Built circa 1931 on a long wheelbase AEC Mandator chassis with an early use of a fully floating rear axle.

favcars.com

A streamlined headlamp on the National Railway Museum’s former London Midland & Scottish Railway Company Stanier 7P 4-6-2 ‘Coronation’ class locomotive number 6229 DUCHESS OF HAMILTON. Monday 1st June 2009

Ref no Canon EOS50D 1st series IMG_0250

Empire Cinema - Maney Corner, Sutton Coldfield.

Was formerly an Odeon.

Came here mainly as one of The Big Sleuth bears was located outside.

Empire Cinema

The Odeon was built for and operated by Oscar Deutsch’s Odeon Theatres’s Ltd chain, the 42nd to be built for the circuit. It was designed by Harry Weedon assisted by architect J. Cecil Clavering of the Harry Weeden Partnership.

It opened on 18th April 1936 with Jessie Matthews in “First a Girl”. The cinema is located just outside the town centre on a prominent corner position of the main Birmingham Road at Maney Corner and Holland Road, Maney.

Considered to be one of the best designed Odeon Theatre’s (Odeon Harrogate is an almost exact copy), the low corner entrance is dominated by a high ‘fin’ tower on the left which originally had the word ‘Cinema’ on top. Inside the auditorium seating was provided for 1,600; 1,028 in the stalls and 572 in the balcony. A sleek Art Deco style of decoration was within the auditorium that was illuminated by concealed lighting set into troughs across the ceiling.

It was one of the first of the original Odeon’s to be tripled and became a three-screen cinema from 9th April 1972. The balcony was kept intact with a seating capacity slight increased to 591, while two mini cinemas were created in the rear stalls under the balcony which each seated 132. In 1987 a fourth screen seating 330 was added in the former front stalls area.

The Odeon Sutton Coldfield was one of several Odeons taken over by the Irish-based Ward-Anderson Cinemas in March 2006. Trading under the Empire Cinemas name, it has been renamed the Empire Cinema. Seating capacities in the screens are now; 1. 592, 2. 135, 3. 100 and 4. 329.

On 18th November 1998, the then Odeon Cinema was designated a Grade II Listed building.

Odeon Cinema

Listing Text

SP 19 NW SUTTON COLDFIELD BIRMINGHAM ROAD

(East side)

734/2/10027

Odeon Cinema

GV II

Cinema. 1935-6 by Cecil Clavering of Harry Weedon and Partners for Oscar Deutsch and the Odeon group of companies. Steel frame clad in brown brick with faience tiling to front facade, fin and staircase tower. Banded decoration to sides; flat roofs. Freestanding cinema on prominent corner site, originally having double-height foyer, staircase and double-height auditorium with balcony on naturally falling site, each defined as a separate block in a complex, carefully massed and expressionistic composition inspired by Schoffler, Shloenbach and Jacobi's Titania Palast, Berlin of 1928. Four double doors to entrance on curved corner, under projecting curved canopy. To left a tall advertising fin, now truncated, originally announcing `CINEMA'. To left again, large double-height foyer expressed by four tall metal windows each of two bays with square paned glazing. Smaller windows over emergency exit on curved corner and down sides, where faience tiling continues at ground floor level to final emergency door. Beyond is vertical brick ribbed decoration, with horizontal bands at cornice level. Horizontal brick banding on remaining elevations. The cinema is unusual in sustaining its interest through high quality brickwork on all elevations. INTERIOR. Double-height foyer now has false ceiling, but original decoration survives above. The bottom of the principal staircase with low curved balustrades in Art Deco style, with brass rails. Auditorium now subdivided but original proscenium arch survives, as does front barrier to orchestra pit. Sidewall decoration of streamlined `go faster' mouldings serving ventilation grilles. Principal screen in former circle survives well, with original textured and moulded ceilings. Many doors and staircase mouldings characteristic of the Odeon house style. Odeon interiors were always simple and streamlined, for Oscar Deutsch adopted a deliberate policy of concentrating his finances on producing a spectacular exterior in a distinctive house idiom, with a comfortable and modern interior and excellent films. Sutton Coldfield was the first purpose-built Odeon in the mature house style derived from the Titania Palast; it spawned a number of imitations, at York, Harrogate and Scarborough, which are already listed. This style was first adopted by Clavering at the Beacon, Kingstanding, Birmingham, which was acquired by Oscar Deutsch in the course of construction, and led to Clavering and Weedon being commissioned to design three more Odeons, at Sutton Coldfield, Scarborough and Colwyn Bay (demolished). Clavering left to join the Civil Service, but Robert Bullivant copied his adopted idiom for Odeon thereafter. Sutton Coldfield is thus, historically, perhaps the most important single cinema in the development of the Odeon house style. Although it has lost the top of its central fin, it otherwise survives remarkably completely. Sources: Dennis Sharp, The Picture Palace, London, Hugh Evelyn, 1969, pp.138-135 David Atwell, Cathedrals of the Movies, London, Architectural Press, 1979, pp.147-8 Rosemary Clegg, Odeon, Amber Valley, 1985 Richard Gray, Cinemas in Britain, London, Lund Humphries, 1996, pp.91-2

Listing NGR: SP1190495435

This text is from the original listing, and may not necessarily reflect the current setting of the building.

Spotted this eye-catching little beauty at Red Canyon Campground near Bryce Canyon in Utah: a Camp-Inn 550 Classic Teardrop Travel Trailer by Pentwell Industries.

Check out their website at: www.tinycamper.com

But be forewarned: this diminutive gem will set you back a cool ten grand!

Sava Railways Hudson class (4-6-4) streamlined locomotive #7244 (stickers forthcoming)

#7244 is based off of the iconic streamlining of the New York Central's 20th Century Limited designed by Henry Dreyfuss. While it's relatively true to the design, the color scheme is not.

Streamlined, Poema Utrecht, 28-05-2010. Sorry for the week delay before uploading the set(s). Maar het was een zwaar weekend zo, met 2 top-trance parties. Friday: 28/05: Streamlined, het laatste trancefeest in de Poema :( En zaterdag 29/05 mijn verjaardag om 00.00 uur in de Westerunie tijdens de Armada Night. Van dat feest 2 sets, 1 van gastfotograaf Paul en een van mij. Vanavond ook online hier. Het was weer fun, en een erg mooi weekend al met al. Jammer van de (te) lage opkomst bij Streamlined!

Line-up Streamlined: partyflock.nl/party/174584:Streamlined.html

Dank allen! En tot snel!

Je foto(s) van: Streamlined, nabestellen voor maar 1 Euro? Geef het/de fotonummer(s) door. Stuur een mail naar: dutchpartypics@yahoo.com. Daarna volgen de details en stuur ik je via e-mail de high res. foto(s) zonder logo toe!

Check ook eens mijn showgallery: www.dutchphotogallery.net/ (online m.i.v. 01-06-2010). Check also my YouTube Channel: www.youtube.com/user/dutchpartypics

© Dutchpartypics | Korsjan Punt 2010. Powered by Nikon D50/D80/D3000 DSLR; Lenses: Nikon AF 50 mm, f 1.8; Nikon AF-S 18 - 105 mm VR, f: 3.5 - 5.6; Nikon AF-S 55 - 200 mm VR, f 4.0 - 5.6; Nikon AF 70 - 300 mm, f 4.0 - 5.6; Tamron SP XR DiII 17 - 50 mm, f 2.8; Tamron XR Di 28 - 75 mm, f: 2.8; Sigma Super Wide II 24 mm, f 2.8; Sigma EX DC-HSM 10 - 20 mm, f 4.0 - 5.6 and Sigma EX DC Macro 105 mm, f 2.8. Flash: Nikon Speedlight SB600 (Nikon D80) | Sunpak PZ42X (Nikon D3000) | Sunpak PF30X (Nikon D50), all including Stofen omnibounce. Compact: Nikon Coolpix L110 and Panasonic Lumix FX500

NIKON: At the heart of the image! & DUTCHPARTYPICS: Power of Imagination, for Pounding, Vivid Pictures! Make your photos come alive! And... ! Relive your most intense moments, over again!

The Shape of Speed

Streamlined Automobiles and Motorcycles, 1930–1942

JUN 16 – SEP 16, 2018

Portland Art Museum

The Portland Art Museum is pleased to announce The Shape of Speed: Streamlined Automobiles and Motorcycles, 1930–1942, a special exhibition debuting at the Museum in Summer 2018. Featuring 19 rare streamlined automobiles and motorcycles, The Shape of Speed opens June 16 and will be on view through September 16, 2018.

The concept of streamlining has fascinated people for generations. Beginning in the 1930s and extending until the outbreak of the World War II, automotive designers embraced the challenge of styling and building truly streamlined cars that were fast and fuel-efficient. They were encouraged by the confluence of aircraft design with the sleek shapes of fast railroad locomotives; new advanced highways such as the Autobahns; and events like the 1939 New York City World’s Fair, which showcased futuristic design.

The Shape of Speed presents a select group of rare automobiles and motorcycles that demonstrate how auto designers translated the concept of aerodynamic efficiency into exciting machines that in many cases, looked as though they were moving while at rest.

The Museum will display 17 cars and two motorcycles—the best of that era’s streamlined offerings—from Europe and the United States. Engineering drawings and period photographs will show some of the aircraft, railroad, ship and yacht designs that influenced the automakers.

Featured designers and engineers include European streamlining pioneer Paul Jaray, along with Richard Buckminster Fuller, Norman Bel Geddes, Raymond Loewy, Harley J. Earl, Hermann Ahrens, Georges Paulin, Joseph Figoni, Dr. Wunibald Kamm, Otto Kuhler, Jean Bugatti, Hans Ledwinka, Gordon Buehrig, and others.

portlandartmuseum.org/exhibitions/shape-of-speed/

the upgraded version of my Empire State Express loco. Largely identical to the first version, but the lead trucks have been changed so they can turn better under the pistons. A few other details were added too.

Studebaker introduced these low set, streamlined coupes in 1953, both pillared coupes and hardtop coupes, 6 cyl and V8 versions were available.

For the 1960 model year Studebaker reorganized their streamlined coupe Series into one model, the Studebaker Hawk. The Hawk was only offered as a pillared coupe, and was powered by the 289 cu in V8 engine. Both manual and automatic transmissions were available.

Production of the Studebaker Hawk ended in 1961, which would be the last year Hawks would be offered with its distinctive tailfins. Identifying the 61 over the 60 was the secondary colour stripe on the tail fin on the 61.

The Hawk was replaced by the Studebaker Gran Turismo Hawk.

The Gumpert Apollo is the perfect synthesis between road vehicle and racing car. It exceeds all expectations with its passion and maximum driving fun. 650 HP, up to 360 km/h top-speed and an acceleration of 0 to 100 km/h in just 3.0 seconds make it a full-blooded super sports car to which there is no alternative. The complete package is available at a cost-performance ratio unequalled in this exclusive vehicle class.

The production process is the one part of the manufacture philosophy in which exclusivity and precision are paramount to speed. Gumpert Sportwagenmanufaktur associates the term ‚manufacture' with it's the commitment to achieve quality and luxury by means of craftsmanship and hand-made production.

Roland Gumpert, founder, managing director and the driving force behind Sportwagenmanufaktur, has created a manufacturing environment that combines engineering excellence with a broad automotive and racing competence. Experts within the motorsports scene are all familiar with the name Gumpert: In the mid 1970s, the long-standing Audi manager was the driving force behind the development of the four-wheel drive "Iltis", the original predecessor of today's "Quattro". In 1979 he not only succeeded in preparing the gnarled four-wheel drive "Iltis" for the Paris-Dakar rally, but also achieved victory. In the years that followed under his management, Audi Sport won a total of 25 World Rally Championship races and was the 4-time winner of the World Rally Championship. Gumpert's professional success is distinguished by his ability to combine innovative ideas with proven technology effectively and successfully.

Gumpert Apollo (2008)

2008 Gumpert Apollo

A team of automotive and motor sports specialists joined forces to pool their enthusiasm and energy into developing and creating the Gumpert Apollo. Their abilities create the space for the finest workmanship and utmost individuality, with the use of high-tech processes and integration of proven standard components securing the technical basis.

With the Gumpert Apollo we are providing a select clientele of ambitious sports drivers and car enthusiasts with the opportunity of experiencing the unique synergy between hand-made high-end components optimised for performance on the road and the track, and of distinguishing themselves from the remainder of the world of sports cars. Up to 100 vehicles will leave the factory each year - just enough to ensure that these exceptional vehicles retain their exclusive status.

Gumpert Sportwagenmanufaktur is an independent, privately financed company. The financial stability of the company is being secured by well-known investors. Their operative commitment will also promote the international sales and distribution of Gumpert Apollo.

The challenge was to develop an exceptional design that combined the extreme aerodynamic requirements of a performance-oriented, purist super sports car with the aesthetic design of an exclusive vehicle. We wanted to achieve the perfect synthesis of design and function. Without compromising. And we have succeeded with Gumpert Apollo: Its silhouette, optimised in numerous wind tunnel tests, reflects its by far superior capabilities.

In its profile, the Gumpert Apollo dynamic appearance is further enhanced by its dimensions (4.46 m length, almost 2 m width and 1.24 m height) and its streamlined, long and wide shoulder lines. The mid-engine layout is emphasised by the cockpit, which is clearly located toward the front of the vehicle, and the long wheel base; both factors ensure optimum driving qualities. Massive air inlets and outlets in the front and on the side in front of and behind the doors leave no doubt about its potency. Above all, though, they supply the two turbo-chargers and the high-performance braking system with enough fresh air to ensure optimum operation for the duration of a race. The high-set air intake for the engine is reminiscent of Formula 1 vehicles and emphasises Gumpert Apollo racing character. The dominant rear provides a view of the diffuser and the underbody, encased completely in carbon, - which, combined with the front diffuser and flow channels, achieves an exceptionally high negative lift for a road vehicle.

Gumpert Apollo leaves a lasting impression on anyone who sees it: It symbolises unusual power, dynamism and sportiness. It reflects above-average performance capability paired with timeless elegance, and even when it is not moving, shows that the design can only adhere to function: driving dynamics.

The secret of Gumpert Apollo is an innovative design concept from racing car engineering. The base and symbolic backbone of Gumpert Apollo consists a round tube frame made of top-quality and highly stable chrome-molybdenum-steel with an integrated monocoque safety cell made of high quality carbon fibre screwed directly onto the frame. The 161 kg (355 lbs.) construction design is so effective, so torsion proof and bend resistant that it complies with both the specifications of the European MOT approval and the international manufacture specifications of motor sports (see annex J of the FIA regulations). Gumpert Apollo succeeds in combining low weight with the rigidity of a racing car, finest driving dynamics and maximum safety. The Gumpert Apollo is one of the safest and most agile vehicles of its class.

PERFORMANCE IN A NEW DIMENSION

The Gumpert Apollo is not the only sports car on the market; however its concept is so unique and realised so consistently that it aspires to redefine the standard for this vehicle class. The Gumpert Apollo has more to offer:

•Approved both for use on the road and on the track

•Maximum safety in accordance with the international motor racing standards

•Low curb weight of below 1,200 kg (2,645 lbs.)

•Perfect road-holding and ultra-precise handling

•Maximum driving pleasure and unbeatable driving performance

•Excellent aerodynamic efficiency and driving dynamics

•Synthesis of reliable racing and series technology

•Unique, futuristic, and striking design

•Best cost-benefit ratio

Despite the series production process, every Gumpert Apollo is unique. It is customized to the owner's wishes and needs and proudly bears his touch. We can also offer you:

•Luxury package with air conditioning, navigation radio with DVD/CD-Player and backwards facing camera with rear-view mirror function

•Car body made of fibreglass (GFK) or carbon-fibre (CFK)

•Carbon fibre for various components and car body parts

•Design variants created by use of different air intakes for the engine

•Carbon rear wing (optional available)

•Engine variants with 650 / 700 / 800 HP output

In addition to these different options and equipment packages, we can of course also accommodate any other special requests made by our customers. Just talk to us.

The consistent achievement of maximum driving dynamics and uncompromising functionality is also visible in the interior design: Every detail was designed according to functional viewpoints equivalent to those of a racing car, yet without neglecting the required amount of comfort and quality.

TAILOR-MADE PURISM AND LUXURY

Light weight was the top priority and has been achieved through the exclusive use of high-tech materials. The instrument panel, like the monocoque it is integrated into, is made of carbon fibre. The seat buckets, too, are fitted into the monocoque - although you will not find seats in the conventional meaning in the Gumpert Apollo. The seat position is adjusted to each customer individually, using padding, upholstery, adjustable pedals, and the steering column. Yet you are not required to forgo proven technology in the Gumpert Apollo: air conditioning, high-end navigation system with an integrated reverse camera, CD/DVD player and much more are available.

The Gumpert Apollo is a tailor-made sports car, and individual masterpiece. In line with this principle, customers can design the interior to meet their preferences, be it pure performance or somewhat more luxurious. Decide the colours and designs yourself, whether leather, seams or embroideries are concerned. We guarantee you a car that will fulfil all of your requirements. Just talk to us.

READY FOR RACETRACK

A sports car's supremacy is not defined by pure engine power alone: only a car that can put this power on the asphalt and create a balance between all occurring internal and external forces will leave the contestants behind, on the road and the race track. The chassis is the key to this supremacy - and Gumpert Apollo has already proven itself spectacularly under the toughest testing conditions on various test tracks, public roads and real racing tracks such as Hockenheim, Imola and the historical "Nordschleife".

The Gumpert Apollo is built as a racing car according to FIA GT and ACO regulations upon request.

Success is one of Gumpert Sportwagenmanufaktur's clearly defined objectives in racing. Naturally the factory benefits from the years of experience in motor sports and the remarkable successes of company owner Roland Gumpert.

The Gumpert Apollo made a great third place with the Belgian racing driver, Ruben Maes, in the cockpit at its racing debut at the Divinol Cup in Hockenheim in April 2005.

PROVEN PERFORMANCE IN A NEW DIMENSION

The impressive power of the high-performance eight cylinder engine is based on proven V8-high-performance aggregates from Audi. In the standard configuration this engine is optimised for use in racing and road vehicles and produces 650 HP as a Biturbo engine. Weighing only 196 kg (432 lbs.), it plays a major role in ensuring the ideal weight and fascinating driving dynamics of Gumpert Apollo. An angle of 90° between the two cylinder banks is a sign of a classic 8-cylinder engine. Efficient utilisation of its remarkable energy in the back wheels guarantees the fully-synchronised, sequential six-speed transmission that incorporates Formula 1 know-how. The short gear paths allow high speed gear changes. The arrangement of the gears in a longitudinal direction in the path of travel ensures a very low centre of gravity and optimum weight distribution. The characteristic sound of the double-flow exhaust system of the Gumpert Apollo with its 3-way catalytic converters says it best - the Gumpert Apollo is pure, unbeatable performance as reflected in the data. Like a comet, the Gumpert Apollo catapults its pilot from 0 to 100 km/h (0-62 mph) in just 3.0 seconds and only requires 8.9 seconds from 0 to 200 km/h (0-124 mph).

For connoisseurs form whom driving fun does not necessarily equal maximum motor performance and ultimate acceleration, the engine is also ideally suited for day-to-day driving at lower speeds.

DRIVING DYNAMICS REDEFINED

The Gumpert Apollo's suspension was developed to ideally complement the body's sophisticated aerodynamics. The resulting is unusual driving dynamics. The Gumpert Apollo is taut but not hard and provides driver and passenger with an extraordinar level of comfort for a car designed purely for performance. It demands the pilot's unswerving attention, yet due to its ultra-precise and predictable driving characteristics does not overwhelm, even at top speed.

An ideal weight balance of 42 to 58 percent between the front and rear axis rounds it off: It provides optimum traction during acceleration, whilst ensuring stable control even when braking in critical situations.

The Gumpert Apollo owes the finely tuned sensitivity of the suspension system and the optimised exertion of power to its double transverse control arm pushrod configuration at the front and back. The double transverse control arms ensure that the tires maintain optimum contact with the road surface, independent of the bound rate of suspension system. The suspension system allows the owner to seamlessly set the ground clearance in a range between 40 and 120 mm (1.57-4.72 in). Sealed uniball joints ensure that the forces are transferred precisely and with little friction. Stabilisers support the efficiency of the suspension and pitch compensation prevents the vehicle from diving during braking and lifting during accelerating. Despite its low trim, the Gumpert Apollo provides long wheel travel in compression and rebound, facilitating the finely-tuned and precise functioning of the absorbers and springs.

The high level of driving dynamics is supported by an agile electro-hydraulic power steering system that provides the driver with direct feedback. In order to securely transfer the 850 nm torque to the road, Gumpert Apollo has a traction control system (TCS) used in motor sports. Developed together with the company Racelogic, the permitted slip can be accurately set on the rear axle - according to the drivers wishes. An optional launch control, adjusted to the Gumpert Apollo especially, ensures swift starts like those of Formula 1. The Gumpert Apollo's driving performance is controlled with a 2-circuit high-performance braking system with adjustable 3-level Bosch-ABS, 378 mm (14.9 in) ventilated discs, and 6-piston callipers on the front and rear axle.

All of these are primary technical principles, the sportive orientation of which could not be clearer. Thanks to its suspension, the Gumpert Apollo proves itself in every curve: It redefines the term ‚driving dynamics'.

TECHNICAL SPECIFICATIONS

•DIMENSIONS◦Length 4,460 mm / 175.6"

◦Width 1,998 mm / 78.6"

◦Height 1,114 mm / 43.8"

◦Wheel base 2,700 mm / 106.3"

◦Wheel gauge ◾front: 1,670 mm / 65.7"

◾back: 1,598 mm / 62.9"

◦Boot volume: 100 l

•WEIGHT◦Kerb weight: below 1,200 kg / 2,645 lbs

◦Allowed total weight: 1,500 kg / 3,306 lbs

◦Approved axle load ◾front: 650 kg / 1,452 lbs

◾back: 900 kg / 1,984 lbs

•ENGINE◦Cylinders: 8

◦Type: 90° - V

◦Valves per cylinder: 5

◦Displacement: 4,163 cm3 / 254 in3

◦Stroke: 93 mm / 3.66"

◦Bore: 84.5 mm / 3.32"

◦Nominal output: 478 kW (650 HP) @ 6,500 rpm

◦Maximum torque: 850 Nm (626.9 lb-ft) @ 4,000 rpm [with 820 Nm @ 2700 rpm]

◦Maximum revs: 7,200 rpm

◦Compression ratio: 9,3

◦Recommended fuel type: 98 ROZ / 88 MOZ

◦Emission standard: Euro 4

•GEARBOX◦Sequential six-speed gear box with synchronisation and oil cooling

◦Twin plate clutch configuration (diameter 200 mm / 7.87" each)

◦Differential lock by Torsen

◦Custom-made gear ratios

•WHEELS◦Tire dimension ◾front: 255/35ZR19

◾back: 345/35ZR19

◦Wheel dimension ◾front: 10J x 19

◾back: 13J x 19

◦Wheel rim type: Aluminium cast wheels with centre lock

•PERFORMANCE◦Top speed: 360 km/h (224 mph)

◦0-100 km/h (0-62 mph): 3.0 s

◦0-200 km/h (0-124 mph): 8.9 s

Preserved London, Midland & Scottish Railway streamlined 'Coronation' class 4-6-2 steam locomotive 6229 'Duchess of Hamilton' is pictured on display in the Great Hall at the National Railway Museum, York.

This locomotive was renumbered 46229 by British Railways when the railways were Nationalised in 1947.

N&W 611 backs out of the Strasburg Station, taking her next group of riders down the line. It's really something to see, smell, hear and feel this beast rumble past you! I've never been next to a running steamer this large before, so it was flat-out awesome to see her in person.

This wonderfully Art Deco streamlined six piece jade green Bakelite, chrome and glass travelling dressing table set, consisting of brush, comb, powder pots and a perfume bottle, was made in England by the Halex Company (1897 - 1971) of Highams Park (which is a district in the London). The set, which comes with its own travelling case of green dyed leather to match with a salmon coloured satin lining also has one original powder puff in apricot, one in pale pink and one in primrose yellow. There is also a nail file and set of tweezers in metal as well as a removable mirror.

When acquired from a local auctioneers, the set was also found to include a little red Bakelite pot with the letter L embossed on its lid. It is in fact a pot of "mandarin" Leichner Cosmetics (1878 - present) rouge, which still contains its original sponge, a mirror on the inside of the lid, and most of the contents, which are a wonderful shade of vermilion.

Private collection.

1941 Packard 180 Touring Sedan

The Packard 180 was introduced for the 1940 model year (18th series) by the Packard Motor Car Company to replace the discontinued V-12 as their top-of-the-line luxury model. The correct name of the model was Custom Super Eight One-Eighty. The car was derived from the Packard Super Eight One-Sixty with which it shared the complete running gear including the in-line eight-cylinder, 356-cubic-inch (5,830 cc) engine that developed 160 horsepower. It was advertised as the most powerful eight-cylinder engine offered by any automobile manufacturer in 1940. (By contrast, the Cadillac 346 cubic inch V-8 developed 150 hp).

Packards of all series (110, 120, 160, 180) shared similar body styling in 1940 (which some later said led to a "cheapening" of the once-exclusive luxury marque), using the same bodies with hoods and front fenders of different length to meet their respective chassis. Thus the 160 and 180 got identical bodies. However, the 180s featured finer interior detailing with the best fabrics, leather and carpeting available. Packard used a special woolen ceiling in these cars only which was sewn longitudinally. Packard built the partition in its Limousines in a way that there was no hint of it when the partition glass was lowered, allowing the owner to use the car by himself as a sedan (thus the designation "Sedan Limousine" by Packard).

In 1940, Packard made air conditioning an option. It was developed by the Henney Motor Company with whom Packard had a long lasting business connection and used on Henney bodied ambulances as early as 1938. It was the first time that A/C was available on a stock automobile.

In an exclusive agreement with Packard since 1937 until Henney's demise in 1954, Henney provided bodies for Packards's ambulances, hearses and flower cars, and they often provided special custom body work for passenger cars. The pre-WWII Henney models usually had 160-180 trim but were actually on the Packard 120A 156" wheelbase chassis with the smaller 288 cubic inch engine although there were also 160 and 180 versions available.

There were minor styling changes in the 1941 and 1942 models (19th and 20th series), the most notable of which was the moving of the headlights into the fenders. Also for the first time, running boards could be deleted with a rocker panel put in their place to cover the chassis, and two-tone paint schemes were available.

The final 180s rolled off the Packard assembly line in February, 1942, as World War II brought a halt to civilian automobile production.

I have always been interested in the streamlining of cars in the 40s and statues of tigers, leopards and jaguars in sculpture of the 30s...

Streamline Moderne

A related style named Streamline Moderne, or simply Streamline, developed soon after Art Deco. Streamline was influenced by the modern aerodynamic designs,[14] including those developing from the advancing technologies of aviation, ballistics, and other applications requiring high velocity. The shapes resulting from scientifically applied aerodynamic principles were adopted for Art Deco, applying streamlining techniques to other useful objects of everyday life, such as cars. The Chrysler Airflow design of 1933 was unsuccessful commercially,[26] but the beauty of the design, being functional rather than simply added ornamentation, provided the precedent for more conservatively designed pseudo-streamlined vehicles.

Streamlining quickly influenced American and European automobile design and changed the appearance from the rectangular "horseless carriages" into sleek vehicles with sweeping lines, symmetry, and V-shapes that seemed to add to their suggestiveness of speed and efficiency.[27] Nash Motors introduced the modern fully unitized body (monocoque) design for the low-price market during 1941[28] that featured fastback “Slipstream” models with high prow-like hoods, and art-deco "speed lines" for chrome grilles and parallel bar trim.[29] These aerodynamic-looking designs were applied by automakers and continued to be popular in the sellers' market after World War 2.[30] These "streamlined" forms began to be used for the design of mundane and static objects such as pencil sharpeners, refrigerators,[14] and gas pumps.[31]

IMG_0777 - Version 2

Streamlined juveniles on Laminaria hyperborea frond, orientated with prow-like anteriors probably facing from whence wave or current impact comes. The width of the blue lines remains fairly constant at 0.1mm to 0.2mm at all growth stages. These juveniles also have a variable number of red-brown rays interspersed between the blue ones, but this is a more frequent feature on adults in holdfasts; Graham & Fretter (1947) only found red-brown rays on a juvenile once in a study of 684 shells. Radula marks on the frond suggest that the limpets swing their heads in an arc as they feed.

A dark chestnut band on the distal face of the horseshoe-shaped pedal-retractor muscle can be seen through the translucent shells of four of these juveniles.

Concise Key id. features: 1Pp flic.kr/p/Z4FxDe

Part 1, SHELL FORMS: 2Pp flic.kr/p/Z4FxAi

Part 2, BODY & ANATOMY, BELOW.

Part, 3 HABITS & ECOLOGY: 4Pp flic.kr/p/Z4Fx9M

Sets of OTHER SPECIES: www.flickr.com/photos/56388191@N08/collections/

PDF available at www.researchgate.net/publication/346673416_Patella_pelluc...

GLOSSARY below.

Body description (Features visible on live animal.)

The main flesh colour is white or yellowish white. A horseshoe-shaped series of strong muscle bundles make up the pedal-retractor muscle 53Pp flic.kr/p/Z6REoG & 54Pp flic.kr/p/C3widA . Juveniles have a distinct, longitudinal, dark chestnut band on the distal face of the pedal-retractor muscle that can often be seen through the translucent juvenile shell 3Pp flic.kr/p/Z4FxtK , 4Pp flic.kr/p/Z4Fx9M & 5Pp flic.kr/p/YNrZYJ or by dissection 55Pp flic.kr/p/Z6RDUW . The chestnut band fades on adults inside holdfasts 56Pp flic.kr/p/Y8tL5H . Some of the adults on fronds retain a strongly pigmented band 57Pp flic.kr/p/Z6RDtf & 22Pp flic.kr/p/Z51FP4 , but others lose it 58Pp flic.kr/p/C3wgX9 . Although the band fades on holdfast dwellers, the anterior dorsal surface of the foot, below the head, usually becomes yellowish with brown creases. This colouration may extend faintly over more of the foot dorsally 53Pp flic.kr/p/Z6REoG . The head has short stout snout occupied by a large mouth surrounded by thick, white, wrinkled outer lips 59Pp flic.kr/p/Z6RCRd which extend the snout when protruded 60Pp flic.kr/p/Y8tJDM . A pink, internal odontophore and buccal mass can be seen through the translucent, white head 61Pp flic.kr/p/Z6RCAJ . The odontophore is separated from the outer lips by dull orange inner lips that open laterally and close to a vertical line 62Pp flic.kr/p/Z6RCAJ . When they open, the radula with rust-coloured, iron-rich teeth is protruded through the arch of the opaque white jaw 60Pp flic.kr/p/Y8tJDM . The tapered, translucent white cephalic tentacles each have a black eye with a tiny opening on the dorsum of the slightly swollen tentacle-base 61Pp flic.kr/p/Z6RCAJ . The opening is at the apex of an internal cone of black pigment that, because visible through the translucent flesh, gives the false impression of a larger opening. Some or all of the black may be pigmented retinal cells. The eye can probably differentiate light from shade, and detect the direction of the light source, but cannot discern shapes. The mantle-skirt is translucent whitish, often showing the colour of underlying shell when viewed ventrally 63Pp flic.kr/p/Y4Rjnb . The mantle cavity consists of a nuchal cavity over the head 64Pp flic.kr/p/C3wfCW and a groove, containing pallial gills, around the periphery of foot but, unlike other British Patellidae, not around the anterior of the head 65Pp flic.kr/p/Y8tH2Z . The gill-less anterior gap appears (small sample) to be proportionally of greatest extent on juveniles 66Pp flic.kr/p/C3wf4Q . A red (vestigial?) osphradium is located within the nuchal cavity next to each terminal bundle of the pedal-retractor muscle Pp53 flic.kr/p/Z6REoG . The efferent pallial vessel, less whitish than the rest of the mantle skirt, runs around the entire animal at the base of the pallial gills 65Pp flic.kr/p/Y8tH2Z and in front of the head to a point left of the head where its two ends unite in a trunk 64Pp flic.kr/p/C3wfCW that passes through the roof of the nuchal cavity to the heart. The mantle skirt is fringed with translucent, white pallial tentacles that can protrude beyond the rim of the shell when the mantle is fully extended 67Pp flic.kr/p/Y8tGwv . Along the whole length of each side of the dorsal surface of the foot there is a lateral glandular streak 53Pp flic.kr/p/Z6REoG with an overhanging upper lip. The lip has lobe-like retractile tentacles 68Pp flic.kr/p/Z6RA7A and is usually paler than the rest of the foot when the latter is tinted yellowish.

58Pp flic.kr/p/C3wgX9 . The sole is pure white on juveniles and early adults on fronds, often becoming yellowish, especially at the anterior, on frond dwelling, large adults 69Pp flic.kr/p/Y8tEYF . Adults in holdfasts have white soles even when the dorsal surface of the foot is yellowish with brown creases 65Pp flic.kr/p/Y8tH2Z

The intensity of colour on coloured soles is diminished when the sole is expanded laterally 70Pp flic.kr/p/Z9Bf6x . The anterior of the foot is bilaminate with the dorsal lamina extending beyond the sole 59Pp flic.kr/p/Z6RCRd . The anterior-pedal mucous gland is between the laminae. As with other patellids, there is no penis as fertilization is external.

Internal functional anatomy

When the body is removed from the shell the entire mantle is visible. The peripheral mantle-skirt is white translucent and may reveal the white foot below 71Pp flic.kr/p/Zjfznw . The rest of the mantle is semi-transparent with a fine spray of black pigment of varying intensity. Many features of the viscera can be discerned through it.

Blood circulation and respiration

Image 72Pp flic.kr/p/YhjbgA illustrates paragraph 1.

After it has oxygenated organs in the visceral mass, the colourless blood, depleted of oxygen, collects in visceral sinuses. It then passes in vessels through gaps in the pedal-retractor muscle into an afferent branchial vessel that runs through the mantle skirt around the edge of the distal face of the muscle . The afferent branchial vessel distributes blood to all the gill leaflets which re-oxygenate it as it passes through them. The oxygenated blood passes into a large efferent pallial vessel (a.k.a. efferent branchial vessel) and passes forwards on both right and left sides of the animal. The

flow of blood in the efferent pallial vessel (e.p.v.) on the right continues round the front of the head to join the left of the e.p.v. in a trunk that enters the left side of the nuchal cavity to connect with the heart in the pericardial cavity behind the left of the nuchal cavity 55Pp flic.kr/p/Z6RDUW & 73Pp flic.kr/p/Zjfz8y . The heart consists of three parallel chambers; the auricle, ventricle and bulbous aorta. Blood is pumped out via the bulbous aorta to oxygenate organs in the head and visceral hump before returning to the visceral sinuses to recommence the cycle.

The gills consist of a large number of leaflets, alternating large and small, hanging from the roof of the pallial groove 74Pp flic.kr/p/YhjaWs . The leaflets vary in shape with free ends that can be rounded, flat or pointed, but all narrow where they attach to the roof of the pallial groove and have a deep and densely ciliated groove around the rim 75Pp flic.kr/p/YhjaS9 . The respiratory inhalant water current is created by the motion of cilia on each leaflet of the gills drawing water in all around the shell, except at the gill-less anterior (X5000 scanning electron microscope images of cilia on a chiton at flic.kr/p/qQB5zj ). Sediment entering with the water is trapped by mucus from the lateral glandular streak 53Pp flic.kr/p/Z6REoG and carried forwards and out by the exhalant current along the pallial groove. The oxygen-bearing water is drawn across the surface of the leaflets in the opposite direction to the blood flow within, so creating a counter current-system (Fretter and Graham, 1994). The dense cilia in the rim-groove are reported (Fretter and Graham, 1994) to propel debris particles caught on the leaflet surface to the free end where they drop off, but this would seem unlikely for those in holdfasts feeding upside down into the core of the stipe. After passing the leaflets, the current, now exhalant, is propelled by cilia forwards along the pallial groove to exit the gill-less anterior on the right of the animal 76Pp flic.kr/p/ZjfytY & 77Pp flic.kr/p/YhjaDJ . It is unlikely that the red features referred to as the osphradia 53Pp flic.kr/p/Z6REoG have the usually attributed function of water-quality testing as there are no associated ctenidia to forwarn, and they are located in the path of the exhalant water after it has flowed over the pallial gills and shortly before it exits the anterior of the shell. There are anatomical signs that they may be vestiges of a lost double osphradium-ctenidium complex like that still found in Diodora graeca flic.kr/p/neENxW (Spengel, 1881, in Fretter & Graham, 1962, p314). Graham & Fretter (1947) had a 'suspicion' that the leaflets on frond-dwellers are smaller than those on holdfast-dwellers, and that this can be correlated with the greater exposure to water movement of frond dwellers. This seems to be supported by some images 78Pp flic.kr/p/Zjfyby that show large leaflets projecting from the shell of holdfast dwellers, but no leaflets projecting from the shell of frond dwellers. But, measurement of live, expanded, gill area is difficult, and individuals can extend or retract the mantle and gills.

Alimentary and excretory features .

The inner lips of the mouth, described above, open into the buccal cavity. The anterior wall of the cavity is reinforced by a pliable, white, chitinous, antero-dorsal plate, called the “jaw” though it is not articulated and does not bite 60Pp flic.kr/p/Y8tJDM . It serves as an attachment for several muscles and has two lateral wings that meet dorsally at an angle and form an anterior shield for the inner lips when they are open. Within the buccal cavity there is a pink odontophore 61Pp flic.kr/p/Z6RCAJ & 79Pp flic.kr/p/Zjfxp3 consisting of a right and left bolster which is covered in thick cuticle. Much of a bolster is made of strong cartilage-like material. The odontophore occupies a large amount of the body, 25% of its length. There is a black mark within its anterior half that is visible through the dorsal surfaces of it 80Pp flic.kr/p/ZjfxcQ , the epithelium of the head and the overlying mantle 81Pp flic.kr/p/ZjfwMb , and, on many translucent shells, it underlies and adds to the intensity of a patch of black pigment on the anterior of the shell's interior 82Pp flic.kr/p/ZjfwtL .

The radula is created in a semi-translucent sac 83Pp flic.kr/p/ZjfwgS . Its exposed anterior, widened into a hyaline shield 84Pp flic.kr/p/Zjfwaj , rests on the dorsum of the odontophore 85Pp flic.kr/p/Zjfw5u . The strong, iron-impregnated, unarticulated teeth are firmly fixed in a backwardly inclined position on the radula 86Pp flic.kr/p/ZjfvYC , but the anterior tip of the radula bends over the front of the odontophore so that the front rows of four teeth are inclined forwards like a chisel 85Pp flic.kr/p/Zjfw5u . To feed, the strong muscles of the large odontophore thrust it forwards against the front of the buccal cavity which, reinforced by the jaw, restrains the odontophore but allows the front teeth to project strongly from the narrow vertex of the gap between the wings of the jaw 60Pp flic.kr/p/Y8tJDM . When applied to Laminaria, the teeth effectively chisel into the tough frond or stipe, and the curve of the withdrawing teeth acts as a scoop to lift particles back to the oesophagus in the buccal cavity. The action is surrounded by the outer lips which prevent the escape of loosened food fragments 60Pp flic.kr/p/Y8tJDM . Like other limpets and some sea snails that graze rock surfaces, P. pellucida has a long, powerful radula, but it is shorter than most, being about 75% the length of the shell 37Pp flic.kr/p/XQh5nv , requiring only a single fold to fit it inside the body 87Pp flic.kr/p/ZjfvNs which is about the same length as it 80Pp flic.kr/p/ZjfxcQ . Other British patellids have radulae between about 100% and 250% of shell length (Fretter & Graham, 1962). The cause of the correlation between length and rock grazing is uncertain. It may be that a lengthy process is needed for the teeth to acquire the required hardening mineralization, so less length/time would be needed to form a radula for grazing alga that is tough, but not as hard as rock. Tooth creation starts at the slightly bifid, white, inner end of the radular sac 83Pp flic.kr/p/ZjfwgS with secretion of colourless transparent cuticular material by odontoblast cells. As each new tooth commences, the previous one is pushed forwards along the sac. Cells along the roof of the sac make incremental additions, including the hardening salts of iron and silicon, to the teeth as they travel along the sac, with a progressive change from colourless through darkening shades of yellow/orange visible through the translucent sac walls. Creation is complete by the time the tooth reaches the buccal cavity, where the radula emerges from the sac onto the odontophore 85Pp flic.kr/p/Zjfw5u .

The yellow digestive gland 55Pp flic.kr/p/Z6RDUW & 81Pp flic.kr/p/ZjfwMb composed of a mass of tubules is usually the most obvious organ on the surface of the visceral mass when the shell is removed. Digestive cells in the tubules ingest particulate food to digest it intracellularly (Fretter & Graham, 1994, p. 219). The tubules extend into the blood filling the haemocoel, and their very thin covering of connective tissue allows the passage of nutrients into the blood. Food material passes along the long coiled intestine which is usually white like the consumed white inner parts of Laminaria 81Pp flic.kr/p/ZjfwMb & 87Pp flic.kr/p/ZjfvNs . Faecal boluses pass through the rectum 81Pp flic.kr/p/ZjfwMb and are compressed and bound with mucus to emerge as faecal rods 88Pp flic.kr/p/ZjfvsN from the anus at the rear right of the nuchal cavity 87Pp flic.kr/p/ZjfvNs and are conveyed to, and expelled from, the right anterior of the shell by cilia and the flow of exhalant water 77Pp flic.kr/p/YhjaDJ . Compression of faeces assists removal without fouling the gills. Excreta from the nephridipores by the anus are expelled by the same route. Particulate matter removed by cilia on the gill leaflets, and sediment caught in mucus from the lateral glandular streak, are conveyed along the pallial groove by cilia and exhalant water, to join the anterior expulsion.

Reproductive organs

The gonads are situated between the viscera and foot. During the breeding season, they may spread over much of the viscera 87Pp flic.kr/p/ZjfvNs & 89Pp flic.kr/p/Zjfvq3 , but on juveniles , and on adults out of breeding condition, they are usually hidden or nearly so 55Pp flic.kr/p/Z6RDUW & 82Pp flic.kr/p/ZjfwtL , on an animal removed from the shell. Female ovaries are granular, and male testes have numerous interconnected tubules. Fertilization is external, so the male has no penis. Gametes leave both sexes through the right nephridium (kidney) via its nephridipore at the rear right of the nuchal cavity, and carried from the shell by cilia and the forward flowing exhalant current.

GLOSSARY

afferent (adj. of vessel) = carrying blood etc. towards an organ.

aperture = mouth of gastropod shell; outlet for head and foot.

apex (definition for this account) = position of the larval protoconch (see summit).

branchial (adj.) = of or relating to gills (branchiae).

cephalic = (adj.) of or on the head.

cnidocytes = explosive stinging cells of hydroids, jellyfish, sea anemones etc. en.wikipedia.org/wiki/Cnidocyte

ctenidium = comb-like molluscan gill; usually an axis with a row of filaments either side.

efferent (adj. of vessel) = carrying blood etc. away from an organ.

ELWS = extreme low water spring tide (usually near March and September equinoxes).

epizoic (of a plant or animal) = growing or living non-parasitically on the exterior of a living animal.

GS1, GS2 etc. = Growth Stage 1 (planktonic veliger larva), Growth Stage 2 (newly settled juvenile) etc.

GS5f = Growth Stage 5 (late adult) living on Laminaria frond.

GS5h = Growth Stage 5 (late adult) living in Laminaria holdfast.

GS5s= Growth Stage 5 (late adult) living on Laminaria stipe.

haemocoel = system of interconnected spaces (sinuses) containing blood within body of a mollusc.

holdfast = rootlike in appearance, but not in function, tendrils attaching seaweed to the substrate. (a.k.a. hapteron).

mantle = sheet of tissue that secretes the shell and forms a cavity for the gill in most marine molluscs.

MLWS = mean low water spring tide level (mean level reached by lowest low tides for a few days every fortnight; Laminaria or Coralline zone on rocky coasts).

osphradium (pl. osphradia) = organ for testing water quality (chemical and/or for particles) usually near approach of inhalant current to ctenidium or pallial gills. Structure varied; including comblike, papillate or ribbing.

pallial (adj.) = of, relating to, or produced by the mantle (pallium).

periostracum = thin horny layer of chitinous material often coating shells.

phylogenetic (of development) = of change due to genetic make up.

resorb = absorb again that which was previously produced.

resorption = the process of absorbing again that which was previously produced.

stipe = stem of some brown seaweeds that supports the fronds and may contain a core of cells that transports sugars and nutrients within the alga.

summit (definition for this account) = highest point of the shell above the substrate (see apex).

trochophore = spherical or pear-shaped larva that moves with aid of girdle of cilia that beat to cause rotation. Stage preceding veliger, passed within gastropod egg in most spp. but free in plankton for patellid limpets, most Trochidae and Tricolia pullus, and, with no veliger, chitons.

veliger = shelled larva of marine gastropod or bivalve mollusc which feeds and swims by beating cilia of a velum (small on P. pellucida).

Curtiss Aircraft had already produced the P-36 Hawk for the US Army Air Corps, but reports were reaching the US that potential enemies—namely Nazi Germany and Imperial Japan—were testing new fighters that would vastly outclass the P-36. The USAAC had their own new fighters on the drawing boards, but needed something that could be produced quickly and still be competitive. Curtiss responded by mating the Allison V-1710 inline engine with the P-36 airframe: the Allison had the same power as the Hawk’s radial engine, but was smaller and more streamlined. Designating the new type the XP-40 Warhawk, it was first flown in October 1938, but performance was disappointing. Curtiss tweaked the XP-40, moving the radiator to beneath the engine and adding an air scoop above it, in front of the cockpit. While the XP-40 still could not reach 400 mph as Curtiss had hoped, its performance was good enough that the USAAC placed an order for 500 P-40B Warhawks, the largest fighter order the service had placed to that date.

It was not the USAAC (later US Army Air Force) that would give the P-40 its baptism of fire. France, desperate for fighters, had placed an order for P-40Bs, but was overrun by Germany before they could be delivered. The order was diverted to Great Britain, but as the Allison engine lacked a supercharger, the P-40 was ineffective above 15,000 feet and could not climb as well as the Spitfire or its opponent, the Messerschmitt Bf 109. Not knowing what else to do with the P-40B, which the British had named the Kittyhawk I, they were relegated to a “secondary” theater, North Africa, and sent to Commonwealth air forces such as Australia’s. North Africa, however, quickly became a primary theater, as Axis forces drove on Egypt, and the P-40 found itself against Italian Macchi fighters and early-model Bf 109Es—and it excelled.

Since both sides were committed to using airpower to support ground forces, air combat rarely took place above 15,000 feet, and very quickly Commonwealth pilots found the strengths of the P-40: it was easy to fly, was excellent in a dive and in low-speed dogfights, it was easy to repair and dealt well with the harsh desert environment, and most of all, it was durable. The British Desert Air Force would also be the first to put “sharkmouths” on its P-40s, which the chin-mounted radiator lent itself to; this marking would become the trademark of the P-40.

When the Japanese attacked Pearl Harbor on 7 December 1941, the P-40 represented the main fighter available to USAAF units in Hawaii. Though most of the fighter force was caught on the ground, a number of P-40s were able to get into the air, namely those of Kenneth Taylor and George Welch, who accounted for five Japanese aircraft between them.

By far, however, the most famous of these early efforts, and the most famous P-40s of all, were flown by the American Volunteer Group—the legendary Flying Tigers. Operating P-40Bs diverted from a British order and flying in Chinese markings and sharkmouths, the Tigers would shoot down nearly 300 Japanese aircraft for the loss of only four P-40s. Admittedly, most of the Japanese losses were bombers, but AVG pilots ran into far more nimble Japanese fighters in the form of A6M Zeroes and Ki-43 Oscars. The Tigers’ commander, Claire Chennault, had known that his Kittyhawks would not be able to maneuver with Japanese fighters, and so developed “boom-and-zoom” tactics that played to the P-40’s strengths. AVG pilots would dive on Japanese opponents, open fire, then convert the kinetic energy of the dive into a quick climb. The P-40 pilot could then repeat the maneuver, or simply leave, as the Japanese could not keep up with them. Later, as the USAAF entered the war in the Southwest Pacific, other P-40 pilots learned that making a hard turn at high speed could allow them to easily break away from a Zero. Here the P-40’s durability also paid dividends, as Japanese pilots found it difficult to shoot down.

By 1943, the early P-40Bs and Cs were becoming obsolete, and Curtiss refined the design still further. In the P-40E (the first referred to as Warhawk by all users), the .30 caliber machine guns were deleted in favor of all .50 caliber armament, giving the P-40E considerable hitting power; P-40Es were used very effectively in the China-Burma-India theater, where they were to achieve air superiority over the Japanese. Commonwealth and now USAAF pilots in North Africa, facing increasingly better German and Italian fighters, thought that the P-40E was too heavy, and in any case the lack of high altitude performance was still a problem. Curtiss responded with the Packard Merlin-equipped P-40F, which matched the best piston engine of the war to the P-40 airframe, and stripped-down, lighter P-40Ls (which had Merlins) and P-40Ns (retaining Allisons), which also had extended fuselages to compensate for the heavy torque of the bigger engines.

By the time production of the P-40 ended in December 1944, the war had left it behind. Nonetheless, the P-40 was to remain in service until the end, achieving the longest in-service time of any American fighter. 26 nations had flown the Warhawk in combat (including, ironically, the Japanese, who flew captured P-40Es in Burma), and if its shortcomings had never quite been solved, its pilots had overcome them. The fighter served in every theater of war, from Iceland to Burma, and from Australia to the Aleutians. It was gone from most air forces soon after the war’s end. 13,738 P-40s were built; today, about 90 are left, with 20 flyable aircraft.

This P-40E was originally part of an order for the RAF, but as the RAF was reequipping its P-40 units with Spitfires by the time it was built in 1944, it was diverted to RCAF use instead as AK752. It was not only the first RCAF P-40E (designated Kittyhawk IV by Commonwealth units), but one of the few to carry out a successful interception of an Axis unit from North American shores. In early 1945, while assigned to 133 Sqn at RCAF Sea Island, British Columbia, AK752 was credited with two Japanese "balloon bombs" drifting down the Pacific coast.

After the war, AK752 was declared surplus, and stored with hundreds of other World War II aircraft at RCAF Vulcan, Alberta. A farmer bought it for around $50 in 1952 and used it for parts, then buried it on his farm. Rumors persisted for the next 20 years about a P-40 buried somewhere in southern Alberta, and a warbird collector tracked down AK752 in 1975. When it was excavated, the exhaust stacks were the first part uncovered, giving AK752 a nickname: "Curtissaurus Rex."

Despite being nearly 20 feet underground for two decades, the P-40 was remarkably intact and rust-free. It was bought by an Australian collector and restored to airworthy status by 1985 as VH-KTH. It then flew in Australia until it was damaged in a landing accident in 1994; afterwards it was bought by James Smith, brought to Montana, and repainted.

Now known as N440PE, "Curtissaurus Rex" is painted as a P-40E of the 23rd Fighter Group, stationed at Kunming, China during World War II. As the successor to the legendary American Volunteer Group, the "Flying Tigers," the 23rd FG carried on the AVG's tradition of painting sharkmouths on its P-40s--a tradition continued by the modern 23rd FG's A-10s today. Painted in overall olive drab, it strikes an appropriately ferocious pose at the Stonehenge Air Museum in 2018.

Claude Nahum FORD GT40 - 1968

A Streamlined era stop on the NYC! This station exudes the Art-Deco genre in all of it's glory!

This vintage Buffalo Central Terminal postcard looks like it's from the 30s or 40s. The color of the bus, and the identification of the cars could pinpoint the date.

As a bonus the reverse features the "TERMINAL RPO" postmark displayed.

Chrome and leather drawer pulls sitting on a vaulted base with a raised lip back edge. Jacked with style for a modest piece, and how about that effin' lamp.

Okay, I literally squeed with delight when I saw this streamlined old McCrory's Building. For those not who may not know, McCrory's was a five and ten cent store, ala G.C. Murphy's, Woolworth's, or Kresge's (And if you don't know what any of those are, then you're young!) The red sign and the light brick is a feature I've encountered on several McCrory's stores, but I've never seen one in this streamlined style. Unfortnately, I'm sure this place died long ago, as it is currently a thrift shop... I bought a hand held juicer for like 25 cents haha. :) I've been in one that was nearly original inside (with snack counter), but this one was pretty bland... and uh.. not original.

Canonsburg, PA

The New York Central K-5b Pacific Class 4-6-2 steam locomotive #4915 with Henry Dreyfuss' streamline design. Originally manufactured in 1926 by the American Locomotive Company (ALCO), no. 4915 and her sister no. 4917 were streamlined in 1936 to lead The New York Central’s most luxurious experience on rails.

This project is my first MOC and has taken about a year and a half to complete with many challenges arising in trying to obtain the beautiful "streamline moderne" styling. Perseverance paid off however and through 1/2 steps, 1/3 steps and even 1/6 steps I have ended with a final version that I hope you all will enjoy.

The model is 8-wide, built to 1:48 scale and is designed to fit all standard lego track geometry. The locomotive is powered by two Power Functions M motors.

Directions to the build can be found here:

www.etsy.com/shop/ChristopherLocoWorks

Steamtown, USA display of former Canadian Pacific non-streamlined 4-6-4 H1b Hudson (Empress) # 2816, with son Jeff standing by the rear 75" driver at the museum in Riverside, Vermont, August 1982. Jeff almost made to the height of the driver at his present height of 74 inches tall.

Streamlined art deco van. This design is a slightly modified version of Flickr user snaillad's van, which you can find in his photostream. The delivery man seems to like it, so I guess it's not too bad. First created in MLCad, then built with real bricks.

This former roadside diner built in the 1930's to resemble a Union Pacific streamliner at one time was located just north of Perris, CA on U.S. 395. Seen at the Southern California Railway Museum.

There are hundreds of these interwar blocks of flats in inner London. Most are of unremarkable design, but when I came upon this one I thought it looked a cut above most. Then I remembered reading in Pevsner of some flats somewhere around here by one of the more distinguished Modernist practices. I looked it up when I got home. Yes, Henriques Street, south of Commercial Road, by Burnet, Tait & Lorne, 1934-5, Modernist flats for the adjoining Bernhard Baron Jewish Settlement, founded by Basil Henriques. The only trouble is Pevsner refers to Basil House, but this is called Batson House. This must be it though. I've been up and down Henriques Street on Google Street View and there is no other candidate. It adjoins the Jewish Settlement. There are, I think, three blocks like this ...so perhaps one of the others is Baron House. I like the pillars running through the landings, with an especially chubby one at ground level. The windows must be replacements. Henriques Street, by the way, used to be Berner Street, site of one of Jack the Ripper's murders. I think it was still Berner Street when I last visited in 1970.

Tram Blackpool English Electic Railcoach 680

Wikipedia description

The English Electric Railcoach cars were 45 streamlined enclosed single deck trams built by English Electric between 1933-1935. They were numbered 200-224 and 264-283. None of these remained in their original form, with 10 cars (272-281) rebuilt as towing cars for the Progress Twin Set cars in the 1950s and 1960s, 2 cars rebuilt as illuminated cars in the 1960s (209 as the Western Train Locomotive and 222 as the Hovertram), No. 264 rebuilt in 1964 with flat cab-ends and rounded corners, No. 618 (271) rebuilt in 1968 with tapered cab-ends and the last 11 surviving cars as well as Nos. 264 and 618 (220-221, 224, 264-271 and 282-283) rebuilt as the One-Man Operated (OMO) cars in the 1970s. The other 20 cars were scrapped.

English Electric Railcoach car No. 264 was rebuilt in 1964 with flat cab-ends and rounded corners, resembling the Coronation cars and the Twin Set cars. No. 264 was also given exterior plastic panelling to reduce its weight, but was returned to aluminium panelling due the plastic warping and becoming discoloured. No. 264 became No. 611 in 1968. English Electric Railcoach car No. 618 was rebuilt in 1968 with tapered cab-ends, increasing its capacity from 48 to 56. Prior to being rebuilt as the OMO cars, the last 11 cars remaining in their original form, as well as Nos. 264 and 618 (271) were renumbered in 1968: 220-221 became 608-609, 224 became 610, 264-271 became 611-618 and 282-283 became 619-620.

The former Twin Set towing cars 678–680 (278-280) were converted back to single trams with cabs at both ends. English Electric Railcoach tram No. 679 was given an all-over advert for Mecca Bingo in 1994, which featured two big fibreglass bears fitted to the roof, with one on each end. The advert and fibreglass bears were removed in 1995. The last of these in the active fleet, No. 680, was withdrawn in 2008. 678 was preserved by Fleetwood Heritage Leisure Trust in 2011. 679 was preserved by the Lancastrian Transport Trust until 2013, when it joined the retained heritage fleet in Blackpool and will eventually be restored into original condition and regain its original pre-1968 number of 279. 680 was preserved at the Heaton Park Tramway in Manchester in 2011. During December 2013, 680 was transferred to Beamish Museum for an operational loan deal and entered service there. In April 2015, No. 680 was transferred to its permanent home at Heaton Park Tramway and entered service there. In August 2015, No. 680 was transferred to Blackpool for an initial 2-year loan and was repainted into 1990s green and cream livery with black window surrounds.

+++ 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:

Although Japan had designed and manufactured a number of military aircraft before and during World War II, it was forbidden according to the Potsdam Declaration from engaging in the production of airplanes and other products that could be used to rearm a military. These restrictions, however, were lightened by the United States during the Korean War, opening up the possibility for a Japanese company to produce a civilian aircraft.

The YS-21 turned out to be a reliable and sturdy aircraft, popular among its crews for its good low speed handling. On 29 April 1995, the last YS-21s in service flew their last commercial flights. Throughout their combined cumulative operational lifetimes, the YS-21s accumulated a total of 1.18 mio. flight hours, during which 80.4 million passengers were carried across 1.3 mio. individual flights, without any accidents and an impressive 98% in-service reliability.

General characteristics:

Crew: 3

Capacity: 85 with 8,400 kg (18,519 lb) payload

Length: 32.40 m (106 ft 1 1/2 in)

Wingspan: 34.3 m (112 ft 6 in)

Height: 10.80 m (35 ft 4 1/2 in)

Wing area: 146.7 m2 (1,579 sq ft)

Empty weight: 22,200 kg (48,943 lb)

Max takeoff weight: 46,000 kg (101,413 lb)

Powerplant:

2× Mitsubishi-built Pratt & Whitney JT8D-9 low bypass turbofans, 64 kN (14,500 lbf) thrust each

Performance:

Maximum speed: 590 mph (950 km/h, 510 kn) at 6,100 m (20,000 ft)

Cruise speed: 470–530 mph (750–850 km/h, 400–460 kn) at 6,100 m (20,000 ft)

Range: 1,700 km (1,100 mi, 920 nmi)

Service ceiling: 12,000 m (39,000 ft)

Rate of climb: 16.7 m/s (3,300 ft/min) at 2,135 m (7,005 ft)

Takeoff roll: 1,859 m (6,099 ft)

Landing roll: 1,755 m (5,670 ft)

The kit and its assembly:

Even though I am not a fan of small-scale airliners, I have recently (and successfully) built two what-if conversions, and I still had the idea of this short-haul airliner in the back of my mind since my Il-60 airliner build. The latter was based on a Caravelle airliner and featured two turboprops on the wings in new nacelles as well as a low tail. However, when I built it, I already considered a similar conversion, just with podded jet engines under the wings like the Dassault Mercure or the Boeing 737.

I had based the Il-60 on the rather crappy Caravelle kit from Mastercraft, so that I switched this time to the new (but much more expensive) Amodel kit – in this case the Caravelle 10R model, which comes with proper JT8 engine pods.

Despite a completely new layout of the aircraft, I wanted to change as little as possible and use only few donor parts. In fact, the only additional/new parts are the radome (actually a propeller spinner from a Matchbox He 115, simply glued onto the Caravelle’s nose and blended into the fuselage with PSR) and longer landing gear struts, because the re-located engines under the wings called for a bigger ground clearance. The front leg was completely replaced (taken from a 1:200 Space Shuttle, but still with OOB wheels), while on the main struts only the legs were replaced with longer parts from a 1:72 F4U. A weird detail: the kit comes with separate struts and bogies, but this makes this surgery relatively easy. In order to change the profile of the aircraft I replaced the round fin tip with a square one, scratched with styrene sheet and PSR.

Lots of PSR went into the build, in part because of peculiar solutions the mold designers chose. For instance, the window section consists of three clear panels per side, to be glued into recesses on the flanks, which have back walls. The benefit of this construction is beyond me, because it just causes surface mess and calls for sanding and filling. Naturally, the three panels per side do not lie perfectly flat or even in their recesses, and they are in total 2mm too long for their intended openings…? WHY!? If Amodel had wanted a clean solution, they could (and should) have molded the complete fuselage halves as clear parts? Another weak point I came across was the windshield, which comes (Minicraft style) as a clear cockpit area section and seemed to belong to an altogether different aircraft – it did not fit into the respective fuselage opening at all and called for massive trimming and more PSR…

These problems with the clear parts almost ruined everything, and that’s a shame because the Amodel Caravelle is a nice kit of this airliner, with fine, recessed surface details and delicate details. Nevertheless, even though it is a modern mold the kit does not get together easily, a typical short-run affair without locator pins.

As a typical feature of my airliner builds, I added a vertical styrene tube in the fuselage’s center of gravity as a display holder adapter for the in-flight scenes.

Painting and markings:

I had a hard time figuring out a potential manufacturer and operator for this aircraft – placed into the Seventies time frame, there were many similar designs on the market, so why add another short-/medium range airliner with a rather limited capacity which would rather be a Sixties design? After long considerations I settled upon a Japanese aircraft – national pride and stubborn processes might certainly lead to such an aircraft, and the YS-11 shows that the idea is not far-fetched.

I also considered a fictional airline as operator, but when I checked options for an aftermarket decal sheet, I realized that the early ANA livery, the so-called “Mohican” scheme due to the blue dorsal stripe, featured a da Vinci helicopter as a logo. I never noticed this before or wasn’t able to identify it, and I found this badge so charming and weird that I eventually settled for ANA as the aircraft’s operator. After some more search I even found a decal sheet from 26decals for an ANA Boeing 767 from 2009 in a retro scheme, and I was also able to organize a Mohican livery sheet from a Hasegawa 1:200 Boeing 737, because the 767 fin emblems were simply oversized for the Caravelle’s fin.

Creating and adapting the early ANA scheme to the model was complicated, though. In an initial step I gave the model’s underside and the upper wing surfaces a coat of White Aluminum from the rattle can – I opted for this simple quasi-NMF finish because of its retro look. The upper fuselage became white, with the help of decal sheet material and enamel paint (Humbrol 22). The blue spine and the fin were also painted with a brush in French Blue (Modelmaster), which came close to the cheat lines’ blue tone from the retro 767 sheet – even though these are IMHO a bit dark. Some fine-tuning and decal trimming had to be done in order to make the livery work, though, but I think the result looks quite good – better than expected after this material mish-mash.

Once the basic livery had been applied, the windows were added with decals. The cockpit windows had to be improvised, since Amodel’s Caravelle sheet does not offer a decal option for the windscreen. But I am not sure if it would have matched the modified nose section at all? So I trimmed down the Boeing 767 windscreen from the 26decal sheet and improvised. The cabin windows were taken from the 767, too. I wanted a very different look from the Caravelle’s original triangular window rows, and with the 767 windows' rather oval shape and higher density, this worked well. It also makes the YS-21 look bigger than it actually is.

After that, the airline markings and some more details like walkways on the wings (created with generic decal strips from TL Modellbau) were added.

In a final step, the landing gear was finished and some more detail painting (position lights, exhausts and thrust reversers) was done, before the kit was sealed with an overall coat of gloss acrylic varnish for a clean and shiny look.

I am torn about the outcome of this build, esp. the Amodel base. After long waiting, I hoped for a decent Caravelle kit in 1:144 scale. It is basically there, but the weird window panel construction really ruins what could have been a crisp up-to-date offering. This does not ruin the model as such, but the panel solution is IMHO far from perfect and user-friendly. :(

The layout conversion into the 737-style YS-21 whif worked well, despite some problems, and I think there’s only little left of what reminds of the model’s Caravelle heritage. The ANA Mohican livery also looks stylish, it adds a nice retro touch to the aircraft, very Seventies (if not Sixties?). With the glossy and bright finish, the model even looks, from certain angles, like a vintage Chinese tin toy?

Lincoln Zephyr (1937)

* Designer: John Tjaarda

* Displacement: 4380 cc

* Power: 110 CV

* Top-speed: 130 km/h

Henry Ford's sun Edsel, who was in charge of the company's LINCOLN division, was the first to introduce a marketable, mass-produced streamlined automobile: the 1936 Lincoln Zephyr.

Sweeping the market like a storm, the aerodynamic design suddenly turned into an international fashion trend.

Zeithaus Museum

Autostadt Wolfsburg

17 February 2014

Nikon D90/AF Nikkor 1:3.5-4.5 28-105 mm

The Shape of Speed, Streamlined Automobiles and Motorcycles, 1930–1942. Portland Art Museum. Форма Скорости. Автомобилейи и Мотоциклы Будущего - 1930-1942. Музей Искусств, Портланд, Орегон, США.

The modern looking streamlined Peugeot 402 series was presented at the 1935 Paris Motor Show. In the early 1930s revolutionary aerodynamic theories were applied for the first time to mass produced cars. Avant-garde cars like 1934 Tatra 77 and the 1934 Chrysler Airflow gained a lot of positive attention. The 402 was Peugeot's answer to its direct competitor the streamlined 1934 Citroën TA.

The 402 was developed by the Département Études Carrosseries, under supervision of Henri Thomas.

The Peugeot 02-series was also called Fuseau-Sochaux.

The 402 series replaced the predecessors 401 and 601 (from 1934-1935).

Many body variants were available.

The 402 B with an increased engine, followed in Summer 1938.

Note the lack of a running board, and this convex boot lid. It appeared with the renewed 402 B, and it covers the spare wheel.

Besides several Art Deco details, the headlamps placed behind the grille were very remarkable.

See also: en.wikipedia.org/wiki/Peugeot_402

2142 cc L4 petrol engine.

Performance: 60 bhp.

C. 1200 kg.

Production Peugeot 402 series: Sept. 1935-July 1942.

Production Peugeot 402 B Berline this version: Oct. 1938-June 1940.

Original first reg. number: June 30, 1936 (according to RDW, but that's not correct).

New Dutch pseudo-historical reg. number: April 20, 2009.

With current owner since June 22, 2024.

Seen in car museum Visscher Classique. It's a new car museum originated from a large car collection of director Henk Visscher, mixed with a lot of passion and ambition.

The collection focuses on the French brands that fall under the Stellantis group (formerly PSA).

More info: visscherclassique.nl/museum/

Buren, Visscher Classique Car Museum, Schuilheuvelstraat, Aug. 5, 2023.

© 2023 Sander Toonen Halfweg | All Rights Reserved

4468 Mallard is a London and North Eastern Railway Class A4 4-6-2 Pacific steam locomotive built at Doncaster, England in 1938. While in other respects a relatively typical member of its class, it is historically significant for being the holder of the official world speed record for steam locomotives.

Mallard was designed by Sir Nigel Gresley as an express locomotive to power high-speed streamlined trains. Its wind-tunnel-tested,[1] aerodynamic body and high power allowed it to reach speeds of over 100 miles per hour (160 km/h), though in everyday service it was relatively uncommon for any steam hauled service to reach even 90mph, much less 100. Mallard was in service until 1963, when it was retired, having covered almost one and a half million miles (2.4 million km).

It was restored to working order in the 1980s, but has not operated since, apart from hauling some specials between York and Scarborough in July 1986 and a couple of runs between York and Harrogate/Leeds around Easter 1987. Mallard is now part of the National Collection at the United Kingdom's National Railway Museum in York. On the weekend of 5 July 2008, Mallard was taken outside for the first time in years and displayed alongside her A4 sisters, thus reuniting all four A4s extant in the UK for the first time since preservation. She departed the museum for Locomotion, the NRM's outbase at Shildon on the 23 June 2010, where she was a static exhibit, until she was hauled back to York on 19 July 2011 and put back on display in its original location in the Great Hall.

The locomotive is 70 ft (21 m) long and weighs 165 tons, including the tender. It is painted LNER garter blue with red wheels and steel rims.

Mallard is the holder of the official world speed record for steam locomotives at 125.88 mph (202.58 km/h). The record was achieved on 3 July 1938 on the slight downward grade of Stoke Bank south of Grantham on the East Coast Main Line, and the highest speed was recorded at milepost 90¼, between Little Bytham and Essendine. It broke the German (DRG Class 05) 002's 1936 record of 124.5 mph (200.4 km/h).

Mallard was the perfect vehicle for such an endeavour; one of the A4 class of streamlined locomotives designed for sustained 100+ mph (160+ km/h) running, it was one of a small number built with a double chimney and double Kylchap blastpipe, which made for improved draughting and better exhaust flow at speed; the remainder of the class were retro-fitted in the late 1950s. The A4's three-cylinder design made for stability at speed, and the large 6 ft 8 in (2.03 m) driving wheels meant that the maximum revolutions per minute was within the capabilities of the technology of the day. Mallard was five months old, meaning that it was sufficiently broken-in to run freely, but not overly worn. Selected to crew the locomotive on its record attempt were driver Joseph Duddington (a man renowned within the LNER for taking calculated risks) and fireman Thomas Bray.

en.wikipedia.org/wiki/LNER_Class_A4_4468_Mallard

Warren is a World War II-era GS-6 Daylight. He is very insecure about his older cousin, who is a famous GS-4 steam loco who is much more famous (and loved, according to Warren) than him. This cousin is painted in red, orange, and black and features full streamlining, while Warren is a smaller engine who only features basic streamlining and no fancy paint job. Despite these insecurities, Warren does his jobs well, and even manages to take time to mentor Otto, a younger steam loco.

1930's Micheline streamlined railcar at the Citi du Train (National Railway Museum) in Mulhouse, France. These cars utilized a set of special flanged rubber tires with aluminum safety rings inside.(see the 3rd and 4th photos in this set) The concept was also trialed in America, see this interesting page on the Classic Streamliners website:https://www.classicstreamliners.com/rpc-budd-michelin.html,

A very interesting film from the Micheline archives about their rubber-tired railcars can be found here: www.michelin.com/eng/innovation/fields-of-innovation/tire...

These are a few Streamlined and Semi-streamlined steam locomotives in HO scale. All are brass, except the two British LNER locomotives. Chicago, Milwaukee, St. Paul - Pacific RR - The Milwaukee Road - Class A 4-4-2 by Nickel Plate Products.

An impressive streamlined diesel train. Unposted card, but 1930's I think.

Strasburg RR/PA Misc Aug 2013

SAR streamlined 'Northener' 520 exiting the tunnel in the Belair National Park

© Henk Graalman

Majestic Apartments (Irwin S. Chanin with Jacques Delamarre, 1930-1931). Same developer-architect team as at the Chanin Building, here doing a less floral, more streamlined Deco for an almost-twin-tower apartment scheme, set on Central Park West (between 71st and 72nd Streets). Fantastic.

BENS, a classic Streamlined Moderne restaurant in Montreal, visited by many celebrities, is being sold and is in grave danger of being demolished. Sam Benatar, president of SIDEV, the developer, has declared, "It isn't worth anything." It is very ironic that there is now an exhibition at the Montreal Museum of Fine Arts on Streamlined Design, www.mmfa.qc.ca/en/expositions/exposition_43.html with carefully preserved examples of Streamlined Modern design but a beautiful public example of it is about to be destroyed. Surely, BENS is as important to preserve as the objects in the museum exhibit.

BENS was designed by Charles Davis Goodman (1894-1962), who was one of the architects of a number of well-known Montreal buildings, including the now demolished, and much mourned, 1948 Laurentien Hotel, the 1931 Jewish General Hospital and the 1948 Pascal Hardware. Goodman, a McGill University graduate, was elected a fellow of the Royal Architectural Institute of Canada in 1955.

See artdecomontreal.com/pages/news.htm for full alert.

If you care, please send an email to these people in any language and forward this alert to anyone else who cares about good and historic design.

Josette Laurin, Josette.Laurin@mcc.gouv.qc.ca

Yves Laliberté, yves.laliberte@mcc.gouv.qc.ca

Caroline Dubuc, cdubuc@ville.montreal.qc.ca

Karim Boulos, karimboulos@ville.montreal.qc.ca

Benoit Labonté, benoitlabonte@ville.montreal.qc.ca

Melanie Faucher, melaniefaucher@ville.montreal.qc.ca

Catherine Sevigny, catherinesevigny@ville.montreal.qc.ca

Gerald Tremblay, geraldtremblay@ville.montreal.qc.ca

Lucienne Robillard, Robillard.L@parl.gc.ca

Josée Verner, Verner.J@parl.gc.ca

SIDEV, info@sidev.com

Jacques Chagnon, jchagnon@assnat.qc.ca

Christine St-Pierre, ministre@mcccf.gouv.qc.ca

Shallow Water

Streamlined and spreading

sirenian tails,

dugongs in shallows

weave bubbles in trails

through warm turquoise waters

spangled with sun

into the sea grass

where crystal tides run,

herding and grazing,

for coral and shell

have built a great bulwark

that holds back the swell,

but now there's a dredger

that spews a great plume:

a thick cloud of silt

and a shadow of gloom.

The sea grass turns yellow

and dugongs turn tail,

a man-made calamity

out of all scale.

They do it for profit,

though profit can't buy

the health of our Mother,

the sea or the sky,

and boors sit in offices

wearing their ties

spreading the silt

of their lucre and lies

and sly politicians

leave the sea rank

on their way to the ballot-box

via the bank -

but give me a glimpse

of those flukes in the surge

and I'll spurn all their wealth

and swallow the urge

to rail as we squander,

to weep as man fails:

there's hope in those rising

sirenian tails.

(Poem by Giles Watson, 2015.)

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.

Nevertheless, the J 29D soldiered on, together with the rest of the J 29F and S 29C fleet, until 1970, even though not in front line duties anymore.

General characteristics:

Crew: 1

Length: 10.80 m (35 ft 4 1/2 in)

Wingspan: 11.0 m (36 ft 1 in)

Height: 3.75 m (12 ft 4 in)

Wing area: 24.15 m² (260.0 ft²)

Empty weight: 4,845 kg (10,680 lb)

Max. takeoff weight: 8,375 kg (18,465 lb)

Powerplant:

1× Svenska Flygmotor RM2B afterburner turbojet, rated at 6,070 lbf (27 kN)

Performance:

Maximum speed: 1,060 km/h (660 mph)

Range: 1,100 km (685 mi)

Service ceiling: 15,500 m (50,850 ft)

Rate of climb: 32.1 m/s (6,320 ft/min)

Armament:

4x 20mm Hispano Mark V autocannon in the lower front fuselage

Typically, a pair of 400-liter (106 US gallon) or 500-liter (132 US gallon) drop tanks was carried on the outer “wet” pylons

Further air-to-air ordnance initially consisted of 75 mm (3 in) air-to-air rockets, from 1963 onwards the J 29D could also carry up to 4x Rb 24 (AIM-9B Sidewinder) IR-guided air-to-air missiles.

Optionally (but never carried in service), the J 29D could also deploy a wide range of bombs and unguided missiles, including 145 mm (5.8 in) anti-armor rockets, 150 mm (6 in) HE (high-explosive) rockets or 180 mm (7.2 in) HE anti-ship rockets

The kit and its assembly:

Sweden is a prolific whiffing territory, and the Saab 29 offers some interesting options. The all-weather Tunnan was a real Saab project, and things actually got as far as the aforementioned radome shape test stage. But eventually the project was fully dropped, since Saab had been busy with standard J 29 production and conversions, so that this aircraft never materialized, just as the projected side-by-side trainer Sk 29 of the same era.

However, I recently came across a nice Saab 29 book which also covers some projects – including drawings of the radar-equipped Tunnan that never was. My converted model with the thimble radome and the raked air intake is based on these drawings.

The basic kit is the Heller Saab 29, which I deem superior to the Matchbox Tunnan, with its mix of raised and engraved panel lines and overall rather soft detail (despite the surprisingly nice cockpit). Anyway,, the Heller kit has its flaws, too, e. g. a generally weak material thickness, lack of locator pins or other stabilizing aids and some sinkholes here and there.

The kit was built mostly OOB, with as much lead in the gun tray as possible - and it actually stands on its own three feet/wheels! The only major change is the modified nose section. It sounds simple to graft a radome onto the Tunnan's nose, but the rhinoplasty was challenging. The whole front end had to be renewed, based on the profile drawings and sketches at hand.

The thimble radome is actually a recycled drop tank front end from a Hasegawa F6F Hellcat. The raked, lower aitr intake lip comes from a Matchbox Mystère IVA - but it lost its splitter, was reshaped and had the OOB air intake duct glued into place from behind. Once the intake was glued into its place, a wedge opeing was cut into the area in front of the canopy and the drop tank radome adapted to the gap, a step-by-step approach, since I wanted to have the radome slightly protrude into the airtake, but also keep a staright line in front of the windscreen.

Additional details include new pitots on the wing tips and some additional antennae. The heat shield for the afterburner engine is OOB, as well as the streamlined drop tanks and their pylons. I just added an additional pair of pylons (from an Acedamy MiG-23) to the inner wing, holding a pair of AIM-9Bs.

Painting and markings:

Finding a suitable, yet “different” scheme for the J 29 night fighter was not easy; most J 29 were left in bare metal, some carried dark green upper surfaces and some S 29C wore a paint scheme in olive green and dark blue. I eventually settled for the RAF style paint scheme that had been adopted with the J 30 Mosquito and J 33 Venom night fighters – not spectacular, but different from the Swedish early Sixties norm, and it subtly underlines the J 29D’s role.

The scheme was lent from RAF Venom night fighters (which was used on the Swedish J 33, too), and of the upper surfaces I used RAF tones, too: Humbrol 163 (Dark Green) and 165 (Medium Sea Grey). However, I did not want to use the grey on the lower surfaces, since I found that scheme a bit too uniform and British, so I painted the lower surfaces in NMF, with a waterline at medium height - higher than the camouflaged S 29C’s and lower than the early, camouflaged J 29A fighters (with an experimental all-green upper surface).

The bare metal finish was created with acrylic Aluminum (Revell 99) and Polished and Matt Aluminum Metallizer (Humbrol) added on top, highlighting single panels. Around the engine bay and the exhaust, a base with Iron (Revell 91) was laid down, with Steel Metallizer (Modelmaster) on top.

Under the wing tips, green formation markings (again Humbrol 163) were added, as well as black ID stripes (cut from generic decal sheet material). Other, Swedish adornment, like the roundels, codes or squadron markings, was taken from the OOB sheet, a PrintScale sheet for the J 29 and leftover decals from a Heller J 21.

Interior details were painted according to Swedish standard, thankfully there are many good pictures available. The cockpit interior became grey-green (Revell 67 comes very close to the real thing) with light grey dashboard and side consoles. The landing gear wells medium (Revell 57) grey with some dry-brushed Aluminum, while the wheel discs became grey-green, too.

An interesting result, through relatively little effort: the dog nose changes the look of the tubby J 29 a lot, it looks much sleeker and somewhat German now – but somehow also more retro than the original aircraft? The different paint scheme looks unusual, too, despite being relatively down-to-earth. This will certainly not be my last modified J 29, a two-seat trainer would certainly be another cool and reality based Tunnan whif?

Norfolk Southern operated Norfolk & Western streamlined J class 4-8-4 Northern steam locomotive # 611, with it's railfan train is seen in the yard at Atlanta, Georgia, October 1989. This is big time Eastern steam power at it's best. Located on the left side of the photo is a fire hose providing water to top off the tender for the trip. The train provided two weekend railfan trips.

With its distinctive plywood-skinned oval section streamlined fuselage, the Albatros D.V entered service in May 1917, but from October 1917 was supplemented in large-scale production by the strengthened Albatros D.Va with different upper wing and aileron control system. One D.V, D2859, was flown by ‘The Red Baron’, Manfred von Richthofen.

At its operational peak in May 1918, over 1,000 often brightly-coloured Albatross D.V/D.Va fighter aircraft were serving on the Western Front as well as in Italy and Palestine. This was an attempt to overcome the Allies by quantity rather than capability, since the outclassed Albatross Jagdstaffel units suffered heavy losses in combat in the German’s Spring offensive of 1918 and as a result of structural failure of the lower wing, leading in 1918 to a prohibition of prolonged diving in the type. Despite this, the type remained in production until the November 1918 Armistice, with over 3,000 produced, of which only two survive, in the U.S.A and Australia.

Actually painted as a D.V aircraft from a batch of 400 ordered in May 1917, this flying replica was built by New Zealand Company The Vintage Aviator Ltd (TVAL) in 2011, and uses an original contemporary Mercedes D.III engine from RAF Museum stocks. It represents an aircraft flown on the Western Front by Jasta 61in 1918. Flown a number of times in New Zealand and the UK in 2012, it arrived at Hendon in October 2012.

V12 White truck engine

replaced after 250000miles by a 300hp Cummins 6 cyl diesel in 1953

5th wheel permanently attached 10000 lb trailer

Ultra streamlined. Petersen Automotive Museum, Wilshire Boulevard, Los Angeles, USA

The Peterson Museum’s Aerocar was originally constructed for Dr. Hubert Eaton, the owner of Los Angeles’ Forrest Lawn Memorial Park and its exhibit featured the following description:

“Eaton Reo/Aerocar Rig

“This ultra-streamline Reo tractor was specially built to tow a Curtiss Aerocar, on one of the earliest production fifth-wheel trailers. Custom built for Dr. Hubert Eaton of the Forest Lawn Memorial Parks, its innovative cab-forward aluminum and leatherette body was constructed by Standard Carriage Works of Low Angeles, a coachbuilder that specialized in bodies for trucks and other commercial vehicles. It featured a large storage area, sleeping quarters for the driver, and a separate four-cylinder engine for auxiliary power. A Williams air-brake and dual rear-wheels accommodate the permanently attached 10,000 pound trailer. First equipped with a flat-12 White truck engine, the Reo tractor was fitted with a 300-horsepower Cummins 6-cylinder diesel in 1953 when the original engine wore out after more than 250,000 miles of use.

“The luxurious and expensive Aerocar trailer was built by Curtiss of Coral Gables, Florida, a firm also known for motorcycles and pioneering aircraft. Nicknamed ‘Vagabond’ by Dr. Eaton, it was outfitted for hunting excursions and to transport company executives on trips to inspect various real-estate holdings. Special features include a self-contained restroom and kitchen, comfortable seating for eight, cup holders, and an observation deck equipped with a speedometer, compass, and intercom for communication with the driver. Though currently set up for day travel, the interior can be modified to sleep up to six passengers. The dramatically styled rig was in regular use until retired by Forest Lawn Memorial Parks in 1991.”

For my video; youtu.be/KquPTwf3WoA

Little stream running along the path on the way to the Mahon Falls in the Comeragh mountains, Co. Waterford. The sea on the horizon laps the cliffs of the Copper Coast along the eastern part of the county.

My streamlined 4-8-2 is finally finished! it was inspired by the South Australian Railways 520 class 4-8-4 and the hover mono-rail engine from the Legend of Korra TV Show, as described to me by a friend. This loco features a detailed cab and a Art Deco look.

Fictional background info:

These twenty four 4-8-2 (4 leading, 8 drivers, and 2 trailing wheels) Mountain – type locomotives numbered 6840 – 6864 were built in the mid 1920's by Lima locomotive Works. One of these engines is 6847, which was shrouded in a streamlined casing shortly after being built and is painted in reddish brown with a fluted black side stripe on the engine and black box stripe on the tender to keep it in line with the passenger cars of the 909 National Limited, it's permanent assignment.