Klarm Prototyping Blog

Cool Machining Engineering pictures

31/08/201631/08/2016Klarm Prototyping

A few good machining engineering images I discovered:

Image from page 340 of “Engineering and Contracting” (1909)

Image by Net Archive Book Pictures
Identifier: engineeringcontr33chicuoft
Title: Engineering and Contracting
Year: 1909 (1900s)
Authors:
Subjects:
Publisher: Chicago
Contributing Library: Gerstein – University of Toronto
Digitizing Sponsor: MSN

View Book Page: Book Viewer
About This Book: Catalog Entry
View All Pictures: All Images From Book

Click here to view book on the internet to see this illustration in context in a browseable on-line version of this book.

Text Appearing Just before Image:
er, Wyo. T. E. Calvert,Chicago, 111., is chief engineer. 200 ENGINEERING-CONTRACTING Vol. XXXIII. No. q. A New Jaw Crusher Made Particu-larly for Contractors Use. .A. crusher for contractors use has to ful-fill distinct specifications than are intendedfor general quarry use. A contractorscrusher should be of large output, remarkablylight in weight, convenient to deal with and aboveall really durable. Certain focus hasbeen paid to these qualities in designing thecrusher illustrated in the accompanying cut.A notable function of this machine is its prac- Approach of Generating a Steam Shovel Cutof Two Lifts in 1 Lift. BY H. MORTON STEPHENS.* During September, 1909. the E. Purcell Con-struction Co., secured from the Winston-Salem South Bound Ry. Co., a contract forthe building of part of tJie above railroad,embracing sections 22 to 30 inclusive. Section22 is positioned in the town of Lexington, N. C,on the Southern Ry. The balance of the workruns south by way of a rolling country, and with

Text Appearing Soon after Image:
A New Jaw Crusher for Contractors. tically all-steel construction. The major frameor side plates are of rolled steel plates. Thelarge casting that forms the front of themachine, which part is termed the stationaryjaw, is of grey iron. The moving or swingingjaw is a steel casting. The tumbler or largelever casting is also of steel. The fly wheelsand pedestals are of grey iron. The maincam shaft and the anti-friction roller are steelforgings. The anti-friction roller revolvesin boxes produced of unique bronze material. Allshafts from which castings are suspended areof steel. The cheek plates are of unique har-dened steel, although the toggle seats are alsomade of unique steel. This steel construction makes the machineof tremendous strength in comparison withits size. The feeding mouth is reduce, in fact,than in other crushers of equal size. Thismeans that a huge saving is effected in deliv-ering stone into the crusher. The crusherwill turn out from 150 to 200 tons of crushedmaterial per day

Note About Photos
Please note that these photos are extracted from scanned page images that may have been digitally enhanced for readability – coloration and appearance of these illustrations may possibly not completely resemble the original work.

Image from web page 490 of “Railway and locomotive engineering : a sensible journal of railway motive power and rolling stock” (1901)

Image by World wide web Archive Book Images
Identifier: railwaylocomotiv19newy
Title: Railway and locomotive engineering : a practical journal of railway motive energy and rolling stock
Year: 1901 (1900s)
Authors:
Subjects: Railroads Locomotives
Publisher: New York : A. Sinclair Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

View Book Web page: Book Viewer
About This Book: Catalog Entry
View All Pictures: All Photos From Book

Click here to view book on-line to see this illustration in context in a browseable on the internet version of this book.

Text Appearing Ahead of Image:
ops, as a result loses a gooddeal of its mobility. The two motortrucks o.f our locomotive are truebogies, totally free to assume all|)ositions on the track. Its boiler rests1111 a frame produced of a beamiif which tlie ends are enlarged Exhibits, Traveling EngineersConvention. American Locomotive Equipment Co.,Chicago, showed a chart of test of thehollow arch compared with the solidarch and no arch. S. F. Bowser &amp Co., Inc., Fort Wayne,Ind., distributed circulars showingBowser oil storage method as utilised at lo-comotive stations. Century Preserver Co. distributed,by way of their sales agent, W. A. Ahrens,Chicago, some literature concerningtheir black metal preserver for coveringIhe exposed surfaces of metal. The Chicago Pneumatic Tool Com-pany have just issued their new Com-pressor catalogue consisting of 118p?ges, printed in two colors. Severalnew sorts and sizes of Compressors areshown in this catalogue including theirItw Hamilton Corliss Machines. Thoseinterested will obtain copy upon re-

Text Appearing Soon after Image:
TANK ENGINE FOR THE CHEMIN DE FER DU NORD, FRANCE. ins. The diameter of the boiler is 51ins. There are 130 tubes every about 15ft. 7 ins. long and there is a total heat-ing surface of tubes and fire box of2,361 sq. ft. The pressure carried is228 lbs. to the square inch. Steam fromthe boiler goes to the cylinders andthrough them to the smoke box throughthe steam pipe which runs from thedome down to a swivel joint placed overthe kingpin of the truck with its axisin line with the kingpin. From the highpressure cylinders it goes to the lowpressure cylinders via a length offlexible pipe. The exhaust is led to thesmoke box by way of one more swivel jointin the center of the truck carrying thelow pressure cylinder. An arrangementis created whereby both the high and thelow stress cylinders may be suppliedwith high pressure steam when neces-sary, in starting or on grades. In thiscase the engine operates as a basic and offered with signifies for at-taching the elastic springs. Thisarrangement, com

Note About Pictures
Please note that these photos are extracted from scanned web page images that may have been digitally enhanced for readability – coloration and appearance of these illustrations may not perfectly resemble the original operate.

Royal Engineers total construction of Afghan Nearby Police station in Helmand capital

Image by DVIDSHUB
Highlander Mark Mackenzie, 4th Battalion, The Highlanders, Royal Regiment of Scotland, and a native of Stoneaway, Scotland, completes a final check of a .50-caliber mounted machine gun ahead of delivering security for 59 Commando Squadron, Royal Engineers, as they travel to construct an Afghan Neighborhood Police station in Lashkar Gah District, Helmand province, July 24. The Engineers constructed the station for the Afghan Nearby Police, a local safety force produced up of hand-picked people from the neighborhood.
Regional Command Southwest
Photo by Petty Officer 2nd Class Jonathan Chandler
Date Taken:07.24.2011
Place:HELMAND PROVINCE, AF
Connected Pictures: dvidshub.net/r/khgcep

Cool Precision Engineering Solutions images

23/08/201623/08/2016Klarm Prototyping

Some cool precision engineering services pictures:

Crucial Science Instrument Installed into Webb Structure

Image by NASA Goddard Photo and Video
A technician is installing the bolts that will hold the MIRI, or Mid-Infrared Instrument, to the composite Integrated Science Instrument Module (ISIM) structure, or the black frame. The MIRI is attached to a balance beam, known as the Horizontal Integration Tool (HIT), hanging from a precision overhead crane. That is the identical tool that Hubble engineers employed to prepare hardware for its servicing missions.

Photo Credit: NASA/Chris Gunn Text Credit: NASA/Laura Betz

—-

Engineers worked meticulously to implant the James Webb Space Telescope’s Mid-Infrared Instrument into the ISIM, or Integrated Science Instrument Module, in the cleanroom at NASA’s Goddard Space Flight Center in Greenbelt, Md. As the successor to NASA’s Hubble Space Telescope, the Webb telescope will be the most strong space telescope ever constructed. It will observe the most distant objects in the universe, offer pictures of the very first galaxies formed and see unexplored planets about distant stars.

For far more details, visit: www.jwst.nasa.gov

NASA image use policy.

NASA Goddard Space Flight Center enables NASA’s mission by way of 4 scientific endeavors: Earth Science, Heliophysics, Solar Technique Exploration, and Astrophysics. Goddard plays a top role in NASA’s accomplishments by contributing compelling scientific information to advance the Agency’s mission.

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Boeing B-17 – Duxford Airshow Oct 2010

Image by Feggy Art
Boeing B-17 at Duxford Airshow October 2010.

The Boeing B-17 Flying Fortress was a four-engine heavy bomber aircraft created in the 1930s for the United States Army Air Corps (USAAC). Competing against Douglas and Martin for a contract to develop 200 bombers, the Boeing entry outperformed each competitors and more than met the Air Corps’ expectations. Despite the fact that Boeing lost the contract simply because the prototype crashed, the Air Corps was so impressed with Boeing’s design that they ordered 13 a lot more B-17s for additional evaluation. From its introduction in 1938, the B-17 Flying Fortress evolved by way of quite a few design advances.

The B-17 was mostly employed by the United States Army Air Forces (USAAF) in the daylight precision strategic bombing campaign of Planet War II against German industrial and military targets. The United States Eighth Air Force primarily based at Thorpe Abbotts airfield in England and the Fifteenth Air Force primarily based in Italy complemented the RAF Bomber Command’s night time area bombing in Operation Pointblank to assist safe air superiority over the cities, factories and battlefields of Western Europe in preparation for Operation Overlord. The B-17 also participated to a lesser extent in the War in the Pacific exactly where it carried out raids against Japanese shipping and airfields.

From its pre-war inception, the USAAC (later USAAF) touted the aircraft as a strategic weapon it was a potent, higher-flying, long-variety bomber that was capable to defend itself, and to return house in spite of in depth battle harm. It swiftly took on mythic proportions, and extensively circulated stories and photographs of B-17s surviving battle harm enhanced its iconic status. With a service ceiling higher than any of its Allied contemporaries, the B-17 established itself as an efficient weapons technique, dropping far more bombs than any other U.S. aircraft in World War II. Of the 1.five million metric tons of bombs dropped on Germany by U.S. aircraft, 640,000 tons have been dropped from B-17s.

General characteristics

•Crew: 10: Pilot, co-pilot, navigator, bombardier/nose gunner, flight engineer-leading turret gunner, radio operator, waist gunners (2), ball turret gunner, tail gunner
•Length: 74 ft 4 in (22.66 m)
•Wingspan: 103 ft 9 in (31.62 m)
•Height: 19 ft 1 in (five.82 m)
•Wing region: 1,420 sq ft (131.92 m2)
•Airfoil: NACA 0018 / NACA 0010
•Aspect ratio: 7.57
•Empty weight: 36,135 lb (16,391 kg)
•Loaded weight: 54,000 lb (24,500 kg)
•Max takeoff weight: 65,500 lb (29,700 kg)
•Powerplant: 4× Wright R-1820-97 Cyclone turbo supercharged radial engines, 1,200 hp (895 kW) each and every

Functionality

•Maximum speed: 287 mph (249 kn, 462 km/h)
•Cruise speed: 182 mph (158 kn, 293 km/h)
•Range: 2,000 mi (1,738 nmi, 3,219 km) with two,700 kg (6,000 lb) bombload
•Service ceiling: 35,600 ft (ten,850 m)
•Rate of climb: 900 ft/min (4.6 m/s)
•Wing loading: 38. lb/sq ft (185.7 kg/m2)
•Power/mass: .089 hp/lb (150 W/kg)

Armament

•Guns: 13 × .50 in (12.7 mm) M2 Browning machine guns in four turrets in dorsal, ventral, nose and tail, 2 in waist positions, 2 beside cockpit and 1 in the reduced dorsal position
•Bombs:
•Short variety missions (&lt400 mi): 8,000 lb (three,600 kg)
•Long variety missions (≈800 mi): 4,500 lb (2,000 kg)
•Overload: 17,600 lb (7,800 kg)

Text and specifications primarily based on Wikipedia write-up beneath the Inventive Commons License for non-profit use.

This is the Boeing B17G-105-VE Flying Fortress 124485 G-BEDF (Memphis Belle)

Cool Milling Engineering photos

15/08/201615/08/2016Klarm Prototyping

Some cool milling engineering images:

Hagen – Freilichtmuseum Hagen – Zink Walzwerk Karusellgießer Fa. Hoesch

Image by Daniel Mennerich
The Hagen Open-air Museum (LWL-Freilichtmuseum Hagen – Westfälisches Landesmuseum für Handwerk und Technik English: &quotLWL Open-air Museum Hagen – Westphalian State Museum for Craft and Technics&quot) is a museum at Hagen in the southeastern Ruhr area, North Rhine-Westphalia, Germany. It was founded, collectively with the Detmold Open-air Museum, in 1960, and was very first opened to the public in the early 1970s. The museum is run by the Landschaftsverband Westfalen-Lippe (LWL, regional authority for Westphalia and Lippe inside North Rhine-Westphalia). It lies in the Hagen neighbourhood of Selbecke south of Eilpe in the Mäckingerbach valley.

The open-air museum brings a bit of skilled-trade history into the present, and it takes a hands-on approach. On its grounds stretching for about 42 ha, not only are urban and rural trades basically &quotdisplayed&quot along with their workshops and tools, but in a lot more than twenty of the almost sixty rebuilt workshops, they are nonetheless practised, and interested guests can, often by themselves, take part in the production.

As early as the 1920s, there have been efforts by a group of engineers and historical preservationists to preserve technological monuments for posterity. The initiator, Wilhelm Claas, even recommended the Mäckingerbach valley as a good location for a museum to that end. The narrow valley was chosen, as wind, water and wood had been the 3 most crucial place factors for industry in the 18th and 19th centuries.

In 1960, the Westphalian Open-Air Museum was founded, and thirteen years later, the gates opened to the public. Unlike most open-air museums, which show each day life on the farm or in the nation as it was in days gone by, the Hagen Open-Air Museum puts the history of these activities in Westphalia in the fore. From the late 18th century by means of the early years of the Industrial Revolution to the hugely industrialized society emerging in the early 20th century, the visitor can experience the development of these trades and the business in the area.

Crafts and trades demonstrated at the Westphalian Open-Air Museum contain ropemaking, smithing, brewing, baking, tanning, printing, milling, papermaking, and much a lot more. A favourite attraction is the triphammer workshop shown in the image above. As soon as the hammer is engaged, a craftsman goes to perform noisily forging a scythe, passing it in between the hammer and the anvil underneath in a procedure named peening.

The Hagen Westphalian Open-Air Museum is open from March or April until October.

Hagen – Freilichtmuseum Hagen – Sensenschmiede 07

Image by Daniel Mennerich
The Hagen Open-air Museum (LWL-Freilichtmuseum Hagen – Westfälisches Landesmuseum für Handwerk und Technik English: &quotLWL Open-air Museum Hagen – Westphalian State Museum for Craft and Technics&quot) is a museum at Hagen in the southeastern Ruhr region, North Rhine-Westphalia, Germany. It was founded, together with the Detmold Open-air Museum, in 1960, and was first opened to the public in the early 1970s. The museum is run by the Landschaftsverband Westfalen-Lippe (LWL, regional authority for Westphalia and Lippe within North Rhine-Westphalia). It lies in the Hagen neighbourhood of Selbecke south of Eilpe in the Mäckingerbach valley.

The open-air museum brings a bit of skilled-trade history into the present, and it takes a hands-on approach. On its grounds stretching for about 42 ha, not only are urban and rural trades just &quotdisplayed&quot along with their workshops and tools, but in much more than twenty of the nearly sixty rebuilt workshops, they are nevertheless practised, and interested visitors can, occasionally by themselves, take component in the production.

As early as the 1920s, there were efforts by a group of engineers and historical preservationists to preserve technological monuments for posterity. The initiator, Wilhelm Claas, even suggested the Mäckingerbach valley as a very good location for a museum to that end. The narrow valley was selected, as wind, water and wood were the 3 most important place variables for market in the 18th and 19th centuries.

In 1960, the Westphalian Open-Air Museum was founded, and thirteen years later, the gates opened to the public. In contrast to most open-air museums, which show each day life on the farm or in the country as it was in days gone by, the Hagen Open-Air Museum puts the history of these activities in Westphalia in the fore. From the late 18th century by way of the early years of the Industrial Revolution to the very industrialized society emerging in the early 20th century, the visitor can encounter the development of these trades and the industry in the region.

Crafts and trades demonstrated at the Westphalian Open-Air Museum incorporate ropemaking, smithing, brewing, baking, tanning, printing, milling, papermaking, and significantly much more. A favourite attraction is the triphammer workshop shown in the image above. As soon as the hammer is engaged, a craftsman goes to function noisily forging a scythe, passing it amongst the hammer and the anvil underneath in a method known as peening.

The Hagen Westphalian Open-Air Museum is open from March or April until October.

Hagen – Freilichtmuseum Hagen – Sensenschmiede 04

Image by Daniel Mennerich
The Hagen Open-air Museum (LWL-Freilichtmuseum Hagen – Westfälisches Landesmuseum für Handwerk und Technik English: &quotLWL Open-air Museum Hagen – Westphalian State Museum for Craft and Technics&quot) is a museum at Hagen in the southeastern Ruhr location, North Rhine-Westphalia, Germany. It was founded, collectively with the Detmold Open-air Museum, in 1960, and was first opened to the public in the early 1970s. The museum is run by the Landschaftsverband Westfalen-Lippe (LWL, regional authority for Westphalia and Lippe within North Rhine-Westphalia). It lies in the Hagen neighbourhood of Selbecke south of Eilpe in the Mäckingerbach valley.

The open-air museum brings a bit of skilled-trade history into the present, and it requires a hands-on strategy. On its grounds stretching for about 42 ha, not only are urban and rural trades basically &quotdisplayed&quot along with their workshops and tools, but in a lot more than twenty of the nearly sixty rebuilt workshops, they are nonetheless practised, and interested visitors can, at times by themselves, take portion in the production.

As early as the 1920s, there have been efforts by a group of engineers and historical preservationists to preserve technological monuments for posterity. The initiator, Wilhelm Claas, even suggested the Mäckingerbach valley as a good place for a museum to that finish. The narrow valley was selected, as wind, water and wood had been the 3 most critical place factors for market in the 18th and 19th centuries.

In 1960, the Westphalian Open-Air Museum was founded, and thirteen years later, the gates opened to the public. In contrast to most open-air museums, which show everyday life on the farm or in the country as it was in days gone by, the Hagen Open-Air Museum puts the history of these activities in Westphalia in the fore. From the late 18th century by way of the early years of the Industrial Revolution to the highly industrialized society emerging in the early 20th century, the visitor can knowledge the development of these trades and the sector in the region.

Crafts and trades demonstrated at the Westphalian Open-Air Museum contain ropemaking, smithing, brewing, baking, tanning, printing, milling, papermaking, and considerably much more. A favourite attraction is the triphammer workshop shown in the image above. Once the hammer is engaged, a craftsman goes to function noisily forging a scythe, passing it amongst the hammer and the anvil underneath in a procedure named peening.

The Hagen Westphalian Open-Air Museum is open from March or April until October.

Cool Fast Prototyping photos

11/08/201611/08/2016Klarm Prototyping

Verify out these quick prototyping images:

Fading on, then rolling more than

Image by Spyderella
Here you can watch the fade-on impact as each and every time interval elapses (set to six seconds alternatively of ten minutes in the course of the prototyping and building phase), and then the flip to the other hour indicator when the &quothour&quot rolls over.

The fade is achieved employing PWM (pulse-width modulation), the technique by which you make a digital (on/off) device like an LED act in an analog style (variable brightness). PWM signifies the LED is speedily switching amongst on and off, so rapidly that you never see the flickr. If the &quoton&quot period is the identical duration as the &quotoff&quot period–that is, 50/50–then the LED appears half as bright as a normal LED. If it spends a little much more time off than on, then it will appear dimmer yet. The Arduino comes with six pins already set up to take care of the PWM effect for you you can create to the pins as if they have been analog, so that’s what I’m using right here. In the Arduino system (called a &quotsketch&quot), I increase the brightness worth inside a loop, and the LED fades on.

DEMO-Founder-College-Muir-01560

Image by The DEMO Conference
Clover Foods CEO Ayr Muir gives a keynote entitled ‘Rapid Prototyping in The Quickly Meals Business’ for the duration of DEMO Fall 2013 at the Santa Clara Convention Center in Santa Clara, California Wednesday October 16, 2013. Comprehensive coverage of DEMO, the Launchpad for Emerging Technologies and Trends, can be found at bit.ly/DEMOsite.

Cool Prototype Engineering images

28/07/201628/07/2016Klarm Prototyping

Check out these prototype engineering pictures:

Argonne, KAERI to develop prototype nuclear reactor

Image by Argonne National Laboratory
Argonne will support the Korean Atomic Power Investigation Institute’s development of a Prototype Generation-IV Sodium-cooled Quick Reactor that incorporates an innovative metal fuel developed at Argonne. The fuel’s inherent safety prospective was demonstrated in landmark tests performed on the Experimental Breeder Reactor-II. Image credit: KAERI. Study a lot more &raquo

1955 Leyland Bus, Longwell Green Coach Works

Image by brizzle born and bred
1955 Leyland Double Decker Bus at Longwell Green Coach Operates BS30.

W.J. Bence &amp Sons – Pioneer’s of Early Motor Transport.

New Book About Bristol’s buses

When the very first double-decker buses left the factory and took to the roads, they encountered a key problem – they have been just too high to get under most railway bridges.

One particular answer, perhaps the most obvious, was to reduced the ceiling on the upper deck.

But even though the engineers managed to minimize the height by about a foot or so, the bench-sort seating arrangements upstairs and encroachment into the reduce deck proved unworkable.

There just wasn’t sufficient space for the passengers to sit comfortably.

The Bristol Tramways and Carriage Firm, then primarily based in Brislington, toiled for several years to overcome the problem.

As an alternative of hunting at the upper deck, engineers thought about lowering the chassis and, in 1949, the first of two prototypes took to the road.

The bus, a wonderful example of Bristol engineering and design, was recognized as the Bristol Lodekka.

With an general height of about 13ft 6in, a drop-centre design and style rear axle permitted a a lot lower floor on the bottom deck and a conventional layout on the best deck.

Production started in 1954 and the Lodekka quickly became a staple of the bus scene. Organizations across the UK had been quickly snapping them up.

A single man who remembers the vehicle with fantastic fondness is Brislington-born author and bus enthusiast Martin Curtis.

He told Bristol Times: &quotMy father, Don, worked on the really initial prototype at Brislington’s Motor Constructional Performs. I was a bus enthusiast even prior to I started operating for the old Bristol Omnibus Firm in 1972.

&quotAnd because 1999, I’ve been managing director of the Bath Bus Business.&quot

His book about the Lodekka – the sixth he has researched and written – covers the history, design, improvement and production of the car.

Packed with hundreds of illustrations, it includes chapters on prototypes and trials, pre-production models and then, lastly, how the Lodekka fared following the introduction of one particular- man-operated buses.

Martin, 53, mentioned: &quotIt took me about a year to place collectively, with the photographs coming from a network of friends.&quot

Though the bus chassis was built in Bristol, Martin recalls how the automobiles were then driven to Lowestoft in East Anglia to have the bodywork fitted.

He said: &quotThe 265-mile trip took two days, and it certainly showed the autos were reputable and road-worthy.

&quotLike all the residents of Brislington, I was familiar with the sight of Lodekkas running around on test.

&quotLots of people will bear in mind seeing them driven by way of Bristol’s streets minus their bodywork.

&quotIt was a single of the most revolutionary double- decker designs ever observed.&quot

Martin’s book is the 1st to cover the history of the Lodekka in depth.

He explains: &quotBristol genuinely did lead the way when it came to lowering the entire height of the bus. Other producers tried, but failed.

&quotOver the subsequent three or 4 years, new legislation will imply all buses have to have low floors for simpler access.

&quotYet, here in Bristol, 60 years ago, they had been already pioneering low-floor autos.&quot

But as 1-man operated buses came onto the market place in the 1960s, so the writing was on the wall for the two-man (driver and conductor) Lodekka.

Then, rather unexpectedly, the bus was immortalised in well-liked British culture by the 1970s comedy series, On The Buses starring Reg Varney, which featured the vehicle.

Following their retirement from service, many of the buses survived by becoming converted into open-leading autos for seaside or city tour operate.

Martin said: &quotI seem to have tapped into the nostalgia marketplace.

&quotAll my bus books have sold really nicely – the publishers are fairly surprised.&quot

● Bristol Lodekka, by Martin S Curtis is published by Ian Allan. It fees £16.99.

Bookbinding Miniature Book. In Progress. | Catherine Mommsen Scott

Image by Doeki
2.five&quot x 3.5&quot
Prototype, reverse engineered from one of my initial books. Lost all my patterns in moving.
Faux leather cover with gold antiquing. Plain brown paper pages. Hand sewn, seven signatures of 5 sheets each.
Headband is mulberry paper and cord.

Cool Precision Engineering Organizations photos

25/07/201625/07/2016Klarm Prototyping

Check out these precision engineering businesses images:

Image from page 149 of “Railway and locomotive engineering : a sensible journal of railway motive power and rolling stock” (1901)

Image by World wide web Archive Book Images
Identifier: railwaylocomotiv24newy
Title: Railway and locomotive engineering : a practical journal of railway motive energy and rolling stock
Year: 1901 (1900s)
Authors:
Subjects: Railroads Locomotives
Publisher: New York : A. Sinclair Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

View Book Web page: Book Viewer
About This Book: Catalog Entry
View All Pictures: All Pictures From Book

Click here to view book on the internet to see this illustration in context in a browseable on the web version of this book.

Text Appearing Ahead of Image:
-jected to all manner of importunities toside-step or distort details already stated. A night train was descending the gradeinto a division station where a change ofengines was to be produced. As the trainapproached the station it was not underfull manage and the engineer, evidently infear of striking the engine waiting to re-lieve him, jumped off and was killed. Thesuit was promptly instituted against thetailroad organization and long soon after, I withnumerous other people, were notified to appearat the court property of a fairly tiny In-diana city, on a specific date. The courtconvened in due time, a jury was drawnand soon after a number of preliminaries,among which was a supply of cuspidorsfor the granger jurymen, all of whomwere vigorously chewing plug tobacco, andoccasionally expectorating at the nearestcuspidor with practically the precision of aprojectile fired from a gun, the trial started.For some purpose not apparent I was re-tained as the final witness and as a conse-quence I sat for numerous days in the court

Text Appearing Right after Image:
TANK LOCOMOTIVE FOR THE KOWLOON-CANTON RAILW each and every. The passenger coaches are of thebogie type, with corridor, and fittedthroughout with electric light and allmodern improvements. There are alto-gether eight passenger coaches. Thecompletion of this line will no doubtprove to be of fantastic value to Britishand other interests in China. These factsshow also the little beginnings fromwhich railway enterprises frequently commence.China is awakening, and in a couple of yearsit is probable that the complete country willbe covered with the modern steel higher-methods of commerce. Old-Time Railroad Reminiscences.By S. J. Kidder. I believe a somewhat general impressionprevails among the railroad laymen thata man who gets into the air brake busi-ness has his time fairly completely occupied inlooking soon after such issues as pertain to I have been named upon fairly a numbercf occasions to seem as a witness on behalfof railroads, but thankfully was in a position toget off with but slight cross-examinationby resorting to some of the intr

Note About Photos
Please note that these images are extracted from scanned page photos that may have been digitally enhanced for readability – coloration and look of these illustrations might not completely resemble the original work.

Leica X1 Assessment

Image by elviskennedy
For the full set of Leica X1 sample photos go to the Leica X1 Sample Images set in the elviskennedy photostream right here www.flickr.com/pictures/elviskennedy/sets/72157626825279684…

The Leica X1 appears and feels like the precision instrument that you would count on it to be. It is a Leica after all. For more than one hundred years Leica has engineered and crafted state-of-the-art optical instruments, and the Leica X1 is no exception – it continues the tradition.

What is the Leica X1? Simply place it is a big sensor, tiny body digital camera. By massive sensor Elvis means significantly bigger than the sensors found in pocket sized point and shoot cameras. In fact, the sensor in the X1 is almost as big as the sensors discovered in digital SLR cameras. Bigger sensor generally indicates higher image quality (a lot more on that in a moment). By tiny physique Elvis indicates significantly smaller than digital SLR cameras. Smaller body indicates less difficult to carry and have with you (and less difficult to hide for you secret agent types).

What does all of this imply? Essentially it implies that you can have image quality nearly as high as an SLR camera in a package almost as small as a point and shoot camera. These are both quite good issues.

You can note that the Leica X1 is not a do everything camera and be disappointed. It does not have lots of menus filled with shooting choices, post processing choices or an array of fancy shooting gimmicks and tricks. It doesn’t have (gasp!) video. You happen to be stuck with a 35mm field of view lens. Or you can take the alternative view as Elvis does and look at the Leica X1 as a do a single thing really properly camera and be happy.

The Leica X1 is basic to operate. You won’t miss shots since you left your menu settings on some silly choice. You won’t waste time more than-considering which shooting alternative or which lens to use. You won’t be disappointed with the shaky video that you get with most SLR cameras. You will be amazed at the image quality. And you are going to be tickled with the famous Leica &quotlook&quot that you can only get with genuine Leica lenses.

Leading 5 Factors to Really like the Leica X1

The Leica lens and the Leica lens &quotlook&quot
It compliments your digital SLR
Ease of use
Image Good quality
Image High quality

NOTE: Elvis’ testimonials are based on gear that Elvis bought with his own, challenging-earned income. This means that Elvis went via some sort of justification in acquiring the piece of gear and/or that it was probably to fill some want. Elvis does not acquire stuff just to assessment it. Consequently, if you’re searching for reasons not to like the Leica X1 you will want to look elsewhere. Elvis is a lover, not a hater. The intent of this review is to show you what the X1 can and can not do, how it operates in actual operation and what you can count on in end benefits. The intent is not to nit pick the X1 or to evaluate it to a variety of other cameras in some sort of contest.

The Leica Lens &amp The Leica &quotLook&quot

The Leica lens integrated with every single X1 is a valid purpose to obtain the X1. It really is a 24mm f/two.eight Elmarit. Leica aficionados recognize that to be a globe class lens. To these new to Leica, let Elvis to assure you that the lens top quality is of the highest order. The &quotlook&quot of a lens, or household of lenses is difficult to describe. Ineffable, really. It will not quit Elvis from trying though. Elvis’ two favorite lenses ever are the Leica 35 f/two Summicron aspherical and the Nikon 85 f/1.4. These two lenses are bright, sharp, have a remarkable flatness of field and when used appropriately make quite pleasing out of concentrate ( bokeh ) places. These attributes make for great landscapes and spectacular portraits. Elvis argues that these two lenses are so very good that you can justify acquiring a great camera physique on which to attach them. They really are that good.

What does that have to do with the lens on the X1? The 24mm on the X1 produces photographs that give a &quotlook&quot that is comparable to Elvis’ two favored lenses described above. Vibrant, sharp, flat field and pleasing out-of-concentrate places. And do not let the 24mm moniker concern you. As an APS-C sensor camera there is a multiplication aspect to consider: 1.five. That 24mm on the X1 offers you a 35mm field of view, which is just about the most versatile field of view there is.

Take a close appear at the sample pictures provided by Elvis. Click on every single image to view the photos in their full-file glory. And click on More Pictures to see, well, Far more Photos.

It Compliments Your Digital SLR

The X1 is the ideal (and Elvis means ideal) camera with which to compliment your digital SLR. Your SLR gives you lots of shooting possibilities, lots of lens choices, video and all types of fun tricks to play around with. That is your principal camera. The Leica X1 compliments this by getting tiny and pocketable with higher image high quality. Going on trip? Use your SLR at Disney Globe, on the vehicle trip to the mountaintop lookout and on photography certain excursions. Pack the X1 for street shooting, at the beach, hiking and when out to dinner. Shooting a sporting occasion? The SLR is excellent for action shots throughout the game. The X1 is great for shooting the group for the duration of pre-game pep talks, players on the sidelines and right after game celebrations and group activities. Weddings? SLR is fantastic for formals and receptions. Leica X1 is great for in the course of the ceremony given that it is silent in operation. You get the notion. With an SLR and an X1 you are well equipped for any photographic opportunity.

Ease of Use

In use the Leica X1 is terrific. Take a couple of minutes to recognize the few shooting possibilities that the X1 provides, set your favorites and you are now prepared to shoot at a moment’s notice. There is absolutely nothing to the X1 that will slow you down. It really is a photographic machine – plain and easy.

Is it the quickest focusing camera ever? No it is not. In dim light it can take a handful of seconds to focus. But keep in mind that the Leica lens is sharp and what you want is precise focusing to take benefit of that sharp lens. Just like a manually focused lens it can take a moment to get it critically right. And in medium to vibrant light it’s quickly. (See Elvis’ test of the enhanced focusing speed with new firmware Right here).

The battery and charger are both little and portable. The SD cards employed in the X1 are universally accepted, fast and durable (and low-cost). The DNG files can be opened with virtually any photo editing application and are claimed to be future-proof.

The little size and light weight of the Leica X1 can’t be overstated. The camera is extremely effortless to deal with, use and pocket. But don’t let the size and weight fool you – it is built to exacting standards and is jewel-like and elegant to hold.

It may quite nicely be the camera with the highest image high quality that you could hand to a stranger to take your image in front of (name landmark right here) and not need to explain to the stranger how to use it. It’s simplicity belies it’s strength.

Image Quality

If you are familiar with Leica imaging you will instantly recognize that pedigree in the X1 photographs. If you are new to Leica you are in for a treat. The X1, like the Leica M series of cameras and lenses, produces sparkling, clear and crisp photographs with smooth and pleasing out of concentrate locations. Lack of flare and lack of field curvature are other traits in the planet of Leica.

You needn’t appear hard to discern Leica photographs. It really is instantly apparent. Elvis is particularly fond of the crispness of Leica photographs. It really is not specifically sharpness and it’s not specifically contrast – it is crispness (Elvis warned you at the outset of this evaluation that these are difficult issues to define). Just appear at the samples and see if you can note these factors.

Point and shoot cameras and four/3rds cameras are no match for the Leica X1 when it comes to image quality. Some DSLRs can have a slight edge but at a size and weight expense. The Fuji X100 is a close match in a distinct (not as basic) physique, and should be a camera that you consider (see Elvis’ comparison of the Leica X1 and Fuji X100 Here), but it won’t give you the Leica &quotlook&quot, ease of use or pocket ability.

When it comes to image quality, engineering matters. Leica excels at engineering. Some primary keys are sensor high quality, lens (glass, not plastic) quality, lens-to-sensor distance, lens element positioning and consistency, lens element coatings, use of aspherical surfaces, durability of supplies used. All of these regions are strengths of the Leica firm and have been for generations.

Superior lens glass is more critical than a high resolution image monitor. A superior sensor is much more important than a video mode. A clean and straightforward but very technical light path is far more critical than page after web page of shooting and post processing possibilities. You get the idea right here. Leica focused on the image path and little else.

A larger image sensor is a extremely very good issue. All things being equal, a bigger sensor captures images with a greater dynamic range than a smaller sized sensor. Basically, greater dynamic range signifies much more detail in dark places, medium locations and light locations of the scene. Greater image quality. As a bonus, bigger image sensors generate a smaller depth of field for any given aperture setting, allowing for superior out of focus regions and image &quotpop&quot.

Leica managed to mount a big image sensor into a little camera and for the initial time we have a pocketable camera that can generate higher image quality. Some believed that the so-called 4 thirds method cameras were going to be the resolution. The sensor in the Leica X1 is roughly 60% larger than the four thirds sensors and in Elvis’ estimation the resulting image top quality is at least double. There’s practically nothing incorrect with the 4 thirds cameras but the X1 image top quality is greater. The image sensor in the X1 is eight to ten instances larger than the sensors in common point and shoot cameras. You don’t require Elvis to do that math for you.

In a planet of do-it-all cameras with choices as well numerous to mention (let alone completely understand) one particular could say that Leica took a flyer with the X1. Ignoring video, not getting tempted with gimmicks and gadgets could be considered a threat. But that would be a full misunderstanding of what Leica is. Leica has often been about stripping photography down to it really is bare essence. Focus on the image. Let other companies throw out dozens of possibilities to see what sticks. Leica must be applauded for putting a superior, big sensor behind a true Leica lens and stuffing each into an elegant and portable body.

For a complete set of sample photos taken with the Leica X1 got to Elvis Kennedy’s Leica X1 group folder of the photostream. The outcome of all of this engineering is that you can get a high image quality creating machine in a modest and elegant package. A correct industry top item, the Leica X1.

For the complete set of sample photographs go Right here, and be certain to hit the &quotO&quot button above every single image to see them in their Original, complete size.

For far more go to www.elviskennedy.com

Douglas A-3 Skywarrior simulator cab:

Image by wbaiv
Note VAK-308 sticker
This simulator has ‘stuff’ for the pilot and the bombardier-navigator/refueling/electronic warfare wizard. No co-pilot in an A-3. The stuff in front of the proper seat would have been bombing and navigation equipment, initially. From my check out to the actual EKA-3B outside, I do not think this is the same appropriate-seat stuff as that a tanker. Could be earlier, later, some of each, for an ECM bird. The pilot and rear gunner sat back to back in the single, fore-and-aft-facing seat, on the left, which has no actual aft-facing seat in this image. There is some kind of an electronics box in the way….

The Navy insisted on the radar guided twin 20mm tail turret, which Heinimann &amp the Douglas engineers believed was unnecessary weight… but the turrets came off early and the squared-off fuselage endings contained who knew what neat radio antennae. And other stuff. A massive, capable aircraft, the A-3 was bought as a nuclear bomber, speedily discovered a second career as a tanker and added all sorts of electronic reconnaissance and electronic warfare capability in addition to hauling fuel for those who necessary it. For the very first time, over Vietnam and points east, airplanes with heretofore fatal fuel leaks from enemy fire could plug into a tanker and burn sufficient of the fuel pouring by way of them to fly property, Or close to property. Away from the shore.

As was distressingly widespread in the 1960s, when the Navy’s plane was put up against what the USAF had been buying, the Navy plane was much better. That’s how the USAF got the F-four Phantom II (quite briefly the F-110) and the A-7 (constantly the A-7). Neither the USAF nor Douglas could stop the gravitational drift that overwhelmed the &quotUSAF A-3&quot, which morphed into the Douglas B-66 Destroyer. Bet they cost a lot much more than an A-three. (a person have to have giggled more than that name…) No surprise, the USAF already had big tankers, so the B-66s became electronic warfare platforms in rapid time… over Vietnam, over Germany, and anywhere else the USAF flew in the 1960s.

You can locate images of a formation of F-105D &quotThunderchiefs&quot all dropping their iron bombs at the identical time, on signal from an RB-66, that presumably has a radar bombing set-up, and/or unique radio navigation aids. Because the bombs are being dropped through 10/10th cloud. Not, mmm, &quotprecision&quot weapon delivery, if you will. Several planes dropping numerous bombs and quite possibly in numerous attacks to take out a single target… say, the Paul Daumer Bridge or &quotHanoi Thermal Power Station&quot.

Its good to feel you could precompute almost everything and drop iron bombs from four-7 miles up and have a military impact. A lot of folks DID think that, but it wasn’t one thing that actually occurred. Unless you could drop hundreds of bombs from your three plane cells of B-52s. Finally, with Paveway laser-guided bombs, the USAF got precision weapons that really worked. Much more than a single target per plane, rather of a lot more than a single plane, more than one particular raid, per target.

Which is why the US Navy and Marine Corps aviators had place so much effort into hitting certain targets bang proper on the head using dive bombing. For instance, in Nicaragua, in the 1920s and 30s. And other ‘close air support’ strategies.

DSC_0135
Father’s day, 2013

Cool Precision Engineering pictures

25/07/201625/07/2016Klarm Prototyping

Some cool precision engineering photos:

William T. Sherman

Image by dbking
William Tecumseh Sherman Monument
Place: 15th Street at Pennsylvania Ave. NW
Sculptor: Carl Rohl-Smith
Date: 1903
Medium: Bronze

Even though the Grant Memorial might be the grandest, the Sherman Monument behind the U.S. Treasury is the biggest and most complex of all the Civil War memorials.

Before the Civil War, Sherman had floundered in life. He graduated from West Point in 1840 and went on to serve in the Mexican War, but resigned his commission in 1853 to enter the banking organization. But as banks failed, so did his banking career. When he tried to return to the military he was rebuffed and turned to law but lost the only case he tried. In 1861, at the outbreak of the Civil War, Sherman was serving as superintendent of a new military college in Louisiana but turned down a commission in the Confederate Army. At age 41, he was reappointed as colonel of the 13th infantry as the standard U.S. army expanded. His memoirs note that he “felt as though there was now a goal in his life” at this commission. Attaining the rank of commander of the Army of the Tennessee in 1863, Sherman’s “March to the Sea” during the winter of 1864-1865 captured the imagination of the North. This occasion led the press, who Sherman mistrusted and who disliked him in return, to turn into an immensely attractive hero. As a lieutenant general and then common and commander of the whole army from 1869-1883, Sherman was well-liked amongst veterans, whose welfare he looked after. He was active in veterans’ organizations, in continual demand as a speaker at reunions, dedications, and encampments, and he rarely turned down an invitation to “mix with the boys.” When word of his death in February 1891 reached the Society of the Army of the Tennessee, its officers began to program for a memorial honoring his memory.

Choice of the Sculptor

As with the Grant Memorial (although many years later), members at the society’s summer season encampment voted to erect a memorial to honor him “in the nation’s capitol, the heart of Union he had fought to save.” Congress was asked for and appropriated ,000 to establish the Sherman Monument Commission. The Society swiftly established committees in each and every state to raise funds, writing solicitation letters to many military organizations of the day, as well as encouraging each and every Union veteran to contribute to the statue fund “so that when the statue is erected in Washington, every soldier who sees it will really feel that it is a component of his effort.” With the plea for funds was an emotional circular to remind veterans of Sherman’s concern for them. Regardless of the appeals, only ,469.91 was raised, requiring Congress to double its contribution. By 1895, confident that they would be effective in raising the final funds required, the Society announced a competitors to pick a design for the monument. The Society wanted only equestrian models from American artists and asked the National Sculpture Society to assist in the choice of the artist.

By April 1896, twenty-3 sculptors had submitted models. Numerous of the sculptors had submitted models for earlier monumental commissions but had lost. The models had been displayed in the basement of the War Division where the public could view them and offer opinions. In mid-May possibly, the commission announced 4 finalists and the National Sculpture Society sent a delegation of the nation’s most prominent sculptors to evaluate the finalist’s models. The public had favored the most elaborate model, submitted by Danish born Carl Rohl-Smith, but the National Sculpture Society’s judges relegated Rohl-Smith’s design and style to the bottom, discovering “it is ill conceived and overdone.” Two weeks following the National Sculpture Society’s delegation opined, the Sherman Monument commission announced Rohl-Smith as the winner. The losers had been outraged and cried foul, claiming that the Sherman Monument Commission entirely disregarded the opinion of the professionals. The National Sculpture Society also protested the decision. The “Washington Star” newspaper referred to as the competitors a “bunko game.” In June, at the urging of the National Sculpture Society, Sen. Wolcott (CO), who had mentioned the nation’s capital was already disgraced by sufficient bad sculpture, presented a resolution for an inquiry into the award of the Sherman commission. What ensued was a debate that intensified the fantastic divide amongst the “artistic experts” who disliked Rohl-Smith’s model and the public’s wish for Rohl-Smith’s design and style. The wrangling continued till July, with Rohl-Smith possessing to deny that he had any influence in Washington, only the ideal design and style. Finally, the opposition surrendered and Rohl-Smith went to work on his sculpture.

The Location

Whilst the selection approach was contentious at greatest, the selection of the location for Rohl-Smith’s statue, which was going on simultaneously, was much less difficult. A slight incline on the south side of the Treasury building was identified, because it was exactly where Sherman had watched the two-day Grand Review of the Union Army in Might 1865. On the initial day of the evaluation, Sherman stood silently watching the Army of the Potomac march by in precision. Sherman’s personal men (the Army of the Tennessee) would pass in assessment the second day, and worried they would not measure up to the Army of the Potomac, he rode across the river to their camp and called collectively all his commanding officers. He described in detail the precision marching of the Army of the Potomac, hoping that the officers would relay this to his men and inspire them to appear as sharp as the Army of the Potomac. On the second day of the review, Sherman led the Army of the Tennessee up Pennsylvania Avenue with the military bands playing “Marching Via Georgia,” a new tune in their honor. As he and his band of males neared the rise at the Treasury creating, Sherman pulled aside, turned facing eastward in his saddle, and with President Johnson and other dignitaries watched his guys march down Pennsylvania Avenue toward him and the reviewing dignitaries.
Commenting on the second day of the Grand Overview, the Washington Star reported that “this day’s guys were taller, lankier, more sun beaten that these who had marched the day before. Their strides have been longer, more confident. They swung along with an easy grace and their spirits high. They were magnificent.” Crowds along Pennsylvania Avenue cheered them, throwing flowers and Sherman was practically overcome with emotion. In his memoirs he recalls this to be “one of the happiest, most satisfying moments of his life.” For that reason, this spot was chosen as the place for the Sherman monument, and the pride Sherman felt watching his males would be captured by Rohl-Smith in the statue itself.

The Sculpture Requires Shape

In 1897, Rohl-Smith set up his studio in a huge barn-like structure that the Secretary of the Treasury built for him near the web site. The developing integrated an apartment exactly where he and his wife Sara lived even though he worked. In 1900, having completed models for the equestrian statue and 3 of the 4 soldiers that would stand guard at the monument’s corners, Rohl-Smith sailed to Denmark for a visit. While there, he died unexpectedly at age of 52 in Copenhagen. His wife, Sara, asked the Sherman Monument Commission to permit her to arrange the artist who would complete the statue and the commission agreed. Sara, along with some of the young Scandinavians who had been operating with her husband, effectively directed the completion of the monument making use of her late husband’s original drawings. In August 1903, the Washington Star reported that the first cast sections of the 14’ tall equestrian statue have been arriving at the website. Sherman’s torso, hands, arms, shoulders, neck and head comprised the biggest piece.

Design and style Components

On each and every corner of the tiered platform, facing outward, were placed four life size soldiers representing infantry, cavalry, artillery, and engineers. A relief on the north side of the pedestal shows guys marching by means of Georgia as slaves step from their quarters to watch them pass. The relief on the south side depicts the Battle of Atlanta with Sherman and his staff at headquarters as smoke rises from the burning city in the distance. The reliefs on the west and east sides of the pedestal show Sherman walking amongst his males sleeping about a campfire and the basic with his officers on horseback just before the Battle of Missionary Ridge. Pairs of medallions bearing bas-reliefs of Sherman’s army and corps commanders (James Birdseye McPherson and Oliver O Howard, John A Logan and Francis Preston Blair, Greenville M. Dodge and Edward G. Ransom, and Benjamin Grierson and Andrew J. Smith) flank the larger reliefs on the east and west sides. Massive bronze groups installed halfway up the monument’s east and west sides depict “Peace” and “War”. “Peace,” on the east side, depicts a graceful woman holding an olive branch accompanied by 3 children, one particular feeding a dove. “War,” on the west side, is a horrible fury, seething with rage and hatred, who tramples humanity in the form of a dead young soldier at her feet. Big bronze vultures perch on the body about to feast on its flesh, graphically driving property Sherman’s well-known observation that “war is hell.” Inscribed on the north façade is yet another Sherman quote: “war’s genuine object is much more excellent peace.” Ultimately, inscribed in the wide mosaic band about the base of the monument are the several battles in which Sherman participated.

The Dedication Ceremony

The Society of the Army of the Tennessee created the plans for the dedication of the Sherman Monument. They arranged specific excursion trains to bring veterans to Washington, special hotel rates, and activities for veterans’ wives. As the date of dedication arrived, October 15, 1903, thousands arrived in Washington and filled all hotels, forcing numerous to remain in hotels as far away as Baltimore and Annapolis. In Washington, miles of bunting and acres of flags decorated businesses, properties, and government buildings. The base of the monument itself was entwined with 400’ of garland and at each and every corner stood wreaths 7’ in diameter. On every side of the base was a 6’ high shield of red, white, and blue flowers—one for every of the 4 armies. The statue of Sherman was enfolded amongst two huge American flags suspended on wires whilst a lot more flags covered the bronze soldiers at the corners. On the reviewing stand for the parade that preceded the ceremonies Turkish carpets were laid. Overstuffed armchairs for President Theodore Roosevelt and other dignitaries lined the freshly painted railings of the reviewing stand. A lot more than a thousand folding chairs had been arranged in a semi-circle in front for the actual unveiling, with two hundred unique chairs for the “veterans who had left limbs to rot on the battlefield” proper at the base of the statue. Specific tables were set aside for the press and the Western Union operators. The parade, which stretched for miles, started at 2:00pm. President Roosevelt could barely contain his enthusiasm and kept leaping out of his chair to wave and shout to passing units. The last tune played before the ceremony was “Marching By way of Georgia.” General Greenville Dodge, president of the Society of the Army of the Tennessee, presided. At Dodge’s signal, the late general’s young grandson, William Tecumseh Sherman Thorndike, pulled the cord that parted the flags to show Sherman astride his horse.

The ceremony was uncommon among dedications for the eloquence of its speakers. Dedication speeches had previously been patriotic and sentimental, but the speakers at this a single, particularly President Roosevelt, rose above the standard nostalgia. President Roosevelt’s speech was filled with moving, challenging imagery, because Roosevelt had an agenda and he relished the pulpit afforded to at this dedication ceremony (the nation had only lately finished the Spanish-American War), but his words express thoughts still valid these days.

President Roosevelt stated that, as an emerging international power, the nation must be ever vigilant and always robust and veterans in the audience roared in agreement. Roosevelt also used this chance to contact for a powerful national defense, chiding opponents by saying, “No man is warranted in feeling pride in the deeds of the Army and Navy of the previous if he does not back up the Army and Navy of the present.” Roosevelt wanted no 1 to rest on past laurels, calling for Americans to be vigorous, rigorous, up and performing noble deeds, and pursuing lofty objectives, stating that heroes like Sherman ought to spur citizens to comparable acts. The President known as for new patriotism, honesty and vigilance – all qualities exhibited by Sherman and other “great dead.” Roosevelt continued: “The triumphs of the previous need to be lessons that, if learned, would lead to victory in challenges however to come. It is a fantastic and glorious point for a nation to be stirred to present triumph by the splendid triumphs of the previous. But it is a shameful thing for a nation if these memories stir it only to empty boastings…We of the present, if we are correct to the past, must show by our lives that we have learned aright the lessons taught by the males who did the mighty deeds of the previous.” As Roosevelt spoke, the thousands of veterans sitting in front of him, who had carried out the “mighty deeds” of the past, have been stirred to know that this man wasn’t searching back in time but forward. He told these assembled that their hard won victories would guide the nation into a glorious future that they would not reside to see but whose destiny they had guaranteed. Through Roosevelt’s guarantee of a sort of immortality, the males of the armies of the Tennessee, Cumberland, Ohio and the Potomac rose and gave him 1 ovation following one more.

Cool Die Casting China pictures

18/07/201618/07/2016Klarm Prototyping

Some cool die casting china pictures:

“Kyle Petty” Pontiac Grand Prix

Image by Flá Dechen
Series: Cyber Racers
Year: 1997
Cast: 1997
Model no.:
Created in China

Ford GT-90

Image by Flá Dechen
Series: 1998 First Editions
Year: 1998
Cast: 1997
Model no.: 18850
Created in China

Ford GT-90

Image by Flá Dechen
Series: 1998 Initial Editions
Year: 1998
Cast: 1997
Model no.: 18850
Produced in China

Cool Precision Engineering Company photos

11/07/201611/07/2016Klarm Prototyping

Check out these precision engineering business images:

Steven F. Udvar-Hazy Center: south hangar panorama, including Grumman G-22 “Gulfhawk II”, Boeing 367-80 (707) Jet Transport, Air France Concorde amongst other folks

Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Grumman G-22 &quotGulfhawk II&quot:

A single of the most exciting aerobatic aircraft of the 1930s and ’40s, the Grumman Gulfhawk II was constructed for retired naval aviator and air show pilot Al Williams. As head of the Gulf Oil Company’s aviation department, Williams flew in military and civilian air shows around the nation, performing precision aerobatics and dive-bombing maneuvers to market military aviation throughout the interwar years.

The sturdy civilian biplane, with its robust aluminum monocoque fuselage and Wright Cyclone engine, practically matched the Grumman F3F regular Navy fighter, which was operational at the time. It took its orange paint scheme from Williams’ Curtiss 1A Gulfhawk, also in the Smithsonian’s collection. Williams personally piloted the Gulfhawk II on its last flight in 1948 to Washington’s National Airport.

Present of Gulf Oil Corporation

Manufacturer:
Grumman Aircraft Engineering Corporation

Date:
1936

Nation of Origin:
United States of America

Dimensions:
Wingspan: 8.7 m (28 ft 7 in)
Length: 7 m (23 ft)
Height: three.1 m (10 ft)
Weight, aerobatic: 1,625 kg (3,583 lb)
Weight, gross: 1,903 kg (4,195 lb)
Leading speed: 467 km/h (290 mph)
Engine: Wright Cyclone R-1820-G1, 1,000 hp

Supplies:
Fuselage: steel tube with aluminum alloy
Wings: aluminum spars and ribs with fabric cover

Physical Description:
NR1050. Aerobatic biplane flown by Significant Alford &quotAl&quot Williams as demonstration aircraft for Gulf Oil Business. Related to Grumman F3F single-seat fighter aircraft flown by the U.S. Navy. Wright Cyclone R-1820-G1 engine, 1000 hp.

• • • • •

Quoting Smithsonian National Air and Space Museum | Boeing 367-80 Jet Transport:

On July 15, 1954, a graceful, swept-winged aircraft, bedecked in brown and yellow paint and powered by four revolutionary new engines first took to the sky above Seattle. Constructed by the Boeing Aircraft Firm, the 367-80, far better known as the Dash 80, would come to revolutionize industrial air transportation when its created version entered service as the well-known Boeing 707, America’s first jet airliner.

In the early 1950s, Boeing had begun to study the possibility of creating a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers getting into service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested million of its personal capital to develop a prototype jet transport in a daring gamble that the airlines and the Air Force would acquire it as soon as the aircraft had flown and verified itself. As Boeing had done with the B-17, it risked the organization on 1 roll of the dice and won.

Boeing engineers had initially based the jet transport on studies of improved styles of the Model 367, better identified to the public as the C-97 piston-engined transport and aerial tanker. By the time Boeing progressed to the 80th iteration, the design and style bore no resemblance to the C-97 but, for security motives, Boeing decided to let the jet project be recognized as the 367-80.

Work proceeded speedily after the formal commence of the project on May 20, 1952. The 367-80 mated a huge cabin based on the dimensions of the C-97 with the 35-degree swept-wing design and style based on the wings of the B-47 and B-52 but considerably stiffer and incorporating a pronounced dihedral. The wings were mounted low on the fuselage and incorporated high-speed and low-speed ailerons as properly as a sophisticated flap and spoiler system. 4 Pratt &amp Whitney JT3 turbojet engines, each producing 10,000 pounds of thrust, had been mounted on struts beneath the wings.

Upon the Dash 80’s first flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Company) Boeing clearly had a winner. Flying one hundred miles per hour more quickly than the de Havilland Comet and significantly bigger, the new Boeing had a maximum variety of much more than 3,500 miles. As hoped, the Air Force bought 29 examples of the style as a tanker/transport soon after they convinced Boeing to widen the design and style by 12 inches. Satisfied, the Air Force designated it the KC-135A. A total of 732 KC-135s had been constructed.

Speedily Boeing turned its attention to promoting the airline industry on this new jet transport. Clearly the industry was impressed with the capabilities of the prototype 707 but in no way more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. For the duration of the festivities surrounding this occasion, Boeing had gathered several airline representatives to get pleasure from the competitors and witness a fly previous of the new Dash 80. To the audience’s intense delight and Boeing’s profound shock, test pilot Alvin &quotTex&quot Johnston barrel-rolled the Dash 80 over the lake in full view of thousands of astonished spectators. Johnston vividly displayed the superior strength and functionality of this new jet, readily convincing the airline industry to buy this new airliner.

In searching for a market place, Boeing located a prepared buyer in Pan American Airway’s president Juan Trippe. Trippe had been spending much of his time browsing for a suitable jet airliner to enable his pioneering firm to preserve its leadership in international air travel. Working with Boeing, Trippe overcame Boeing’s resistance to widening the Dash-80 design and style, now recognized as the 707, to seat six passengers in each seat row rather than 5. Trippe did so by putting an order with Boeing for 20 707s but also ordering 25 of Douglas’s competing DC-eight, which had yet to fly but could accommodate six-abreast seating. At Pan Am’s insistence, the 707 was produced 4 inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage developed for the 707 became the regular design for all of Boeing’s subsequent narrow-body airliners.

Despite the fact that the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-8 were larger, quicker, had greater range, and had been a lot more lucrative to fly. In October 1958 Pan American ushered the jet age into the United States when it opened international service with the Boeing 707 in October 1958. National Airlines inaugurated domestic jet service two months later making use of a 707-120 borrowed from Pan Am. American Airlines flew the very first domestic 707 jet service with its personal aircraft in January 1959. American set a new speed mark when it opened the very first frequently-scheduled transcontinental jet service in 1959. Subsequent nonstop flights amongst New York and San Francisco took only five hours – 3 hours less than by the piston-engine DC-7. The one-way fare, such as a surcharge for jet service, was 5.50, or 1 round trip. The flight was virtually 40 % more rapidly and nearly 25 % less expensive than flying by piston-engine airliners. The consequent surge of targeted traffic demand was substantial.

The 707 was initially designed for transcontinental or one-stop transatlantic range. But modified with extra fuel tanks and far more effective turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with complete payload under any conditions. Boeing constructed 855 707s, of which 725 had been purchased by airlines worldwide.

Obtaining launched the Boeing Company into the industrial jet age, the Dash 80 soldiered on as a very productive experimental aircraft. Until its retirement in 1972, the Dash 80 tested several advanced systems, many of which had been incorporated into later generations of jet transports. At one point, the Dash 80 carried three different engine types in its 4 nacelles. Serving as a test bed for the new 727, the Dash 80 was briefly equipped with a fifth engine mounted on the rear fuselage. Engineers also modified the wing in planform and contour to study the effects of diverse airfoil shapes. Numerous flap configurations have been also fitted like a hugely sophisticated method of &quotblown&quot flaps which redirected engine exhaust more than the flaps to boost lift at low speeds. Fin height and horizontal stabilizer width was later enhanced and at one particular point, a specific numerous wheel low pressure landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.

Soon after a long and distinguished career, the Boeing 367-80 was ultimately retired and donated to the Smithsonian in 1972. At present, the aircraft is installated at the National Air and Space Museum’s new facility at Washington Dulles International Airport.

Gift of the Boeing Business

Manufacturer:
Boeing Aircraft Co.

Date:
1954

Country of Origin:
United States of America

Dimensions:
Height 19′ two&quot: Length 73′ 10&quot: Wing Span 129′ eight&quot: Weight 33,279 lbs.

Physical Description:
Prototype Boeing 707 yellow and brown.

• • • • •

Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:

The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for over 25 years. Made and constructed by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a beautiful technological achievement that could not overcome critical economic problems.

In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations around the globe. Carrying up to one hundred passengers in fantastic comfort, the Concorde catered to initial class passengers for whom speed was crucial. It could cross the Atlantic in fewer than 4 hours – half the time of a traditional jet airliner. Even so its high operating costs resulted in very higher fares that restricted the quantity of passengers who could afford to fly it. These problems and a shrinking industry at some point forced the reduction of service until all Concordes had been retired in 2003.

In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft’s retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its final flight. This aircraft was the 1st Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.

Gift of Air France.

Manufacturer:
Societe Nationale Industrielle Aerospatiale
British Aircraft Corporation

Dimensions:
Wingspan: 25.56 m (83 ft ten in)
Length: 61.66 m (202 ft three in)
Height: 11.3 m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Top speed: two,179 km/h (1350 mph)
Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust every
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom

Physical Description:
Aircaft Serial Number: 205. Which includes four (4) engines, bearing respectively the serial number: CBE066, CBE062, CBE086 and CBE085.
Also included, aircraft plaque: &quotAIR FRANCE Lorsque viendra le jour d’exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l’Air et de l’Espace de Washington, un appariel portant le couleurs d’Air France.&quot

Cool Machining Engineering images

01/07/201601/07/2016Klarm Prototyping

Some cool machining engineering pictures:

Machine

Image by MattyGregs

scary

Image by John Christian Fjellestad

Skull fabric

Image by Cross-stitch ninja
Crappy, crappy mobile telephone pic, but I am so excited about this! It was the very first time we had been permitted to use the huge knitting machines at school!
We did everything, from designing the pattern to setting the machine. This is what I’ve been waiting for given that I decided to start off studying again.