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It needs a bit of tweaking, but I'm getting there. He's fully jointed, but obviously can't stand on his own.
This one-off prototype sports car was built by AC Cars Ltd. (Thames-Ditton) in 1962-63 as an eventual replacement for the Ace and Cobra. The AC Experimental Coupe, as it was called (despite being a convertible), used a unique space-frame chassis, coil-spring suspension, rack-and-pinion steering, inboard rear brakes and aluminum body panels. It was powered by a Ford 289 race engine left over from the 1963 LeMans 24 Hours. The prototype was regularly driven by Derek Hurlock until 1968 when it was sold to a private owner. This unique piece of AC Cars history is now for sale at Speedart Motorsports in Miami FL at an asking price of $950,000 USD.
I was confused at first as to why a Deltic sounded like a Class 50, until I noticed the number on the side! This is DP2, an English Electric prototype for the Class 50 locomotives that shared the same bodyshell as the earlier Class 55 Deltics, but was powered instead by an English Electric 16CSVT engine of 2,700hp.
DP2 was built in 1962 at English Electric's Vulcan Foundry, and was the prototype of a new fleet of diesel express locomotives. The engine was built in the same bodyshell as the Class 55 Deltic locomotives of the same year, but that's where all similarities ended.
As mentioned, the locomotive was fitted with a 2,700hp English Electric 16CSVT engine, giving it a top speed of 90mph. It was tested extensively on the West Coast Mainline during 1962, primarily to see how effective it was at combating the steep gradients of Beattock and Shap, both of which posed everyday problems for the ageing fleet of LMS steam engines. Its final test with Vulcan Foundry was a fast running test with a 15-coach train of 483tons between Crewe and Penrith, passing Tebay near the summit of Shap at 80 mph.
After tests were completed, the engine was pressed into service operating between Crewe and Birmingham for crew training, and latterly on express trains out of Euston, and finally King's Cross.
A nimble locomotive, it worked express passenger workings alongside its Deltic cousins until tragedy struck on the 31st July, 1967, where it struck the wreckage of a derailed freight train near Thirsk in Yorkshire, killing 7 people. The locomotive was taken to York, where it was determined the engine was beyond economic repair and thus was scrapped at its original home of Vulcan Foundry in 1968, the only instance that a unique locomotive, as well as a prototype machine, has been written off due to accident damage. Many of the spares stripped from the engine would eventually find their way into 50017 and finally 50037, including its surviving engine, but this, along with 50037, would meet their maker on a Glasgow scrap-line in December 1992.
Prototype Plasma Snipers
Individually or in a pack of 6
These can be found on my shapeways in prototype form.
Groove handed out stickers with purchases during SDCC, there were ten stickers six of them featured unproduced prototypes from the artwork collaboration series.
A prototype of what became the Chi-ri. Notice how the turret is a variant of the one used on the Chi-go. Our older Ridgebacks have been upgraded to this standard.
Credit to Jack Kenyon for the hull.
In 1959 Ford loaned these prototype H-models to four companies including PIE and Middle Atlantic. Ford had them built by Hendrickson. Neil Sherff shot this one back in the day.
Shame about the virgin coach behind it but here is Prototype HST 41001 seen at Stanford on Soar with the 1445 Ruddington - Loughborough 20/4/19.
Custom rifle by Prometheus Rising Heavy Industries (order one here: bit.ly/18CoJCO )
I removed the "Wookiee braids" and the holster to make it more accurate to the original design.
A flashbar that never burns out ?
An electronic flash that is not big and heavy ?
WIth 125 ISO Time Zero film it was just not possible. Now with 600 film we have a 4x increase in film speed. So would it be possible to fit a sufficiently strong flash into a flashbar enclosure ? I've tried it. The flash circuit is from a disposable camera. You may get a few at a place that processes films. (Dangerous voltage inside -beware!)
The interface is the same as my flash adapters: A 3.9 Ohm resistor where tthe first bulb was, A 3021optocoupler with a 100 Ohm series resistor, its output triac across the flash contacts. Contact strip and case are from a dead flashbar. This is just a prototype with the battery on the top. With a some careful planning a battery holder might just fit into the flashbar as well.
Even better the e-flashbar could be powered from the camera. This would require an electronic voltage regulator that provides the 1.5V 2 Amp charging current without overloading the attery and maybe a timer would be necessary to hold recharging until the last photo has ejected. But does it work ? YES !
With the L/D dial set to 2' brighten exposure is just right. See the test photo.
This does not require an electronic modification to the camera since flash mode is not affected by the modified circuits.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Under the Treaty of Trianon (1920), Hungary was forbidden from owning military aircraft. However, a secret air arm was gradually established under the cover of civilian flying clubs. During 1938, as a result of the Bled agreement, the existence of the Royal Hungarian Air Force (Hungarian: Magyar Királyi Honvéd Légierő (MKHL)), was made known. The army's aviation service was reorganized and expanded.
Late 1938 the army aviation was once again reorganized. Admiral Horthy, the head of state, ordered that the army aviation should become an independent service with effect of 01.09.1939. It subsequently participated in clashes with the newly established Slovak Republic and in the border confrontation with the Kingdom of Romania.
In 1940, the decision was made to unite the Air Force, the anti-aircraft forces, and the civilian air defense organizations under one central headquarters. In April 1941, operations were conducted in support of the German invasion of Yugoslavia and, on 27 June 1941, Hungary declared war on the Soviet Union.
On 01.06.1941, the Air Defense Corps was established, and Lieutenant General Béla Rákosi became Commander of Army Aviation. In effect the Air Force had once again become part of the Army. In the summer of 1942, an air brigade was attached to the Luftwaffe's VIII. Fliegerkorps at the Eastern Front.
At that time, most of the Hungarian Air Force's fighter equipment was of German origin, consisting of types like Bf 109 F and G, Fw 190 A/F, Me 210. But some indigenous designs were under development, too, e. g. at the RMI, Repülo Muszaki Intézet, or Aviation Technical Institute. Its aircraft were primarily (but not exclusively) by László Varga, and as a result, RMI designs were often given the Varga name (in some cases, even when he was not the major designer). But the RMI designation was used in parallel, too.
One of the domestic developments was the RMI-11 'Sólyom' (= Falcon) fighter. This single engine aircraft drew heavily upon the Bf 109 design, but featured some changes and improvements like an inward-retracting landing gear or a bubble canopy. It also incorporated elements from the heavy RMI-8 fighter, a push/pull design with twin tail booms, but the RMI-8’s sole prototype was destroyed by Allied air raids before a serious test program could be launched.
In contrast to the complex RMI-8 the RMI-11 was a small and light aircraft, a conventional but clean design, based on simple shapes for easy, modular production. Most of its structure was made from wood, saving sparse metal whenever possible. Empty weight was, for instance, about 200 kg less than a contemporary Bf- 109 G.
The RMI-11 was driven by a liquid-cooled DB 605 inverted V12 engine, rated at 1.475 hp. Thanks to the low weight of the airframe, the machine achieved a high top speed and an exceptional high rate of climb.
Originally designed as a fast and agile interceptor in the early stages of WWII, the RMI was only armed with two 13mm MG 131 with 300 RPG and two 7.92 mm MG 17 in the outer wings. Two underwing hardpoints could carry up to 100 kg each.
The RMI-11 prototype made its maiden flight in late 1943 and after a basic but successful test program immediately ordered into production – in a hurry, though, and beginning March 1944, Allied bomber raids began on Hungary and progressively increased in intensity.
Production of the RMI-11 gained only slowly momentum, due to material shortages, because the RMI-11was primarily of plywood bonded with a special phenolic resin adhesive that was supplied from German sources. Due to Allied bombing raids on the glue’s original production sites the plywood glue had to be replaced by one that was not as strong, and was later found to react chemically, apparently in a corrosive manner, with the wood in RMI-11’s structure. In November 1944, several RMI-11s crashed with wing and tail failures due to plywood delamination. This same problem also critically affected the German Focke Wulf Ta 154 and Heinkel He 162 programs.
Late in 1944 all efforts were redirected towards countering the advancing Red Army. Soon it was clear that the type needed long range cannons with higher caliber in order to encounter heavy Allied bombers, so plans were made to add heavier German armament. This was realized through an extra pair of MG 151/20 20 mm cannons with 150 RPG, which were added in fairings under the wings instead of the original bomb hardpoints (which were hardly ever used in service at all). During the same refit, the rather ineffective MG 17s were deleted, saving weight and leaving more room inside of the wings for the MG 131s’ ammunition supply (now with 400 RPG)
At that time only about 60 production aircraft had been completed and modified, and production was halted due to the severe structural problems. These machines were nevertheless thrown into service, with repairs and upgrades done at the Hungarian airfields – but the glue problem was a constant operational danger.
Still, all these efforts were to no avail: All fighting in Hungary ended on 16 April 1945, and all RMI-11’s were scrapped after hostilities ended.
General characteristics
Crew: 1
Length: 8.82 m (28 ft 10 ½ in)
Wingspan: 10.58 m (34 ft 8 in)
Height: 4.10 m (13 ft 5 in)
Wing area: 16.82 m² (181.00 ft²)
Empty weight: 1,964 kg (4,330 lb)
Loaded weight: 2,200 kg (4,840 lb)
Max. take-off weight: 2,395 kg (5,280 lb)
Powerplant:
1× Daimler-Benz DB 605A-1 liquid-cooled inverted V12, 1,475 PS (1,085 kW)
Performance:
Maximum speed: 640 km/h (398 mph) at 6,300 m (20,669 ft)
Cruise speed: 590 km/h (365 mph) at 6.000 m (19.680 ft)
Range: 850 km (528 mi)
Service ceiling: 12.000 m (39.370 ft)
Rate of climb: 17.0 m/s (3.345 ft/min)
Wing loading: 196 kg/m² (40 lb/ft²)
Power/mass: 344 W/kg (0.21 hp/lb)
Armament:
2× 13mm MG 131 (.51 in) machine guns in the wings,400 RPG, plus 2× 20mm MG 151/20 (.51 in) machine cannons, 150 RPG, in external underwing fairings.With the cannons deleted up to 8× 15 kg (33 lb) or 2× 50, 100, or 150 kg (110, 220, or 330 lb) bombs under the wings
The kit and its assembly:
This is a serious kitbash and a totally fictional aircraft - and you are IMHO an expert modeler if you recognize what basically went into it!
This build was inspired when I recently bought an RS Models Nakajima Kikka jet fighter, the double seater kit. As a bonus it comes with two fuselages: effectively, it is the single seater kit with an extra sprue and a different canopy. Looking at the Kikka's profile I found that it HAD to be converted into a piston engine aircraft, with a liquid-cooled engine. Wings and anything else would come from the scrap box, but it should become a sleek fighter aircraft, a late WWII design.
From that, things went straightforward:
● Fuselage from a RS Models Nakajima N9J1 "Kikka", front end cut away
● Wings from an Revell Macchi C.200 Saetta
● Stabilizers from an Art Model MiG I-210 fighter
● Canopy from a late Supermarine Spitfire (Special Hobby, IIRC)
● Nose/engine and radiators from an RS Models Ki-78
● The propeller was scratched from single pieces/blades and the Ki-78 spinner
● The landing gear is a Ki-78/C.200 parts mix.
I settled for the Ki-78's radiator installment on the rear flanks because it is a unique feature and simply does not hamper the sleek side profile. I also thought that this might have been a smart solution for modular production - fuselage and wings could be completed separately.
The Ki-78 engine had to be widened considerably to match the Kikka’s trapezoidal fuselage diameter, putty and major sculpting resulted in a relatively smooth and subtle intersection. As per usual, an axis construction for the propeller was added, too, so that it can spin freely. Mating wings and fuselage necessitated a new cockpit floor (which acts at the same time as landing gear well interior), and a 3mm bridge at the wing roots had to filled – but that was easy.
The cockpit interior was outfitted with spares, the Spitfire canopy needed some small styrene wedges under the windshield to make it fit onto the Kikka fuselage.
Things went rather smoothly until I fixed the wings to the completed fuselage. However I placed them, it looked odd – too far back, and the nose stood out; too far forward, and the tail was too long. Somehow, proportions did not match – only slightly, but it bugged me. So far that I eventually decided to shorten the fuselage – after having completed it, radiators already in place and everything sanded even. I made a vertical cut behind the cockpit and removed ~7mm of length – and suddenly the aircraft looked good! Needed some extra body work, but the aircraft looks much more balanced now.
The underwing fairings for the cannons were late additions, too. I wanted to keep the fuselage clean, with no nose guns, but adding heavier armament turned out to be tricky. The fairing solution was inspired by a real-world Fw 190 Rüstsatz which featured two MG 151/20 apiece. I had appropriate parts from an Academy Fw 190 left over, so I sliced these up and narrowed them for a single cannon each, and this was the right size for the slender aircraft. All gun barrels were created through heated and pulled-out styrene tubes.
Painting and markings:
Deciding what this aircraft was to become was tougher than building it! With its clearly German origin it had to be a WWII Axis type, but I did neither want a German nor a Japanese aircraft, even Italy was ruled out – all too obvious. With Hungary and its RMI designs I eventually found a good potential origin, and this also allowed a rather "colorful" livery. With the Hungarian background this kitbash became the RMI-11.
The paint scheme was inspired by an experimental Hungarian camouflage in Green, Gray and Brown, seen on a Bf 109G. I could not find color indications, but in the end I settled for three RLM tones for the upper sides, RLM 71, 75 and 79, coupled with RLM 76 for the lower sides. All tones are enamels from Modelmaster's Authentic range, panels and leading edges were slightly emphasized with lighter shades. As a small design twist I added a wavy, medium waterline on the fuselage sides.
Interior surfaces were, lacking any reference, kept in RLM 02. In order not to be too fanciful, the spinner became black with a green tip (RLM 62), and the blades were painted with a mix of RLM 70 (Black Green) and Black, for a very dark and dull green tone, Luftwaffe style.
The yellow markings correspond to German Luftwaffe markings of the late WWII era, the yellow 45° “V” under the lower left wing was introduced in the Balkan region in 1944, it was also carried by Luftwaffe aircraft in this conflict theatre.
The flashy decoration on all tail surfaces disappeared at that time on real aircraft (only small Hungarian flags were carried on the tail rudder), but I still incorporated the full national insignia because it's unique and a colorful contrast to the rest of the aircraft.
Most markings belong to a real Hungarian Bf 109G (from a Print Scale aftermarket sheet), I just scratched the national markings on the fuselage and the yellow markings (all cut from stock decal material) and parts of the Hungarian flag insignia on the tail: the tips were painted with red, the white and green bands were cut to measure from a Frecce Tricolori sheet.
A light black ink wash was applied and some dry painting added with gray and black (for soot and exhaust stains), for a lightly weathered effect. As final step, everything was sealed under matt acrylic varnish (Revell).
A quickie, done in just a week, but with a very convincing look. One might recognize Bf 109 F/G, Ki-78 and even He 100 features, but none of these aircraft really matches up with the RMI-11 at second glance, there are too many individual differences. If it gets you wondering – mission accomplished! ;)
Lots of basic pattern practice, refining, and prototyping. My holiday's approved and ticket to NY is officially booked! Going forward slowly but surely.
Not quite a railway vehicle, but the forerunner of many that would be. This would appear to be a pre-production vehicle out on test and wearing "general" trade plates.
This possibly first Olympus Micro Four-Thirds camera was shown at Photokina 2008.
It sure looks dandy ...
This is a prototype keyboard, likely an early version missing all printing on the keys, case and underside.
I purchased this from Dick Huston, ex-Apple engineer (Apple employee #25).
He wrote, "Here's a curious thing - a keyboard without labeling on the keys. It's a prototype that was kicking around the engineering offices that I found amusing because, to this day, I have to LOOK to see what I'm typing.
"The keyboard would work with any Newton with OS 2.0 or greater, but was primarily intended to be used with the MP2000/2100 series. This one is among the first produced, as evidenced by the lack of labeling on the keys."
The main app frame is created from a pasteboard, the notebook is used for single screen design.
A school project: an audio/video manager.
The Jaguar XJ13 was a prototype racing car developed by Jaguar Engineering Director William Heynes to compete at Le Mans in the mid 1960s.
Jaguar had considered the manufacture of a DOHC V12 engine as far back as 1950, initially for racing purposes, and then developing a SOHC road going version, unlike the XK which was designed as a production engine and later pressed into service for racing. The engine design was essentially two XK 6-cylinder engines on a common crankshaft with an aluminium cylinder block, although there were differences in the inlet porting, valve angles and combustion chamber shape. The first engine ran in July 1964.
The design structure of a mid-engined prototype was first mooted in 1960 by William Heynes, but it was not until 1965 that construction began, with the first car running by March 1966. The aluminium body exterior was designed by Malcolm Sayer, the aerodynamicist responsible for aerodynamic air flow work on the Jaguar C-type, D-type, who used his Bristol Aeroplane Company background to build it using techniques borrowed from the aircraft industry. The task of building the car was entrusted by Heynes to Engineer Derick White, Ted Brookes, Mike Kimberley, Bob Blake in the Browns Lane experimental department's "competition shop".
The XJ13 had mid-engine format with the 5.0 litre V12 engine designed by Heynes and Claude Bailey, it produces 502 horsepower in 7600 rpm, mounted behind the driver, used as a stressed chassis member together with the five-speed manual ZF Transaxle driving the rear wheels.
In 1971 the Series 3 E-type was about to be launched with Jaguar's first production V12 engine. The publicity team wanted a shot of the XJ13 at speed for the opening sequence of the film launching the V12 E-Type. On 21 January 1971, the XJ13 was taken to MIRA for the filming with Jaguar test driver Norman Dewis at the wheel. Sadly, the car was driven by Dewis at speed on a damaged tyre, against the instructions of Jaguar director England. The resultant crash heavily damaged and nearly destroyed the car, although Dewis was unharmed. The wreck of the car was put back into storage.
From a collection of image files I have of camera prototypes from the 1940's and '50's: here a Voigtlander Perkeo with built-in meter and coupled rangefinder. Oddly it has the less-expensive 3-element Vaskar lens.
Check out these fast prototyping images:
PSX
Image by JulianBleecker
The prototype test rig here. It turns out this is _so_ overengineered my head’s going to explode. Why? What the heck happened?
Well, I think I got way too far ahead of myself and designed the circuit before looking...
Read more about Cool Fast Prototyping images
(Source from Chinese Rapid Prototyping Blog)
I always preferred this style over the one that was selected, but upcoming bumper and lighting regulations made another approach necessary.
These prototypes actually had a "Daitona" logo on the tail, Italians don't use the "Y". Some journalists found it amusing, much to the factory's displeasure, so it was officially removed.
Built during France's Occupation, this highly sophisticated prototype microcar embodied the company's ambitions for the post-war years. Designed for large-scale industrial production, building the cabriolet in France was to prove impossible because of the restrictions in force on using steel at the time. So it was imported to the UK by car enthusiast Tom Delaney who was sure it had potential. But the same factors resulted in the same effects and production failed. After numerous attempts to get it onto the production line, the CHS ended up forgotten in a British garage for nearly 70 years… until one day in 2012 when Christophe Chausson, the grandson of one of the two founders, acquired the prototype at an auction. Partially restored by a team of specialists, the prototype will be on show for the first time at Rétromobile.
Salon Rétromobile 2017
Paris Expo - Porte de Versailles
Paris - France
February 2017
This is the exterior case of an early prototype of the Cube. It's quite a bit taller than the final production version.
Stickers include:
1. MediMac 4-5033 medimac.apple.com
2. "DESKTOP DEVELOPMENT TEAM"
3. The "not been approved by the FCC" sticker
4. Serial #XA015048JG3
5. Unit #28
W0078W/A (Config 1)
400/64/20GB ATA/DVD-ROM/56K
EVT 1 4/4/00
Checkmarks indicating the guts contained the "RtoD" Enclosure, DVII Video Card, A/PBGA LLB, A Riser Crd, A 10/100 Crd, Max Microprocessor, Quantum HD and 6x DVD-ROM
I honestly just bought the magazine because the prototypes of Model 14 Louboutin and Model 15 Harley Ken is on the cover.:) But there's some great articles and photos with a tribute to Ken inside that I have not read yet.
RM1 still with it's 'grilleless' front panel and RM 2 sit in the shadows. Both were later fitted with standard fronts, although RM 2 is currently being restored to it's original design.
Best viewed in light box.