ott and showcased at festivals throughout the US and Canada.
www.ektoplazm.com/free-music/supersillyus-interabang
_____________________
Infinite Geometry
Infinite Geometry (Andy Reed) has been an audio alchemist for the past 10 years. His main focus has been his visionary art for the past few years (www.facebook.com/infinitegeometryart), but another passion of his has been electronic music.
He is currently based out of Asheville, NC and plays shows occasionally around the southeast US, as well as doing special timeslots in the Vision Lab multi-sensory art dome or early sunrise sets at renegade stages at music festivals.
He first began attending electronic events and raves in NYC at age 14, when living in northern NJ. He quickly drew very fond of the subculture that revolves around these highly intelligent and somewhat alien soundscapes. At age 17, he bought belt-drive Numark turntables and a 6 channel mixer from Radioshack. Everyone needs to start somewhere, right? His gear has been updated a lot since those days, having Technic 1210 M5G turntables and a vast collection of vinyl. Most of his recent music is in digital/mp3 format, but he is known from breaking the mold and dropping those warm vibrant analog sounding beats and bass.
Over time, he grew a deeply fond love of liquid jazzy drum and bass, in which he still plays regularly at shows now and again. As time progressed, so did his love of different genres. Currently, his sets include multi-genres including psybient downtempo, psydub, templestep, IDM, dreambass, post-dubstep, 2step & future garage, minimal atmospheric dnb, funky tribal house, and many others.
soundcloud.com/infinitegeometry
____________________
Jon Ohia
CoSM, NYC
Psylander
CoSM
Space Demon
CoSM
__________________
Live Painting
Alex Grey & Allyson Grey
Joness Jones
Martin Bridge & Carl Bridge
Olga Klimova
www.facebook.com/olga.vici.art
Paul Crisafi
Seth Leibowitz
www.facebook.com/sethleibowitz77
Adam Psybe
Visuals
Deciduous Pupils
As a way to further explore the world of visual arts, Keith Tokarski(Takyon) and Benjamin Cooke(Silent Stream) teamed together in 2012. After performing separately for many years, Takyon and Silent Stream solidified a 2-man visual performance group, Deciduous Pupils. Deciduous Pupils has had the opportunity to perform for a multitude of different talented artists and bands such as Ott , LTJ Bukem , Immortal Technique, Jumbie Art, Abakus, Phutureprimitive, Space Jesus and Lazy Rich…just to name a few. They have performed the visuals for the Disco Biscuits New Year’s run after party, the Silent Disco at Camp Bisco 2013 as well as several other festivals throughout the east coast. With the utmost experience and mastery of their craft, and a focus on creating all original artwork with live improvised performance, Deciduous Pupils is continuing to shock the minds of those around them as they bring the viewers visual perception to a new dimension throughout the East Coast.
vimeo:
Fabric Installation:
WizArt Visions - Olga Klimova
Fire Performance:
-Fayzah-Fire
Fayzah Fire is a multidisciplinary international performer. Her own “World + Street Styles Dance Method©” blends elements of World Dance styles, Popping, Waving, Hip Hop, & Groove theory. She is an accredited Tribal-Fusion dancer, Fire performer, Argentine Tango dancer, innovator of Tango-Bellydance Fusion, and DJ. She also works with healing arts & trance dance, & is influenced by ocean creatures, (both real and fantasy).
More info: DanceSpiral.com
Matalvin's Firewerks
Www.facebook.com/matalvin youtu.be/6K995kVyi94
Freyja
Phantomime
Bellydance:
Sarah Jezebel
CoSM, Chapel of Sacred Mirrors, 46 Deer Hill Road, Wappingers Falls, NY 12590
When 2010 began I was real heavy into motivational messages and designs. One word I used a lot in my designs was DRIVEN. Here is one of those designs I created this year using that word!
It all began with a steam-driven car: bulky, heavy, ugly and difficult to get moving. This set the tone for the future of Dampf Kraft Wagen, which excelled at not excelling. Famed (or rather notorious) for its lack of adventurous design and mediocre engines, DKW sought improvement in 1932 through a merger with Horch, Audi and Wanderer to create Auto-Union. It was the harsh economic reality of the times that forced the Germans to consider this huge conglomerate, although all four brands kept their name and their identity. For DKW this meant various (but not 50) shades of grey. Moreover, its vehicles were as bland as the company’s image. DKW built masses of small two-stroke cars that were mockingly known as ‘Duitse Kinder Wagens’ (German Children’s Cars). Things did not get appreciably better after the Second World War, with the company still producing new models that looked old before they were launched. The type 1000 was a typical example. It was the only saloon car that ever bore the name Auto-Union on its bodywork and the very first with the four interlocking rings on the shield on its grille. It was this run of the run-of-the-mill vehicle that the new owners, Daimler-Benz, tried to jazz up by launching the 1000 SP. The suffix stood for Spezial and not for Sport, because this coupé was anything but sporty. At a push, this last ever West German two-stroke model could generate 55 horsepower and reach a top speed of 140 kilometres per hour (with the wind behind it). No ‘Vorsprung durch Technik’ yet. That being said, the 1000 SP at least had its looks going for it. Its sloping lines, tail fins, open-mouth radiator grille and smallish headlights gave it the appearance of a shark, albeit a sad one. This was another car with a mocking nickname: ‘Baby Thunderbird’, a reference to the more muscular Ford it attempted to resemble. DKW eventually had 5,004 units of the coupé version built by Baur in Stuttgart, a company that for many years had crafted top-class coachwork for BMW. Less than a thousand units of the later cabriolet version were made.
Mahy added this damaged shark dating from 1960 to his collection in 1977. It cost him peanuts, since at that time the SP 1000 was very definitely not in demand. Its production had been terminated abruptly in 1965, when Auto-Union was taken over by Volkswagen. The new owners had very different plans for the four rings.
981 cc
3 In-line 2-stroke
55 hp
Mahy - a Family of Cars
09/09/2021 - 31/10/2021
Vynckier Site
Nieuwevaart 51-53
Gent
Belgium
#8 De Tomaso Pantera. Matchbox 1975.
So my favorite band is Pantera however I have never heard of these cars until I was already a fan of this band, but it turns out that I had this car my whole life. I guess my connection to them was always meant to be.
... (or rather food) by the Irish weather!!!
Those of you not lucky enough to live in this wee emerald isle will not understand why our grass is so green here! Oodles and oodles of lovely dark grey clouds and RAIN!!!
There was a Crème Brûlée sitting waiting here so I ran out of patience trying to capture the light on both wrappers and their reflections ..I know ..pathetic excuse.
And I think I should crop this one ...ah well it is too wet to concentrate..Lol!
Inspired by Rodney's wee image in the same place which I can't find but here is the link to his deLIGHTful stream www.flickr.com/photos/22246849@N02/ which is full of light.
+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model, the F-94A, entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome for the APG-33 radar, a derivative from the AN/APG-3, which directed the Convair B-36's tail guns and had a range of up to 20 miles (32 km). Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. Its Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a roomier cockpit and the canopy received a bow frame in the center between the two crew members. A new Instrument Landing System (ILS) was fitted, too, which made operations at night and/or in bad weather much safer. However, this new variant’s punch with just four machine guns remained weak, and, to improve the load of fire, wing-mounted pods with two additional pairs of 0.5” machine guns were introduced – but these hardly improved the interceptor’s effectiveness. 356 of the F-94B were nevertheless built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided just to treat it as a new version of the F-94. USAF interest was lukewarm since aircraft technology had already developed at a fast pace – supersonic performance had already become standard. Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation with a completely new, much thinner wing, a swept tail surface and a more powerful Pratt & Whitney J48. This was a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning. Instead of machine guns, the proposed new variant was exclusively armed with unguided air-to-air missiles.
Tests were positive and eventually the F-94C was adopted for USAF service, since it was the best interim solution for an all-weather fighter at that time. It still had to rely on Ground Control Interception Radar (GCI) sites to vector the interceptor to intruding aircraft, though.
The F-94C's introduction and the availability of the more effective Northrop F-89C/D Scorpion and the North American F-86D Sabre interceptors led to a quick relegation of the earlier F-94 variants from mid-1954 onwards to second line units and to Air National Guards. By 1955 most of them had already been phased out of USAF service, and some of these relatively young surplus machines were subsequently exported or handed over to friendly nations, too. When sent to the ANG, the F-94As were modified by Lockheed to F-94B standards and then returned to the ANG as B models. They primarily replaced outdated F-80C Shooting Stars and F-51D/H Mustangs.
At that time the USAF was looking for a tactical reconnaissance aircraft, a more effective successor for the RF-80A which had shown its worth and weaknesses during the Korea War. For instance, the plane could not fly at low altitude long enough to perform suitable visual reconnaissance, and its camera equipment was still based on WWII standards. Lockheed saw the opportunity to fill this operational gap with conversions of existing F-94A/B airframes, which had, in most cases, only had clocked few flying hours, primarily at high altitudes where Soviet bombers were expected to lurk, and still a lot of airframe life to offer. This led to another private venture, the RF-94B, auspiciously christened “Stargazer”.
The RF-94B was based on the F-94B interceptor with its J33 engine and the original unswept tail. The F-94B’s wings were retained but received a different leading-edge profile to better cope with operations at low altitude. The interceptor’s nose with the radome and the machine guns underneath was replaced by a new all-metal nose cone, which was more than 3 feet longer than the former radar nose, with windows for several sets of cameras; the wedge-shaped nose cone quickly earned the aircraft the unofficial nickname “Crocodile”.
One camera was looking ahead into flight direction and could be mounted at different angled downward (but not moved during flight), followed by two oblique cameras, looking to the left and the right, and a vertical camera as well as a long-range camera focussed on the horizon, which was behind a round window at port side. An additional, spacious compartment in front of the landing gear well held an innovative Tri-Metrogen horizon-to-horizon view system that consisted of three synchronized cameras. Coupled with a computerized control system based on light, speed, and altitude, it adjusted camera settings to produce pictures with greater delineation.
All cameras could be triggered individually by pilot or a dedicated observer/camera systems operator in the 2nd seat. Talking into a wire recorder, the crew could describe ground movements that might not have appeared in still pictures. A vertical view finder with a periscopic presentation on the cockpit panel was added for the pilot to enhance visual reconnaissance and target identification directly under the aircraft. Using magnesium flares carried under its wings in flash-ejector cartridges, the RF-94B was furthermore able to fly night missions.
The RF-94B was supposed to operate unarmed, but it could still carry a pair of 1.000 lb bombs under its wings or, thanks to added plumbings, an extra pair of drop tanks for ferry flights. The F-94A/B’s machine gun pods as well as the F-94C’s unguided missile launchers could be mounted to the wings, too, making it a viable attack aircraft in a secondary role.
The USAF was highly interested in this update proposal for the outdated interceptors (almost 500 F-94A/Bs had been built) and ordered 100 RF-94B conversions with an option for 100 more – just when a severe (and superior) competitor entered the stage after a lot of development troubles: Republic’s RF-84F Thunderflash reconnaissance version. The first YRF-84F had already been completed in February 1952 and it had an overall slightly better performance than the RF-94B. However, it offered more internal space for reconnaissance systems and was able to carry up to fifteen cameras with the support of many automatized systems, so that it was a single seater. Being largely identical to the F-84F and sharing its technical and logistical infrastructures, the USAF decided on short notice to change its procurement decision and rather adopt the more modern and promising Thunderflash as its standard tactical reconnaissance aircraft. The RF-94B conversion order was reduced to the initial 100 aircraft, and to avoid operational complexity these aircraft were exclusively delivered to Air National Guardss that had experience with the F-94A/B to replace their obsolete RF-80As.
Gradual replacement lasted until 1958, and while the RF-94B’s performance was overall better than the RF-80A’s, it was still disappointing and not the expected tactical intelligence gathering leap forward. The airframe did not cope well with constant low-level operations, and the aircraft’s marginal speed and handling did not ensure its survivability. However, unlike the RF-84F, which suffered from frequent engine problems, the Stargazers’ J33 made them highly reliable platforms – even though the complex Tri-Metrogen device turned out to be capricious, so that it was soon replaced with up to three standard cameras.
For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.
General characteristics:
Crew: 2 (but frequently operated by a single pilot)
Length: 43 ft 4 3/4 in (13.25 m)
Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)
Height: 12 ft. 2 (3.73 m)
Wing area: 234' 8" sq ft (29.11 m²)
Empty weight: 10,064 lb (4,570 kg)
Loaded weight: 15,330 lb (6,960 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,
5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner
Performance:
Maximum speed: 630 mph (1,014 km/h) at height and in level flight
Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks
Ferry range: 1,457 mi (1,275 nmi, 2,345 km)
Service ceiling: 42,750 ft (14,000 m)
Rate of climb: 6,858 ft/min (34.9 m/s)
Wing loading: 57.4 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…
2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks
or bombs of up to 1.000 lb (454 kg) caliber each, plus…
2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)
machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each
The kit and its assembly:
This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.
I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.
The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?
The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.
Painting and markings:
This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.
Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.
The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.
The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.
After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).
A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.
Special effects sample.
Driving off of Cape Breton Island onto mainland Nova Scotia across the Canso Causeway over the Strait of Canso. Shot in June 2008 on 3-CCD mini-DV.
Jazzed up in post production.
Music from Stockmusic.net.
Originally intended for Leicester, York has Wright Streetdeck SK17 HHD on a long term temporary basis - this is a demonstrator for various First fleets as it is a series 3 Micro Hybrid with stop-start technology. The main driveline is as a Euro 6 compliant diesel bus, but the air compressor is electric (not driven off the driveshaft as is usually the case) and a second alternator is present - when the brakes are applied the energy that would otherwise be lost in braking is recovered, stored, and used to power the compressor and saloon lighting; as this saves those items not having to be powered from the engine it gives fuel efficiency savings of about 10-15%.
This was originally to be at York for about 4 months from June 2017 to stand in for Gemini 2HEV's 39001-4 which are to be returned to Wrights one by one in order to have their batteries replaced and some electricial issues looked at, though that work has now been completed. Since then one of the rear seats on this has been damaged and replaced with a moquette one, so maybe that'll be enough for York to keep hold of this bus!
After checking for several weeks I finally got the photo I wanted as 35100 showed up to run the late night final 26 to Fulford... and is seen at the Fulford terminus by the end of Crossfield Crescent having done a 3-point turn, the road itself can be full of parked cars making it hard for anything other than a Solo to get through. This journey doesn't show in paper-based timetables and only runs a single trip on a friday and saturday night, so from a fleet of over 100 vehicles it is fortunate this has popped up before it leaves the fleet.
A race from dawn to dusk – Stage 1. Join the support team as they share their perspective from the latest Driven Challenge, as the new Range Rover Sport blazes across the Empty Quarter.
©2011 Susan Ogden-All Rights Reserved Images Thruthelookingglass
When getting to the NYBG Orchid show proved to be a daunting task due to all the flooding in Eastern NJ, Nan and i decided to stay local for a shoot on Sunday. We visited Stoney Hill Gardens, Bamboo Brook and Willowwood, and had lunch at the pub.
A most enjoyable way to pass the afternoon!
Of all the Orchid’s, the Lady’s Slipper is my very favorite (of course it would be,,,it is one of the more difficult to actually keep alive, let alone get to bloom again after you spend big bucks to buy one....with my track record this is just not an option!) SO....i had to be content with a very abstract shot of this fabulously beautiful and sensual flower....
Happy Tuesday!! Smile and make it count!
Paramount were also in association with Moseleys by the lokks of it because ex SMS Xtrav YN59SVV a Volvo B9R / Plaxton Panther C57F is for sale on Moseleys website. Seen at used bus and coach live 12/08/18
A Northern Harrier was making a pass over the Hope Airpark and was then driven away by Crows. They kept up the pursuit for quite a time.
Driven @ Hard Rock Live on The Las Vegas Strip 8.3.2017
Photos © Fred Morledge - www.PhotoFM.com
For licensing or prints of these images, please contact Fred@PhotoFM.com
Specifications:
220bhp at 3,500 rpm, 7,982.81 cc, coupling rod driven single overhead camshaft inline six-cylinder engine with a 110 mm bore x 140 mm stroke, four-speed sliding pinion transmission with open propeller shaft, two SU carburetors, front and rear half elliptic leaf spring suspension, four-wheel drum brakes. Wheelbase: 156"
Walter Owen Bentley was educated at Clifton College in Bristol. He left in July 1905 at age sixteen to study engineering at King’s College in London. The course lacked a practical element and, finding theory boring, W.O. left and joined the Great Northern Railway as a premium apprentice.
W.O. spent six years at the Great Northern Railway Works at Doncaster, progressing through the various shops and finally ending up on the footplate of the company’s locomotives.
W.O’s next job was assistant to the works manager of the National Motor Cab Company where he was responsible for the maintenance of over five hundred London taxis.
Bentley’s first motorized transport was a Quadrant motorcycle. As time went on, he bought better motorbikes and began entering races and touring events. Bentley won a gold medal in the difficult London to Edinburgh trial and in 1909 competed in the Tourist Trophy but crashed his Speed King on the first lap.
W.O’s first car was a 9 hp Riley that he bought in 1910. About a year later he purchased a French Sizaire-Naudin. The path of his life could not have been predicted; this early in his life, his views on this form of transportation were not favorable. “The motor car seemed to me a disagreeable vehicle. Perhaps I should have realized the vast potentialities of internal combustion and recognized from my nursery days that it was to be the impelling force in my life. But the fact must be recorded that the motor car struck my young, literal mind as a slow, inefficient, draughty and antisocial means of transport. Motor cars splashed people with mud, frightened horses, irritated dogs and were a frightful nuisance to everybody.”
In March 1912, in partnership with his brother, Horace Milner Bentley, W.O. secured the British concession for three French motor manufacturers. Two, Buchet and La Licorne, were not considered very good and so the new company concentrated on the superior Doriet, Flandrin et Parent car. Bentley and Bentley had a showroom in Hanover Street and later in New Street Mews, off Upper Baker Street. Motor racing was a great way to promote and sell cars and W.O. began to develop the four cylinder 2,001 cc 12/15 hp D.F.P. for competition use. Humber, with a similar engine capacity, was dominating this class of racing – Bentley would soon change that.
W.O.’s first event was June 15, 1912 at Aston Clinton hill-climb where the D.F.P. easily won Class II. More modifications followed and considerable success was achieved at Brooklands, eventually averaging 81.98 mph over ten laps. After fitting alloy pistons, Bentley took the car to Paris and broke the flying half-mile record at 89.70 mph. In June 1914 Bentley finished an incredible sixth overall in the Isle of Man T.T. against out and out racing cars of much higher capacity. This competition experience led to the D.F.P. 12/40 hp, the first car in motoring history to be fitted with aluminium pistons as standard.
The First World War brought the brothers’ car sales operation to a halt. Having fitted alloy pistons to the D.F.P. car, W.O. Bentley felt that his knowledge of this technology could help the war effort. W.O. approached the Admiralty with the suggestion that this knowledge should be incorporated into aero engines used by the Royal Naval Air Service.
Lieutenant Bentley was sent to the experimental department at Rolls-Royce in Derby where his ideas were tried, even though the company had already used aluminium pistons in their Silver Ghosts in the Austrian Alpine Trial of 1913. Bentley also worked at Sunbeam and Gwynnes before he was given the opportunity to design his own aero engine.
Bentley went to Humber in Coventry where he met designer F.T. Burgess and later his old friend from his motorcycling days, now Admiralty Inspector S.C.H. Davis. Fredrick Tasker Burgess worked with W.O. to produce the Bentley Rotary aero engines the B.R. 1 and B.R. 2. Later he would work in design at Bentley Motors. W.O. said of him, “I soon recognised that we talked the same language, understood and appreciated the same things, and that he was a man in a thousand to have on design work.”
W.O. was to meet another person who would figure significantly in Bentley Motors, on an airfield in France during the war while under attack by the Red Barron. W.O.: “The adjoining canal seemed to be the only retreat left to me when a Fokker came over one day, and after a terrific hundred-yard sprint with the bullets dancing behind me, in I went with a splash and huddled under the overhanging bank. The plane’s next run across the airfield brought me company in the shape of Petty Officer (Nobby) Clarke, and side-by-side Bentley Motors’ future head racing mechanic and I huddled among the rushes, teeth chattering. The pilot who sent us there, and helped to seal a warm friendship, was Barron von Richtofen himself. I almost felt a pang of regret when Brown in a (Sopwith) Camel, powered by one of our B.R.1’s, caught him at last a year or two later.”
W.O. Bentley was awarded the M.B.E. (Member of the Order of the British Empire) for his service in World War I and the Royal Commission on Awards paid him £8,000 for his work designing the B.R.1 and 2 engines. This money would provide W.O. with the means to set up Bentley Motors. W.O. wanted to build a car. “The creative instinct is strong in most engineers, and, just as I hadn’t been satisfied for long to work on someone else’s rotary engine, so I had to produce my own car.”
After the war, in a small office in Conduit Street, Bentley began to design a new engine. He recruited F.T. Burgess from Humber and Harry Varley from Vauxhall. By September 1919 the design was complete and all the parts manufactured. Nobby Clarke, chief mechanic of one of the R.N.A.S. squadrons that had used Bentley rotary engines, was hired to assemble the first car engine.
The 2,996 cc four-cylinder engine followed the current customary long stroke, high efficiency principals with maximum power developed at just 3,500 rpm. The engine was successfully run for the first time at New Street Mews at the beginning of October and a mock-up chassis was made ready for the Olympia Motor Show in London.
The car made an immediate impression, with a tall, imposing radiator and winged Bentley badge that had been designed by famous motoring artist, F. Gordon Crosby. The Autocar reported that, “The Bentley chassis stands alone in its class as a car designed to give that peculiar and almost perfect combination of tractability and great speed usually to be found on machines built for racing, and racing only.”
Of course Bentley would go on to achieve incredible success in motor racing for many years, winning the Twenty-Four Hours at Le Mans four times in a row during the twenties. Bentley’s drivers included Woolf Barnato, Sir Henry ‘Tim’ Birkin, Jack Barclay, Glen Kidston and George Duller. The Bentley Boys, as they were known, would become part of the Bentley legend. W.O.’s policy was to “race on Sunday, sell on Monday.”
S.C.H. Davis gave a 3.0-liter Bentley with an open four-seater tourer body its first road test for The Autocar in January 1920. Bentley moved to a factory in Oxgate Lane in Cricklewood where the Bentley cars were assembled. The first customer 3.0-liter was delivered in August 1921. Bentley would go on to produce models of 4.5-liters and 6.5-liters and finally between 1930 and 1931 the mighty 8-Litre.
The 8-Litre was basically an enlarged version of the Speed Six. It had a new lower chassis frame, with out-set rear springs and an ‘F’ series gearbox differing from all previous Bentley designs with its casing split down the centre, as opposed to the square box with a lid on top which was used in all earlier cars. This layout allowed for larger bearings which provided extra strength and reduced engine noise.
The first 8-Litres appeared at the Olympia Motor Show in October 1930 and created a sensation. This magnificent machine would top 100 mph with limousine coachwork and eight people inside.
Bentley’s Sales Manager Arthur Hillstead in his book, Those Bentley Days, wrote. “Eight litres! Nearly three times the cubic capacity of the never-to-be-forgotten 3! And what a motor it was! Having a six-cylinder engine with a bore and stroke of 110 mm by 140 mm respectively, and a top-gear speed range (with a ratio of 3.5 to 1) of a minimum of 6 mph and a maximum of 104 mph – what more could man ask for? Yes, indeed; and add to that an acceleration capacity of 10 mph to 100 mph in 50 seconds with a fully equipped saloon body, and surely we had the answer to the sporting motorist’s prayer? The sporting motorist! Speed cum refinement in its highest form! A creation evolved from years of racing experience!”
The 8-Litre was clearly aimed to go head to head with the Rolls-Royce Phantom II, challenging to be the best car in the world, although Hillstead was impressed by the fact that the Bentley outperformed the supercharged Mercedes of that time, on both acceleration and maximum speed, “but it performed with a silence that was uncanny.” He said, “There was nothing like it in the world.”
The 8-Litre was clearly aimed to go head to head with the Rolls-Royce Phantom II, challenging to be the best car in the world, although Hillstead was impressed by the fact that the Bentley outperformed the supercharged Mercedes of that time, on both acceleration and maximum speed, “but it performed with a silence that was uncanny.” He said, “There was nothing like it in the world.”
It would have been interesting to see what developed in this rivalry but Bentley was in deep financial trouble. Bentley Motors effectively ended in 1931 when they notified London Life that they would be unable to make their June 30th mortgage payment. W.O. was confident that the company would continue under the proposed new ownership of Napiers of Acton, London. The receiver’s sale of Bentley’s assets was regarded to be a formality, but in the Royal Courts of Justice in London’s Strand a barrister representing the British Central Equitable Trust made a counter offer, much to everyone’s astonishment. Napier immediately offered more, but the judge informed the court that he was not an auctioneer and gave the two parties until 4.30 in the afternoon to come back with sealed bids. W.O. said, “I don’t know by how much precisely Napier were out-bidded, but the margin was very small, a matter of a few hundred pounds. All I knew that evening was that the deal would not be going through after all.”
Later W.O. commented on the bankruptcy. He said, “When people ask me (and they are too tactful to do so often) why Bentleys went bust, I usually give three reasons: the slump, the 4-Litre car, and the ‘blower’ 41/2s; in proportions of about 70, 20 and 10% respectively.”
Following the court case, it became apparent that the B.C.E.T. was representing Rolls-Royce. Having acquired all of Bentley’s assets, including the design of the 8-Litre, it is perhaps telling that the model was never again produced. Napier’s original bid had been for £103,675, their sealed bid £104,775. Rolls-Royce paid £125,256.
After the acquisition of Bentley by Rolls-Royce, Walter Owen Bentley was asked to call at Rolls-Royce’s London offices to see Sir Henry Royce. Royce, like Bentley, had started working life on the Great Northern Railway. Bentley said, “It might be called an exploratory interview, I suppose, and I have often wondered what was its purpose.”
Royce asked, “I believe you’re a commercial man, Mr. Bentley?”
Bentley replied, “Well, not really, primarily, I suppose I’m more a technical specialist.”
Royce, in some surprise, said, “You’re not an engineer, then, are you?”
“Yes, I suppose you could call me that.” Bentley replied. “I think you were a boy in the G.N. running sheds at Peterborough a bit before I was a premium apprentice at Doncaster.” This was accepted with a nod, W.O. recalled, and he was then offered a job, “on not ungenerous terms…”
The first Rolls-Royce built Bentley was the 31/2 Litre. W.O. was heavily involved in the testing of this car, which became known as ‘The Silent Sports Car’. W.O. loved it.
Bentley were Rolls-Royce’s greatest rivals, but there was great mutual respect between the two men and admiration for the cars that they produced. The Bentley 8-Litre was superior to the Phantom II in a number of respects. Royce considered buying one, but rejected the idea. He said, “We can see in which way it can be better than we are.”
Chassis no. YR5076
Only one hundred 8-Litre Bentleys were built. The car presented here, chassis number YR5076, has its original open tourer coachwork by R. Harrison and Son, who were established in 1883. This incredibly handsome car has velvet green paintwork with a green leather interior and is in beautiful condition.
The 8-Litre was the last car designed by W.O. Bentley and of the hundred examples built, seventy-eight are still in existence today. Only sixteen 8-Litres were built with open bodywork,
six drophead coupés and ten open tourers; only twelve of these open cars survive today with their original coachwork. YR5076 is one of these extremely rare cars.
This car was delivered to Mr. W.B. Henderson, of Somerset, England on January 3, 1931 and was subsequently owned by G.R. Wilson and Lt. Col. A.J.A. Beck before being shipped to the United States in 1953 by Leo Pavelle from New York. The car then became the property of Bill Klein, who then had the largest collection of Bentleys in the world. The car remained in America in the ownership of Jimmy Black from Tennessee, Johnnie Bassett, Ed Jurist, Wayne Brooks and then David Van Schaick, who showed the car at Pebble Beach in 1989. YR5076 returned to the U.K. in 1995 having been sold to Richard Procter, the odometer showing just 43,000 miles, which was believed to be correct. The Bentley was restored during this time and was repainted and retrimmed. It was then sold to William Connor II in Hong Kong.
This car, chassis number, YR5076 has always been maintained to a very high standard and represents an exceptional opportunity to own one of these elegant, rare, high-speed touring cars. It is ready to be enjoyed at important events around the world.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=218906
This Lego miniland-scale Bentley 8-Litre Open Tourer YR5076 (1931 - Harrsion), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday March 8, 2008, 2010, where it sold for $2,200,000.
My submission for the Mobile Bike Art Show Or ArtRide that took place on August 8th at the Mobile Arts Council.
I've driven past this venerable old apartment building on NW 23rd Avenue near NW Burnside Street hundreds of times, but it was only today, when I walked past it, that I truly appreciated what a magnificent edifice it is.
I would be curious whether it is still apartments or whether, as was the case with many other old buildings in Northwest, it was converted to condominiums in the boom years just before the Global Financial Crisis of 2008.
Being driven by a mate of mine was Lewis Coaches MCZ2435 a Volvo B10M / Vanhool Alizee C57F . iT HAD BEEN NEW TO sHEARINGS AS AN EXEC. pHOTO TAKEN 22/05/13
This shot came about in an unusual, unrepeatable way, and purely by chance, so I was quite amazed when I downloaded this shot. It all happened in the following way: -
I was using a tripod to shoot a landscape, but had to stand in the middle of a very quiet lane to get the shot I wanted. Sure enough, a rare car came along at the wrong moment, and I had to move out of the way, just as the camera self timer opened the shutter. This lead to the "speed blurs" of this image, which after winding up the colour and contrast produced this interesting abstract image.
And so to the title - Whilst using a tripod to get a stable image, ironically I managed to get the most blurred image I think I have ever taken! Honestly, it's enought to - drive you to abstraction :-)