View allAll Photos Tagged reliability
The Z-car is a series of sports cars manufactured by Nissan Motors Ltd.. The original Z was sold in October 1969 in Japan as the Nissan Fairlady Z and was sold in Japan at Nissan Exhibition dealerships that previously sold the Nissan Bluebird. It was exported as the Datsun 240Z. Since 2009 Nissan has manufactured the newest Z, the 370Z.
The earlier models of the Nissan Z were built at the Nissan Shatai plant in Hiratsuka until 2000, while the later models (350Z and 370Z) are built at Oppama (2002–2004) and Tochigi (2004–present). Enthusiasts praise the cars for their looks, reliability, performance, and affordability. Nissan Z cars currently hold the record for the best selling sports car series of all time with over 2 million cars sold. Every Z car has been sold in Japan as the Fairlady Z and elsewhere under the names 240Z, 260Z, 280Z, 280ZX, 300ZX, 350Z and 370Z.
Nissan was a relatively small automaker when it entered the international market in the 1960s and partnered with Yamaha to design a new sports car prototype to update the Nissan Fairlady. Nissan executives saw the prototype as a halo car that would improve their company's image in the minds of consumers. By 1964 Nissan realized that Yamaha's DOHC 2.0-liter engine was not meeting Nissan's expectations and the project was scrapped. Yamaha later finished a prototype and took their design to Toyota, resulting in the Toyota 2000GT.
Yutaka Katayama, the president of Nissan USA at the time, realized the importance of an affordable sports car internationally. Nissan had already produced for many decades the successful series of Fairlady roadsters that competed mainly with English and Italian roadsters, and product planners envisioned a new line of GT cars that would be stylish, innovative, fast, and relatively inexpensive through the use of interchangeable parts with other Nissan vehicles. Nissan also had the engineering background and product development experience with the recently acquired Prince Motor Company, which manufactured the Prince Skyline that was later renamed Nissan Skyline in 1966.
The 240Z design project was carried out primarily by 10 people:
Mr. Yutaka Katayama (President of Nissan USA, known as "Mr. K")
Mr. Teiichi Hara (Manager, Nissan Design and Development)
Mr. Kazumi Yotsurnoto (Manager, Passenger Car Styling Section)
Mr. Yoshihiko Matsuo (Chief of Design, Styling Studio #4)
Mr. Akio Yoshida (Assistant Designer on Exterior Design)
Mr. Sue Chiba (Interior Design)
Mr. Eiichi Oiwa (Styling Studio Assistant)
Mr. Kiichi Nishikawa (Styling Studio Assistant)
Mr. Hidemi Kamahara (Design Engineer)
Mr. Tsuneo Benitani (Design Engineer)
First generation: Nissan 240Z (S30)
Sales of the Nissan Z Car started on October 1969 (for 1970 model year), with 2 separate versions: one for the Japanese market and one for the US market. The Japanese Fairlady Z featured a SOHC L20A inline-6 producing 130 PS (96 kW), while the US 240Z featured a 2.4L L24 inline-6 with twin Hitachi SU-type carburetors that produced 151 hp (113 kW) (SAE gross horsepower). A third Z, the Z432 (PS30) shared a performance version of the DOHC 2.0 L S20 engine with the Nissan Skyline 2000 GT-R.
In Japan, the Z was still known as the Fairlady to keep the car in line with the previous generation Datsun Sports roadster. However, Yutaka Katayama ensured the American version had all Nissan badging replaced with "Datsun" and prevented all dealer shipments until they were replaced.[citation needed]
The 240Z was released in America on October 22, 1969. Combining good looks, and powerful performance, it sold over 45,000 units through the '71 model year and over 50,000 and 40,000 in 1972 and 1973, respectively.[citation needed]
The 260Z was released in 1974, it featured an increased engine displacement of 2.6 L and an available 2+2 model with a slightly longer wheelbase. Despite the engine size increase, power decreased to 139 hp (104 kW) (SAE net horsepower) in most areas of the US due to new camshafts, carburetors, and lower compression that were introduced to comply with new emissions regulations. In other export regions the power was increased to 154 PS (113 kW).
The 280Z was released in 1975 in North America (not to be confused with the 280ZX, which is a second-generation Z-car) and featured another engine displacement enlargement to 2.8 L. A major change was the introduction of Bosch fuel injection, replacing the previous SU carburetors. This resulted in a power increase to 170 hp (127 kW), offsetting increased weight from added luxury features and an enlarged bumper that met US Federal regulations. Export markets outside North America continued to receive the Datsun 260Z until the introduction of the Datsun 280ZX at the end of 1978.
Wikipedia
Robertsons of Yell have taken delivery of a pair of smart lookimg Volvo B8RLE MCV Evolution low floors to replace the pair of Volvo B7R Plaxton Profile coaches due to reliability problems. They are perhaps not the first MCV Evolutions as Leasks have a pair on the B7RLE but are the first Volvo B8RLEs on the island and are also the first ever low floors for Robertsons.
SJ16 CRX is seen here parked at the Northlink ferry terminal in Holmsgarth in lerwick, awaiting collection from its new owner to be taken up to Yell having arrived off the ferry this morning, its twin SJ16CRZ has also arrived yesterday morning but is already up in the Yell garage for service prep.
The pair are to be used on predominately the 21 to Hillswick and as they both now in Yell getting inspected, they should hit the road hopefully next week. All will be known in time.....
Number 40, a red 1937 Aston Martin Speed Model - HMK 10 - entered by Simon Arscott and Emily Anderson, seen participating in the 2024 Flying Scotsman Rally.
Press "L" to view large.
A Leeds to York local service arrives at Cattal. The 20 Class 141 Leyland/BREL 2-car Pacer Railbuses were built 1983-4 being a development of the earlier Class 140 consisting of Leyland National bodies mounted on four wheeled underframes with a seating layout of 2+2. Unit 141 005 comprises DMSL 55526 & DMS 55506.
These units proved to be not only unreliable but also provided a rough ride, especially over pointwork. Between 1988 & 1989 modifications were made by Hunslet-Barclay and reliability was improved. During 2001/2 a number of the units were sold to Islamic Republic of Iran Railways and the unit illustrated was one of a pair exported to the Netherlands.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
Further enhancing the Cadillac Motor Car Company's reputation for engineering leadership, the introduction of the innovative new eight-cylinder Model 51 marked Cadillac's first application of the V8 in standard production, mass-produced vehicle. Since that debut, the V8 engine has continued to remain as Cadillac's standard powerplant since, for an ‘unbroken span of more than 65 years'.
Cadillac chose to replace its outdated four-cylinder Model 30 with the 1915 V-8 Type 51. The model 30 had been running for four years and it was considered by some to be outdated, though it had an outstanding reputation for both durability and reliability. In 1914 sales for Cadillac plummeted, possibly due to other luxury makers were running with sixes. The Model 51 V8 was introduced by Cadillac founder Henry M. Leyland and featured an amazing 70 hp and a water-cooled V8 engine.
As the Edwardian Era was coming to a close, the elegance and innocence of that time was manufactured into the 'Landaulette' model. The stylish transformable coupe made the Model 51 a legend as it featured sophistication and style. Cadillac advertised the Model 51 as 'The Penalty of Leadership' in an ad campaign that wowed consumers. The Model 51 was produced in significant numbers and became a Cadillac trademark for decades.
For years Leyland had been experimenting with a variety of engine types, and as a result of all of his hard research, he came to the conclusion that V8 would be much more popular than a six. The compact nature of the v-type design also appealed to Leyland and in some instance the long crankshaft that characterized the inline sixes had a tendency to ‘whip at high rpm'. At the time, most luxury models had moved on to much more powerful six-cylinder engines, but Cadillac continued to sport its mundane four cylinder engine. The Model 51 was then debuted by the luxury department, powered by eight cylinders that wowed the public.
The V8 was a strange and unique design for those days, and many people hadn't even seen such an engine. Two French manufacturers had developed V8's more than a decade previously and had utilized them to power racing machines. In America, as early as 1906 Howard Marmon had demonstrated an air-cooled V8. In 1910 the French firm of DeDion had marketed a production V8. The Cadillac Model 51 offered the first commercially available V8 engine in 1914.
The Model 30 was the original vehicle that included an all-new Delco system and an electric start. No more were drivers concerned with jamming a thumb or breaking a limb when cranking their cars. Unfortunately, though the Model 51 was impressive, but it paled deeply when placed alongside the 1912 Cadillac Model 30. This top-of-the-line Cadillac was the most expensive vehicle that GM produced, and at 1921, the Model 51 was priced at $5,190.
During the 1915 model year alone, Cadillac produced more than 13,000 units of the Model 51, which was a very impressive number for the first year on the market. The Cadillac Roadster, the four-passenger Cadillac Salon, the five-passenger touring car, and the Cadillac Seven-Passenger vehicle were all priced at $1,975, while the Cadillac Coupe was priced at $2,500, the Sedan for five-passengers at $2,800, the standard Cadillac Limousine was priced at $3,450 and the top-line vehicle, the formal 'Berlin Limousine' was sold at $3,600.
[Text taken from Conceptcarz.com]
www.conceptcarz.com/vehicle/z16349/Cadillac-Model-51.aspx
This Lego miniland-scale 1915 Cadillac Type 51 Tourer has been created for Flickr LUGNuts' 88th Build Challenge, - "Let's go Break Some records", - for vehicles that set the bar (high or low) for any number of vehicles statistics or records. Or for a vehicle which achieves a notable first. In the case of the Cadillac Type 51 - this model was the first production car V8 engine.
(adsbygoogle = window.adsbygoogle || []).push();
2016 Aston Martin Lagonda Taraf reliability
2016 Aston Martin Lagonda Taraf reliability – The business has stated it will not make...
autobestcar.com/2016/02/2016-aston-martin-lagonda-taraf-r...
Two ICE 2 trains, originating from Duisburg and Köln respectively, are coupled up in Hamm (Westfalen) Hbf to continue their journey east towards Berlin.
The ICE 2 fleet of trains is a variantion of the former flagship of Deutsche Bahn ICE trains – the ICE 1. Other than minor alterations with the power cars, these trains are half as long as an ICE 1 train and feature a driver cab on the coach at the other end. Two trains coupled together form a complete train of the same length as an ICE 1 train.
The ICE 2 fleet has been fully in service since 1998, about 7 years after the inauguration of the German ICE network in 1991 originally exclusively operated by ICE 1 trains. The ICE 2 design has been plagued by a few issues ever since, affecting not so much reliability as permissible top speeds. They were designed for a top speed of 280 km/h that nowadays can only be achieved in the configuration with both power cars at the ends. This marshalling is rather uncommon today despite this is the way shown in the video. Some newly built maintenance depots use workshop buildings of the length of a half length unit, and it is impractical to have trains of both directions in there. However the original designers of the ICE 2 underestimated both the effects of crosswinds on leading lightweight driving cars and the effect of high speed pantographs positioned closely together as is the case if two trains are coupled up power car to power car. This means, the top speed of ICE 2 trains is as follows:
- 280 km/h if a power car is leading, or
- 250 km/h if a driving cab car is leading, except if it is two trains coupled together power car to power car, then it is 200 km/h.
This means a single half length ICE 2 unit has different permissible top speeds depending on direction of travel.
Hamm ist a town just east of the Ruhr metropolitan area, Germanys biggest metropolis. Other than Berlin which comes second, the Ruhr area is composed of several cities of which noone can be named to be the most important, though if you have to name one it would perhaps be Essen. Regarding the railways, it is served by two main east-west lines as well as several other sipplementing lines all over the place. It happens that it is most convenient for east-going long distance trains to split in Hamm in order to serve both the northern and the southern half of the Ruhr area. There is an imbalance in population as the northern half sees more habitants than the southern half, this is counterbalanced by Deutsche Bahn by extending the southern leg of the ICE route to Cologne, which happens to be a city of its own kind just south of the Ruhr area. This is also the reason why the northern leg of the ICE line terminates in Düsseldorf despite the following Duisburg to Cologne rail line being one of the most ridden lines in Germany – trains on the northern leg would just overcrowd with additional Cologne to Essen and Berlin passengers.
10 June 2023
The L-21B Super Cub was commonly used for observation, liaison, training, and agricultural purposes. Its slow flight capabilities, excellent handling, and short takeoff and landing distances made it ideal for a wide range of missions. The aircraft remains popular among aviation enthusiasts today due to its affordability, reliability, and historical significance.
There were a lot of things that captivated me about striking my magnesium fire starter onto plants, especially flowers like this lily. It feels like a very unique way to combine natural and unnatural, organic and inorganic. Nature has lightning of course, but nothing with small bright intense sparks like that of a fire starter. The way they bounce off the pedals, with amazing reliability and consistency, shocked me. That is to say, their bounce angles are very calculable, they don’t tend to fly off in random directions after an impact, they almost always bounce off at the expected angle. And the amount of bounces they do gives an insight into the speed and power they have. Another good indication of the speed they have is the way the camera captures their trails. The trails are totally straight, even between bounces, so they're going too fast for gravity to turn their path into an arc. I was really surprised by that. They do look fast when I see them, but I didn’t realize it was that fast.
There are also loads of interesting things happening in the air before they hit the flower. There's the main column of sparks which is just one piece of magnesium furiously burning as it falls. Then little pieces will explode outwards from it and those smaller pieces leave totally straight trails for the most part. They go for a bit and then taper, but then almost EVERY one has a little bulge, then tapers again. It looks like an arrowhead, and on the very tip of that it usually explodes again into smaller and more orange trails, all straight again, but then those taper off without a bulge or another explosion. The fact that nearly all of them do that is fascinating...they're all burning out in exactly the same way. I think that arrowhead-like bulge must be where they've burned out (and shrunk) to the point where the volume to surface area ratio hits a critical point. It then burns more and more intensely for a split second because there is so much surface area, then it must break apart because it's too weak to hold itself together. But after that first bulge, why does it taper off for a second before making its final explosion? Why doesn't it explode at that first bulge? And why don’t the last little pieces ever explode? Now and then they do actually, but very rarely.
And then there are the slowly falling larger pieces that leave flame-like trails, and some of them even have blue flame that you can see.
Some of the trails have very regular bumps to them, where you can tell it was spinning quickly as it fell.
It really is incredible how much you can learn about how magnesium burns by capturing it in a photo like these.
2016 Nissan Navara NP300 reliability
2016 Nissan Navara NP300 reliability-Each of the 5 trim levels features a wealth of conventional devices, beginning with practical Visia trim, that includes 16in steel wheels,...
autobestcar.com/2016/03/2016-nissan-navara-np300-reliabil...
This Highway 1 four-laning project through the Village of Chase will improve safety and reliability for people travelling along this important corridor. The project includes: Widening 1.6 km of highway to four lanes through the Village of Chase including new grade-separated access, median and roadside barrier, active transportation and municipal infrastructure improvements.
“Pipe: a primary masculine symbol with authoritarian overtones but also indicative of reliability and contentment.”
-The Dictionary of Visual Language, 1980
Hououhime - Princess Fire Bird
This is my new Taisho era geiko hikizuri. I purchased it from the same seller that I got my maiko hikizuri and ro geiko hikizuri from (both of which have been traced back to geisha in Gion Kobu), so I feel this seller is quite reliable. The reason I'm stating the reliability of the seller is because I wanted to talk about some of the curiosities of this kimono. Basically, I've come to realise that Taisho era geiko hikizuri are very similar to other kimono from the same era - in other words they're not as easy to distinguish from the normal kimono of a common woman as more modern hikizuri are.
The first thing you'll probably notice is that this hikizuri is relatively short compared to modern hikizuri. This is partly due to the fact that people were shorter back in the early 1900's. At 163cm, this hikizuri is about the length of a modern normal kimono, but is a bit longer than most regular Taisho era kimono. Not neccessarily much longer, but a little. Most regular kimono of that era fall between 140cm - 155cm, with a few exceptions, and furisode tending to be slightly longer. This minimal difference in length may be because it was fashionable at that time for other women, aside from geisha, to wear their kimono trailing. This hikizuri is actually shorter than the other geiko kimono I have from the same era: kurokami-kanzashi.deviantart.com/art/Taisho-Geiko-Hikizur... That one is about 168cm long. The other influence on the length of hikizuri seems to do with the style in which they were worn. If you look closely at photos of geisha from the taisho period, you'll notice that their collars are not pulled quite as low at the back and their hems don't trail as long as modern geiko wear them. These two differences in kitsuke mean that the garment does not need to be as long as modern hikizuri.
This phoenix hikizuri seems to have been constructed for a very petite individual. I'm on the skinny side of things and actually have difficulty getting this kimono to wrap around my waist enough. So it's reasonable that the geiko who once wore this kimono was not only quite thin, but also quite short (between 4'4" and 5'2").
The other interesting thing about this kimono and my other Taisho geiko hikizuri, is that their hems are not padded any more fully than normal kimono of that era. Modern geisha kimono have hems that are easily padded three times more thickly than this.
So one might begin to question, given all of these similarities, how can you be sure this actually is a geisha kimono? To be honest I can't confirm it 100%. However, as I mentioned before, the seller I purchased this from is very reputable and they have sold me items I've been able to trace directly back to Gion Kobu. So I trust this seller's sources, and I doubt they would mislable a geisha's kimono.
Other than that there are some visual cues that one eventually begins to pick up as they become more versed in the world of kimono. Probably the most telling is the proportions of this hikizuri. The skirt is very long compared to where the collar meets the outer edge of the kimono. This meeting of collar and edge comes part way down the thigh on most kimono, but on geisha hikizuri, it tends to come down only to the hip or may even be as short as the waist. Basically geiko kimono tend to have collars that take up only 40% of the overall length of the garment; (the rest is all skirt) while the collars on regular kimono tend to take up about 50 - 55% of the overall length. I believe this is due to different styles of being worn. This is not a hard and fast rule for hikizuri, but it's a visual clue that can sometimes be picked up on.
Another such cue is the pattern. Geisha kimono are designed to be beautiful from afar while dancing, but also when up close while sitting next to a client. You'll notice that the large phoenixes on this kimono are striking from a distance, but the little plum blossoms and details of the phoenix's feathers can only really be appriciated up close. Dance kimono will tend to be very striking from afar, and many normal kimono will tend to be best appreciated up close.
You'll also notice that the design on this kimono comes very high up on the skirt. This is actually a characteristic of tomesode worn by rather young married women, but I think it's also a type of pattern placement that is rather neccessary for hikizuri. If you think about wearing a kimono trailing; a design that is situated solely along the bottom of the hem, will end up being obscured by the pooling of the fabric. While a design that's higher up on the skirt will still be nicely visible.
There are some other visual clues, but they are difficult for me to put into words. For the most part though, I know this is a geiko hikizuri just by looking at it. There's something about it that just feels different than other Taisho era tomesode.
This kimono being worn:
www.flickr.com/photos/13061699@N06/4584378133/in/set-7215...
www.flickr.com/photos/13061699@N06/4584982218/in/set-7215...
www.flickr.com/photos/13061699@N06/4584354855/in/set-7215...
www.flickr.com/photos/13061699@N06/4584982492/in/set-7215...
Having been the most reliable Class 92 in the fleet for several months with nigh-on 100% availability, GB Railfreight's Class 92, 92 033 had a bit of a wobble recently and had a three week spell on the sidelines at Wembley.
However, with everything seemingly back in order, 92033 has returned to Sleeper duties, seen here working the Caledonian Sleeper Highlander service (1S25) north through Hartford.
A helicopter pilot carefully guides a lead line onto a pulley as one of the first steps in the transmission cable pulling process.
To help enhance service reliability for customers, Jersey Central Power & Light (JCP&L) is continuing construction work this summer and throughout the remainder of 2016 on distribution and transmission infrastructure projects totaling approximately $387 million in its northern and central New Jersey service areas.
The choice of a first car is a complicated one these days. Finding a compromise between purchase price, insurance, reliability and safety often results in the purchase of a Clio or a 206 - 207 with mileage close to the distance between Earth and Moon.
I was recently faced with this choice, with 3 possible models: the famous Twingo 1, the Peugeot 106 and the Citroen AX. 3 vehicles that look sober, slow and, for some, down-market.
It has to be said, the AX is a pro in all three of these aspects: 50hp petrol engine, no air-conditioning, airbag or central locking (will come in 1995!), optional right-hand exterior mirror and rear wiper. That's the basic car!
Nothing can match it, but that's its strength! The catalog is packed with limited series, the most famous of which are the “K-WAY”, “Reflets” and “Images”. Two limited series were not (because they were almost always available in the catalog!): The “Spot” and the “Tonic”. These series allow us to add the aforementioned equipment to create a distinction between the lower end of the market and the very lower end!
I hope to write the rest very soon, once the model is finished (the most observant will have noticed that the model has been finished in Paint!) In the meantime, enjoy the holidays!
A helicopter pilot carefully guides a lead line onto a pulley as one of the first steps in the transmission cable pulling process.
In this photo: Keeper Kristen Clark with male lion cub Right Rib.
Photo Credit: Jen Zoon, Smithsonian's National Zoo
May 6, 2014
Four African lion cubs took a brisk paddle at the Smithsonian’s National Zoo today and passed their swim reliability test. The cubs—three males and one female—were born at the Zoo March 2. All cubs born at the Great Cats exhibit must undergo the swim reliability test and prove that they are ready to be on exhibit. All four cats were able to keep their heads above water, navigate to the shallow end of the moat and climb onto dry land. Now that they have passed this critical step, the cubs are one step closer to being ready to explore the yard with their mother, 9-year-old Shera. The 10-week-old cubs will make their public debut in mid-June once all vaccinations have been administered.
“As keepers, it’s our duty to take every precaution to ensure the cubs’ survival,” said Kristen Clark, an animal keeper at the Great Cats exhibit. “It’s possible that a cub could be playing around and get knocked into the moat by a parent or sibling. We want to make sure that if they find themselves in that situation, they know how to pull themselves out of the water and onto shore.”
Both cubs took the test under Clark’s guard, as she gently guided them in the right direction. The shallow end of the moat is approximately 2 ½ feet deep, which could present an obstacle for young cats. The side of the moat closest to the public viewing area is about 9 feet deep and is an essential safety barrier that effectively keeps the cats inside their enclosure.
In an adjacent exhibit, the two lion cubs born to mother Nababiep Jan. 24 explored their outdoor enclosure after passing their swim test in April. Starting Friday, May 9, keepers will decide on a day-to-day basis whether Naba’s two cubs will spend time in the yard from 11 a.m. to 1 p.m. This decision will be based on weather and how the cubs adjust to being outdoors. The Zoo will continue to share the latest updates and photos on Facebook, Instagram and Twitter.
The Zoo received a recommendation to breed the lions from the Association of Zoos and Aquariums’ Species Survival Plan for African lions. An SSP matches individual animals across the country for breeding in order to maintain a healthy, genetically diverse and self-sustaining population. Luke, the Zoo’s 8-year-old male lion, sired all six cubs. The next step in building a pride at the Zoo is to introduce all nine lions into the same shared space. The first meeting between them took place April 24 and was captured on video.
“Introductions are always tense the first time you do them, but we always try to build on positive behaviors we’ve seen in the past,” said Rebecca Stites, an animal keeper at the Great Cats exhibit. “All lions seemed interested in one another and their interactions were positive during “howdy door” and face-to-face meetings. We’re gradually increasing the amount of time that the pride is together behind the scenes. Our hope is that they will all be on exhibit as one pride this summer.”
The pride social structure makes lions unique among the great cats, many of which are solitary animals. African lion populations in the wild have dwindled by 30 percent during the past 20 years as a result of poaching, disease and habitat loss. They are considered a vulnerable species by the International Union for Conservation of Nature.
Robust, fast and reliable: Trakker is the ideal vehicle to work on any terrain. Learn more about its features on Iveco.
A popular and reliable British tank. The name Valentine means Strong, Vigorous, Healthy from the Latin Valens.
The normal practice in Britain was for the War Office to issue specifications for a new tank and then contract with industry to manufacture it; the Valentine was an exception. It was designed and built by Vickers-Armstrongs Ltd., in 1938 and offered to the Army who accepted it for production shortly before the outbreak of war in 1939. The choice of such an unwarlike name has been the subject of much speculation ever since but it was probably nothing more than a manufacturer's code name, like Matilda.
Although classed as an Infantry Tank the Valentine was not as heavily armoured as the Matilda, but what it lacked in protection it made up for in terms of reliability. It made quite a name for itself in the North African campaign and also served with New Zealand forces in the Pacific and with Soviet troops on the Russian front. Most of the Valentines that went to the Soviet Union were manufactured in Canada.
The Valentine was an extremely compact tank, to the point of being cramped, yet the designers managed to improve the firepower twice. Early models, like our exhibit, carried the 2 pounder gun but later versions mounted the 6 pounder and, indeed, the British 75mm. Variants were produced as DD swimming tanks, mine-clearing flails, bridgelayers and self-propelled guns and they were still in service with the Portuguese Army some years after the war.
First tank with electric power traverse system. 8,275 were built by 1944 when production ceased
Precise Name: Tank, Infantry Mark III, Valentine II
Other Name:
DESCRIPTION
The Valentine was one of the most important tanks of World War II and accounted for 25% of British tank production. It was also built in Canada. Its’ principal virtue was its’ reliability. It played an important part with British and Commonwealth troops in North Africa fighting the Afrika Korps. Approximately 2,700 Valentines were sent to the Red Army for use on the Eastern Front.
The origins of the Valentine name are obscure. It may be derived from Vickers’ telegraphic address or it may be a tribute to Vickers tank designer Sir John Valentine Carden who was killed in an air crash not long before the tank was designed. It has also been suggested that it was named Valentine because the design was first presented to the War Office on February 14th, St Valentine’s Day, 1938; in fact the meeting was held on February 10th”! Prosaically it may just be an internal Vickers project name.
Vickers conceived the Valentine in 1938 as a private venture. It was designed as an Infantry Tank. At this time the British Army divided medium tanks into two main categories: Infantry Tanks and Cruiser Tanks. Infantry Tanks were slow moving heavily armoured vehicles intended for the close support of infantry units while Cruiser Tanks were more lightly armoured faster vehicles that were intended to exploit a break-through in the enemy’s defences. War experience demonstrated that this concept was flawed and that the real need was for a ‘universal tank’ capable of doing both jobs. (See E1951.34 Tank Medium, Centurion Mark I).
Vickers design was based on the running gear and lower hull of the earlier A10 Cruiser Tank Mark II (See E1949.348). This meant that it could be brought into production relatively quickly, an important consideration as war approached. The Valentine was also a simple design and Vickers estimated that two Valentines could be built in the time required to manufacture one of the competing Matilda II. (See E1949.353 Tank Infantry Mark IIA, Matilda II). The use of the A10’s running gear meant that the Valentine’s weight couldn’t exceed 16 tons. This limitation meant that the Valentine’s armour was limited to 65mm thickness (the Matilda II had 80mm) and that a small two man turret had to be used. Battle experience showed that the two-man turret was unsatisfactory as the tank commander quickly became overloaded trying to command the tank, operate the radio and load the gun.
The first seven versions of the Valentine, (Marks I to VII), were fitted with the standard British two-pounder (2pdr, 40mm) gun, while the Marks III and V did carry a three man turret. The 2pdr gun was rapidly outclassed by increases in the armour of German tanks. It was not suitable for an infantry tank that would have to engage enemy gun positions and fortifications. This type of target needs high explosive (HE) shells to destroy them; unfortunately the British 2pdr did not have one. These shortcomings led to the replacement of the 2pdr gun by the 6pdr (57mm) gun in the Valentine Marks VIII, IX and X. However the larger gun could only be squeezed into the turret by once more reducing the crew to two men. Finally it was found possible to squeeze the British 75mm gun into the turret of the Mark XI.
The Valentine Mark I was powered by the same AEC petrol engine used in the A10. All subsequent marks were powered by a diesel engine, the Marks II and III had an AEC unit while all the rest were fitted with a GMC diesel of 138hp, increased to 165hp in the Mark X and XI. All Marks of Valentine were underpowered with a power weight ratio of 8.6 to 9.7hp per ton. This gave them a top speed of only 15mph (25km/hr). Despite this they were used as Cruiser Tanks for a period of time in North Africa because of an acute shortage of more suitable vehicles.
Early Valentines were built by riveting the hull components together. However welded hulls were found to be superior and all Valentines produced after September 1943 were welded. Canadian built tanks had a cast front-end to the hull; this modification was also applied to British built models.
Although the Valentine had a number of defects these were counter balanced by its’ high reliability, at a time when other British tanks like the Crusader (See E1949.346) were noted for their unreliability.
The Valentine was obsolete as a gun tank by 1944. The ready availability of surplus hulls meant that they were widely used in other roles and for training. Valentines were converted into the first swimming (or DD) tanks and were also fitted for mine clearing (Valentine Scorpion) and bridge laying, (See E1949.356, Valentine I Scissors Bridge Layer).
The Valentine chassis was used for two self-propelled guns. The first of these was the Bishop. It mounted the 25pdr field gun in a high box shaped hull. One hundred Bishop conversions were produced starting in November 1941. They weren’t very successful as the mounting limited the gun’s elevation and hence its’ range. They were rapidly superseded by the American 105mm M7 Priest and then by the 25pdr Canadian Sexton. The second gun based on the Valentine was the self propelled 17pdr, the Archer (See E1969.43). Archer units fought in Northwest Europe from October 1944 and used Valentine gun tanks as command vehicles.
Valentines fought in North Africa with the 8th Army from 1941, in Western Europe (as command tanks), in Madagascar (1942), in South East Asia, with New Zealand troops in the Pacific and on the Eastern Front with the Red Army. Valentines disappeared from the British Army at the end of World War II. They remained in service with the New Zealand Army until 1960.
The Tank Museum’s Valentine was restored by Vickers and is a regular performer at the Museum’s displays.
Britain produced 6,855 Valentines between 1940 and 1944 in three factories, Vickers-Armstrong, Metropolitan Cammell Carriage Wagon and Finance Co. and the Birmingham Carriage and Wagon Co.; 2,394 of these were sent to the Soviet Union. Canadian Pacific made 1,420 Valentines, 1,390 of which went to the Soviet Union.
Summary text by Mike Garth
VEHICLES Features
Full Tracked
Tracks/Wheels
Gun - 2 Pounder (40 mm) Gun
Armament - Main Weapon Type
Besa Machine Gun 7.92mm
Armament - Secondary Weapon Type
A.E.C. Type 190, 6 cylinder
Engine
5 Forward, 1 Reverse
Transmission
Slow motion type
Suspension
Vehicle Statistics
3
Number (Crew)
17tons
Weight (Overall)
15mph
Maximum (Speed - Road)
Diesel
Type (Fuel)
65.00mm
Maximum (Armour Thickness)
131bhp
Power (Engine Output)
2pdr
Calibre (Main Gun)
31gall
Volume (Fuel)
Radius (Range)
60rounds
Number (Projectile)
5.41m
Length (Overall)
2.62m
Width (Overall)
2.27m
Height (Overall)
Potomac Edison crews set new utility poles as part of a $5 million project to improve electric service reliability customers for 2,200 Potomac Edison customers in Hardy County, West Virginia.
American Furniture front-hauls a variety of goods in their 53-foot van trailers out of the Denver and Phoenix area. Then, the company back-hauls furniture from manufacturers around the United States to one of American Furniture’s three distribution centers in the Denver area, and two in Phoenix. The company is standardizing on the Kenworth T680 with 76-inch sleepers. The trucks come equipped with the Kenworth Idle Management System, which provides engine-off air conditioning and heating.
+++ 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.
A helicopter pilot threads a lead line to a monopole that will eventually carry new transmission lines.
In this Photo: Biologist Leigh Pitsko and lion cub Left Hip (male)
Photo Credit: Jen Zoon, Smithsonian's National Zoo
May 6, 2014
Four African lion cubs took a brisk paddle at the Smithsonian’s National Zoo today and passed their swim reliability test. The cubs—three males and one female—were born at the Zoo March 2. All cubs born at the Great Cats exhibit must undergo the swim reliability test and prove that they are ready to be on exhibit. All four cats were able to keep their heads above water, navigate to the shallow end of the moat and climb onto dry land. Now that they have passed this critical step, the cubs are one step closer to being ready to explore the yard with their mother, 9-year-old Shera. The 10-week-old cubs will make their public debut in mid-June once all vaccinations have been administered.
“As keepers, it’s our duty to take every precaution to ensure the cubs’ survival,” said Kristen Clark, an animal keeper at the Great Cats exhibit. “It’s possible that a cub could be playing around and get knocked into the moat by a parent or sibling. We want to make sure that if they find themselves in that situation, they know how to pull themselves out of the water and onto shore.”
Both cubs took the test under Clark’s guard, as she gently guided them in the right direction. The shallow end of the moat is approximately 2 ½ feet deep, which could present an obstacle for young cats. The side of the moat closest to the public viewing area is about 9 feet deep and is an essential safety barrier that effectively keeps the cats inside their enclosure.
In an adjacent exhibit, the two lion cubs born to mother Nababiep Jan. 24 explored their outdoor enclosure after passing their swim test in April. Starting Friday, May 9, keepers will decide on a day-to-day basis whether Naba’s two cubs will spend time in the yard from 11 a.m. to 1 p.m. This decision will be based on weather and how the cubs adjust to being outdoors. The Zoo will continue to share the latest updates and photos on Facebook, Instagram and Twitter.
The Zoo received a recommendation to breed the lions from the Association of Zoos and Aquariums’ Species Survival Plan for African lions. An SSP matches individual animals across the country for breeding in order to maintain a healthy, genetically diverse and self-sustaining population. Luke, the Zoo’s 8-year-old male lion, sired all six cubs. The next step in building a pride at the Zoo is to introduce all nine lions into the same shared space. The first meeting between them took place April 24 and was captured on video.
“Introductions are always tense the first time you do them, but we always try to build on positive behaviors we’ve seen in the past,” said Rebecca Stites, an animal keeper at the Great Cats exhibit. “All lions seemed interested in one another and their interactions were positive during “howdy door” and face-to-face meetings. We’re gradually increasing the amount of time that the pride is together behind the scenes. Our hope is that they will all be on exhibit as one pride this summer.”
The pride social structure makes lions unique among the great cats, many of which are solitary animals. African lion populations in the wild have dwindled by 30 percent during the past 20 years as a result of poaching, disease and habitat loss. They are considered a vulnerable species by the International Union for Conservation of Nature.
50038 Formidable waits time at Exeter St David's on the Sundays only 1M36 1320 Plymouth to Liverpool on 22nd November 1981.
1M36 was a very good bet for a 50, and it didn't disappoint on this day. I recall we were returning north after a Party Travel trip to Plymouth, having set off on the 0030 Liverpool - Euston early the previous day.
Exeter Middle Signal Box can just be seen on the right of the photo with the old NCL parcels depot behind the train.