Cool China Prototype Manufacturing photos

Check out these china prototype manufacturing pictures:

Steven F. Udvar-Hazy Center: B-29 Superfortress “Enola Gay” panorama

Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress &quotEnola Gay&quot:

Boeing’s B-29 Superfortress was the most sophisticated propeller-driven bomber of Planet War II and the initial bomber to property its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 discovered its niche on the other side of the globe. In the Pacific, B-29s delivered a range of aerial weapons: traditional bombs, incendiary bombs, mines, and two nuclear weapons.

On August six, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon utilised in combat on Hiroshima, Japan. Three days later, Bockscar (on show at the U.S. Air Force Museum close to Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Excellent Artiste, flew as an observation aircraft on both missions.

Transferred from the United States Air Force.

Manufacturer:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.

Date:
1945

Country of Origin:
United States of America

Dimensions:
General: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Components:
Polished overall aluminum finish

Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, normal late-Globe War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin 509th Composite Group markings painted in black &quotEnola Gay&quot in black, block letters on reduce left nose.

My Solex from 1953

Image by Kees Wielemaker (pedaal)
Solex (bromfiets)

Solex is de naam van een Frans bedrijf dat vooral experience had in de productie van carburateurs. Het bedrijf is daarnaast ook beroemd geworden door de rijwielen met hulpmotor, die het tussen 1946 en 1988 produceerde onder de naam Vélosolex (in Nederland afgekort tot Solex).

De volledige bedrijfsnaam was Vélosolex S.I.F.A.C., Courbevoie, Seine.

Males begon in 1946 met de productie van 48 cc Clip-on motoren en bromfietsen. Het bekendst werd de kleine bromfiets met een motorblokje dat by means of een wrijvingswiel het voorwiel aandrijft.

De eerste Solex ontstond per toeval toen de Fransen Maurice Goudard en Marcel Mennesson in 1905 een fabriekje begonnen voor kleine motoronderdelen. In 1918 maakte men een fiets met een hulpmotor boven het achterwiel. Hierna werd Solex vooral bekend van de carburateurs voor automobielen. Toen Marcel Menesson begreep dat er na de Tweede Wereldoorlog weinig vraag naar auto’s zou zijn ontwikkelde hij een nieuw hulpmotortje dat boven het voorwiel werd geplaatst. In 1941 werden er al 30 prototypes op bestaande fietsen gebouwd, in 1942 gevolgd door een voorserie die al het beroemde zwanenhalsframe had. De introductie vond in 1946 plaats. Hoewel het blokje in de loop der jaren werd verbeterd bleef het toch in principe gelijk aan het eerste variety 129.

Het bedrijfje kreeg verschillende eigenaren, waaronder Renault, Motobécane en Yamaha.

In 1996 kocht een Franse importeur 60 % van de aandelen en het merk verhuisde naar Hongarije. Daar worden de kleine bromfietsjes nog steeds gebouwd. In Nederland werden Solex bromfietsen van 1948 tot 1969 in licentie gebouwd door de Productiemaatschappij Van der Heem NV die ze voor R.S. Stokvis &amp Zonen maakte, in de ENAF (Eerste Nederlandse Autorijwielen Fabriek). Het variety 3800 (uit 1966) wordt nog steeds gebouwd in Hongarije (Cyclon) en China (Dong Tian). Vooral in het commence van de jaren 60 waren solexen erg populair bij meisjes, daar waar de Puch, de Floret en andere bromfietsen bij de jongens erg in trek waren.

De Nederlandse exemplaren hebben een andere kleur dan de Franse. In 2005 werd bekend gemaakt dat het merk Solex nieuw leven werd ingeblazen door het Franse bedrijf Mopex. Daar worden gewoon de oude modellen opnieuw geproduceerd, maar om juridische redenen onder de merknaam Black ‘n Roll.

In 2005 ontstond commotie in de Nederlandse Solexwereld vanwege het verplichte bromfietskenteken. Oude Solexen waren in oorsprong bromfietsen en mochten dus niet op het fietspad rijden. Doordat gebruik van het fietspad vaak oogluikend door de politie werd toegestaan was er eigenlijk geen echt probleem. Met het bromfietskenteken zou echterdoor de kleur van de kentekenplaat precies zichtbaar worden welke Solex een bromfiets en welke een snorfiets (en dus wel op het fietspad mocht rijden) was. Half februari 2006 werd bekend dat Solexen gebouwd voor 1974 tijdelijk kosteloos en zonder keuring omgezet kunnen worden naar snorfiets. Het is de enige motoraangedreven snorfiets. Op het kenteken staat bromfiets, maar omdat daar ook op vermeld staat dat de maximale snelheid 25 km per uur is, is het dus toch een snorfiets.

SoleX

VeloSolexVéloSoleX is a moped or motorised bicycle, that was originally developed by the French manufacturer Solex, primarily based in Paris, France. Founded at the turn of the final century, the firm manufactured centrifugal radiators, carburetors, and micrometers, before branching into help motors and bicycles. Owned successively by Dassault, Renault, Motobécane/ MBK, VéloSoleX sold much more than 7 million VéloSoleX worldwide just before ceasing production in France in 1988. Production of the VéloSoleX restarted in both China and Hungary after 1988, but production ceased in Hungary in 2002. These days the Velosolex is manufactured in France. The trademark &quotVéloSoleX&quot is the home of Velosolex America, LLC. Velosolex America markets the VéloSoleX world wide.

Cool Mechanical Engineering China images

A handful of nice mechanical engineering china images I located:

Decoding Cancer

Image by Planet Economic Forum
Jeffrey M. Drazen, Editor-in-Chief, The New England Journal of Medicine, USA, Cao Xuetao, President, Chinese Academy of Health-related Sciences, People’s Republic of China, Katrine Bosley, Chief Executive Officer, Editas Medicine, USA and Lydia Sohn, Professor, Mechanical Engineering, University of California, Berkeley, USA at the World Economic Forum – Annual Meeting of the New Champions in Dalian, People’s Republic of China 2015. Copyright by World Economic Forum / Sikarin Fon Thanachaiary

Image from web page 82 of “Railway mechanical engineer” (1916)

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Identifier: railwaymechanica96newy
Title: Railway mechanical engineer
Year: 1916 (1910s)
Authors:
Subjects: Railroad engineering Engineering Railroads Railroad automobiles
Publisher: New York, N.Y. : Simmons-Boardman Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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83 83 1,949 1916 1,732 70 1,802 37 37 1,839 1917 1,924 31 1,955 45 45 two,000 1918 1,480 92 1,572 1 1 1,503 1919 306 85 391 160 160 551 1920 1.272 168 1,440 ■Includes Canadian output. ■i^Consists of Canadian output and equipment constructed in business shops. vehicle list only Ijecause they will presumably be operated in pas-senger trains. South America and China have been the biggest foreign buy-ers. The Argentine Government ordered 53, the ChileanState Railways ordered ten, and railways in Colombia, 28.The Tientsin-Pukow of China gave us an order for 45. Itis noteworthy that in the case of the Chilean and Tientsin-Pukow automobiles, all-steel construction was specified. Of the Total of 1,739 passenger automobiles owned by the Pacificsystem of the Southern Pacific, 890 are all-steel, 812 are woodand 37 are of steel underframe construction. The very first steelcoach, constructed as an experiment, was completed in the Sacramentashops of the firm in 1906, and no wooden passenger carshave been constructed by the company given that 1910.

Text Appearing Following Image:
The First Steam Turl^ine Locomotive THE first steam turbine locomotive actually constructedwas created in 1907 by Professor Belluzzo of theEcole Polytechnique, Milan, Italy, and given its mitialtrial run in 1908 at the performs of the Societe AnonymeOfficine Meccaniche, Milan. An old four-wheel regular gage switching locomotive wa.,emploved for the purposes of the test, the clinders and otherparts of the reciprocating engine getting removed and turbmesand npcessar manage mechanism substituted. This engmehad 47ii-in.driving wheels, a wheel base of 6 ft. six)4 in., aheating surface of 646 sq. ft. and carried a boiler pressureof 145 lb. per sq. in. The weight soon after conversion was 57,300 lb. . . J Four turbines were emploved, one turbine getting gearedto every enri of the two a.xles. Steam was admitted from theboiler to the fonvard turbine on the proper hand side, andafter passing through this turbine it was additional expandedthrough the rear turbine on the right hand side, then passedto the left

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Cool Precision Engineering Elements pictures

Check out these precision engineering elements images:

Kellog Electric Casting Rod

Image by Cajun Custom Rods
Our recent “Kellog Electric&quot Custom Casting Rod is overall performance-tuned, finesse driven, and hand-crafted to offer you the quite very best custom fishing rod attainable – loaded for inshore or freshwater fishing action! Precision tuned for energy-finesse inshore or freshwater casting, this custom rod leverages cutting-edge technology to include: a conventional layout of CCR™’s proprietary stainless LNLSG (Black) casting guides with premium SIC guide rings, a CCR™ spit grip manage system making use of Super Grade Premium-High Density Portuguese cork, a sensitivity-tuned Fuji ECSM (Black hood) strong graphite blank-via reel seat, ProWrap’s “Blue Steel Metallic and White” threads, and matching custom diamond-patterned rod wrap. This custom fishing rod is built around a completely engineered 6′8&quot St. Croix 4C68MHF (SC IV) 12-20 lb series rod blank … engineered, fabricated, and hand-tuned to each and every premium component! At Cajun Custom Rods™, you style the rod of your dreams &amp we’ll build your self-confidence!”

&quotTight Wraps, Tight Lines, and Take A Kid Fishing!&quot

– Jaesen Yerger
Cajun Custom Rods™, Inc.
www.cajuncustomrods.com

Kellog Electric Casting Rod

Image by Cajun Custom Rods
Our current “Kellog Electric&quot Custom Casting Rod is functionality-tuned, finesse driven, and hand-crafted to give you the quite ideal custom fishing rod attainable – loaded for inshore or freshwater fishing action! Precision tuned for power-finesse inshore or freshwater casting, this custom rod leverages cutting-edge technology to consist of: a traditional layout of CCR™’s proprietary stainless LNLSG (Black) casting guides with premium SIC guide rings, a CCR™ spit grip manage system using Super Grade Premium-Higher Density Portuguese cork, a sensitivity-tuned Fuji ECSM (Black hood) solid graphite blank-via reel seat, ProWrap’s “Blue Steel Metallic and White” threads, and matching custom diamond-patterned rod wrap. This custom fishing rod is constructed about a completely engineered 6′8&quot St. Croix 4C68MHF (SC IV) 12-20 lb series rod blank … engineered, fabricated, and hand-tuned to each and every premium component! At Cajun Custom Rods™, you design the rod of your dreams &amp we’ll create your self-assurance!”

&quotTight Wraps, Tight Lines, and Take A Kid Fishing!&quot

– Jaesen Yerger
Cajun Custom Rods™, Inc.
www.cajuncustomrods.com

Kellog Electric Casting Rod

Image by Cajun Custom Rods
Our current “Kellog Electric&quot Custom Casting Rod is performance-tuned, finesse driven, and hand-crafted to give you the really ideal custom fishing rod achievable – loaded for inshore or freshwater fishing action! Precision tuned for energy-finesse inshore or freshwater casting, this custom rod leverages cutting-edge technologies to consist of: a traditional layout of CCR™’s proprietary stainless LNLSG (Black) casting guides with premium SIC guide rings, a CCR™ spit grip deal with program making use of Super Grade Premium-High Density Portuguese cork, a sensitivity-tuned Fuji ECSM (Black hood) solid graphite blank-via reel seat, ProWrap’s “Blue Steel Metallic and White” threads, and matching custom diamond-patterned rod wrap. This custom fishing rod is built about a completely engineered 6′8&quot St. Croix 4C68MHF (SC IV) 12-20 lb series rod blank … engineered, fabricated, and hand-tuned to each and every premium component! At Cajun Custom Rods™, you design and style the rod of your dreams &amp we’ll create your confidence!”

&quotTight Wraps, Tight Lines, and Take A Kid Fishing!&quot

– Jaesen Yerger
Cajun Custom Rods™, Inc.
www.cajuncustomrods.com

Cool Fast Prototyping Price pictures

Check out these rapid prototyping expense pictures:

Fortune Brainstorm Green 2013

Image by Fortune Live Media
Tuesday, April 30, 2013

Solar: How do we scale solar to be on 50% of the roofs in the US by 2018?
Presented by Panasonic
Plummeting panel and balance-of-program charges are generating solar electrical energy increasingly competitive with carbon-intensive options. Nonetheless, the all round pace of adoption in the U.S. is still slow. This functioning session will explore practical breakthroughs to installing solar on 50% of U.S. rooftops by 2015. Using fast prototyping in tiny groups, participants will function together to locate solutions and then participate in the identified actions to accelerate progress.

Contributors:
David Crane, President and CEO, NRG Energy
Ed Fenster, Co-founder, Sunrun
Andy Karsner, Executive Chairman and Founder, Manifest Energy
Danny Kennedy, Founder and President, Sungevity
Nat Kreamer, President and CEO, Clean Energy Finance
Paul Nahi, Chief Executive Officer, Enphase Power
Richard O’Day, Managing Director, Global Market Options Group, Credit Suisse
Billy Parish, Founder and President, Solar Mosaic
Naimish Patel, Chief Executive Officer, Gridco Systems
Laura Spanjian, Sustainability Director, City of Houston
Howard Wenger, President, Regions, SunPower Corp
Ray Wood, Managing Director, Head, U.S. Energy and Renewables Group, Bank of America Merrill Lynch

Facilitator: Jib Ellison, Founder and CEO, Blu Skye Consulting

Photograph by Stuart Isett/Fortune Brainstorm Green

Fortune Brainstorm Green 2013

Image by Fortune Live Media
Tuesday, April 30, 2013

Solar: How do we scale solar to be on 50% of the roofs in the US by 2018?
Presented by Panasonic
Plummeting panel and balance-of-system costs are making solar electrical energy increasingly competitive with carbon-intensive alternatives. Even so, the all round pace of adoption in the U.S. is nonetheless slow. This working session will discover practical breakthroughs to installing solar on 50% of U.S. rooftops by 2015. Using rapid prototyping in little groups, participants will perform with each other to locate solutions and then participate in the identified actions to accelerate progress.

Contributors:
David Crane, President and CEO, NRG Energy
Ed Fenster, Co-founder, Sunrun
Andy Karsner, Executive Chairman and Founder, Manifest Power
Danny Kennedy, Founder and President, Sungevity
Nat Kreamer, President and CEO, Clean Energy Finance
Paul Nahi, Chief Executive Officer, Enphase Energy
Richard O’Day, Managing Director, International Market Solutions Group, Credit Suisse
Billy Parish, Founder and President, Solar Mosaic
Naimish Patel, Chief Executive Officer, Gridco Systems
Laura Spanjian, Sustainability Director, City of Houston
Howard Wenger, President, Regions, SunPower Corp
Ray Wood, Managing Director, Head, U.S. Power and Renewables Group, Bank of America Merrill Lynch

Facilitator: Jib Ellison, Founder and CEO, Blu Skye Consulting

Photograph by Stuart Isett/Fortune Brainstorm Green

Fortune Brainstorm Green 2013

Image by Fortune Reside Media
Tuesday, April 30, 2013

Solar: How do we scale solar to be on 50% of the roofs in the US by 2018?
Presented by Panasonic
Plummeting panel and balance-of-technique costs are producing solar electricity increasingly competitive with carbon-intensive options. Nevertheless, the overall pace of adoption in the U.S. is nevertheless slow. This working session will explore sensible breakthroughs to installing solar on 50% of U.S. rooftops by 2015. Employing speedy prototyping in small groups, participants will work together to uncover solutions and then participate in the identified actions to accelerate progress.

Contributors:
David Crane, President and CEO, NRG Energy
Ed Fenster, Co-founder, Sunrun
Andy Karsner, Executive Chairman and Founder, Manifest Power
Danny Kennedy, Founder and President, Sungevity
Nat Kreamer, President and CEO, Clean Power Finance
Paul Nahi, Chief Executive Officer, Enphase Power
Richard O’Day, Managing Director, Global Marketplace Options Group, Credit Suisse
Billy Parish, Founder and President, Solar Mosaic
Naimish Patel, Chief Executive Officer, Gridco Systems
Laura Spanjian, Sustainability Director, City of Houston
Howard Wenger, President, Regions, SunPower Corp
Ray Wood, Managing Director, Head, U.S. Energy and Renewables Group, Bank of America Merrill Lynch

Facilitator: Jib Ellison, Founder and CEO, Blu Skye Consulting

Photograph by Stuart Isett/Fortune Brainstorm Green

Cool Sheet Metal China images

Some cool sheet metal china pictures:

Image from web page 100 of “An American engineer in China” (1900)

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Identifier: cu31924023226081
Title: An American engineer in China
Year: 1900 (1900s)
Authors: Parsons, William Barclay, 1859-1932
Subjects: Parsons, William Barclay, 1859-1932 Railroads
Publisher: New York, McClure, Phillips &amp co.
Contributing Library: Cornell University Library
Digitizing Sponsor: MSN

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Text Appearing Ahead of Image:
set, I donot know, but the last we saw of that man he washugging his rind like a ti-easure. Before we hadseen the last of his horse, nonetheless, we felt that ifthe pumaloe rind had constituted the complete ofthe acquire-cost we still need to have been thelosers. It is surprising how closely the men and women in onesection of the country pattern after those else-where, when one particular remembers the lack, almostabsolute lack, of intercommunication. But inspite of the basic sameness, which perhapsappears higher than it is on account of the uni-formity in physiognomy of the men and women, with theMongolian coloring and jet-black hair, there weremany pecuHar customs which appeared to belocalized, as numerous of them were found only in Chapter III: Hu-nan, the Closed Province 95 tiny districts, and travelled Chinese who accom-panied me, stated that they had in no way prior to seensimilar things elsewhere in the empire. Of thesethe most singular was the carrying of tiny bam-boo baskets lined with sheet metal and filled with

Text Appearing Soon after Image:
A Peculiar Custom by Chinese Women of Wearing Heat-ing-Baskets hot wood-ashes. Such baskets the girls in onelocality suspend from a belt beneath their shortblouses. Occasionally the baskets are worn infront, often behind, and occasionally in bothplaces, according, apparently, to the fancy of thewearer. Youngsters also produced use of the heating 96 An American Engineer in China apparatus, but men only seldom. No matter howworn, the effect in all situations was both extraordi-nary and comical. To get a photograph of Chi-nese ladies is almost as hard as to photographa herd of wild deer. Girls are supposed tokeep away from any man, and of course a foreignman is specially terrible. The picture of thewomen and their baskets was obtained by cau-tious stalking behind some Chinese, even though theirattention was attracted by 1 of the members ofmy employees. The immediate after the shutter droppedthe group had scattered. In farming strategies the Chinaman in the inte-rior is, of course, centuries behind. His gra

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Image from web page 142 of “The art of lead burning a practical treatise explaining the apparatus and processes” (1905)

Image by Internet Archive Book Images
Identifier: artofleadburning00fayc
Title: The art of lead burning a practical treatise explaining the apparatus and processes
Year: 1905 (1900s)
Authors: Fay, C. H
Subjects: Lead burning
Publisher: New York, D. Williams company
Contributing Library: The Library of Congress
Digitizing Sponsor: The Library of Congress

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d just as forlead. Britannia metal is fast becoming the favoritelining for splash and drip boards on butlers pan-attempt sinks, as also for lining the function benches insaloons. It is soft enough to enable the most deli-cate china to be laid on it with no danger of chip-ping, and is also quite straightforward to preserve clean. It takesa high polish and constantly looks well. The methodof cutting the metal for a butlers pantry sink isshown in Fig. 51, the dotted lines showing theactual dimensions of the write-up to be covered,although the complete lines show the laps required tocover the edges of the board. This metal isharder than lead, and will not dress smooth withthe dresser. Any uneven spots have to be presseddown with a hot flatiron. The approach of turn-ing the edges is shown at a. The bending iron isheated and rubbed over the edge, progressively turn- THE ART OF LEAD BURNING. 139 ing the edges till they are at their suitable posi-tion. The iron must be constantly heated to in-positive the ideal final results, and if appropriately carried out no

Text Appearing Soon after Image:
cq CQ 1 140 THE ART OF LEAD BURNING. wrinkles will seem. A lined perform bench isalso shown in Fig, 52, which shows the methodof placing in the bar washer. The sheet metalmust be cut and fitted to its place and all theseams feasible ought to be soldered before placingthe metal in position. The edges must be tackedon the beneath side of the function, when practicable,with copper tacks. Sooner or later the blow pipe solderer will becalled upon to make repairs on Britannia metal,and will be shocked to discover that it will be impos-sible to solder the metal, owing to the excess ofmoisture beneath it. The greatest way to overcomethis, which is practically the only difficulty thatoccurs, is to reduce out a little square patch. Theedge can be cleaned and a patch of new metalcarefully fitted into the hole. When prepared to be-gin soldering, a piece of blotting paper ought to beinserted amongst the patch and board. Thispaper will absorb all the moisture and let theseam to be neatly soldered. The man who makeshimself

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Image from web page 620 of “Mechanical Contracting & Plumbing January-December 1912” (1912)

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Identifier: mechcontract1912toro
Title: Mechanical Contracting &amp Plumbing January-December 1912
Year: 1912 (1910s)
Authors:
Subjects: Air conditioning Refrigeration and refrigerating machinery Heating Plumbing
Publisher: Toronto : Maclean-Hunter Pub. Co.
Contributing Library: Fisher – University of Toronto
Digitizing Sponsor: University of Toronto

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-■•mum We Can FurnishYour Requirements in All PLUMBING GOODS We handle a total line of Enameled Baths Enameled LavatoriesSinks and Laundry Tubs

Text Appearing Soon after Image:
Write us about ourVictorian China Lavatories. The James Morrison Brass Mfg.Company, Ltd. Producers and dealers in a completeline of Plumbing and Heating Supplies 93-97 Adelaide Street West TORONTO 19 Complete Course in Sheet Metal Work In prob. 23, plate 21, fig. 1 representsa pail, of which A-B is a boss, or rein-forcement on the deal with. The pattern is just a circle havingthe identical curve as the deal with, and iscut out to shape shown by fig. two, thenformed to shape by fig. three, and solderedto deal with. In prob. 24, fig. 1, is a strainer pail,the brest B is developed the exact same as thebrest on the watering pail, prob. 18,plate 20. To develop the spout A, continue theline C- any distance, and parallel to By L. W. KOSER this carry a line from the point V, asV-7. Draw a cross section of the spout fig.2, then divide it into equal spaces andcarry lines from exact same till they cut thelines O-V and C-V. Lay out a stretchout at correct anglesto C-O, as fig. three, and carry lines fromthe distinct points o

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Cool China Prototype Manufacturing photos

A few good china prototype manufacturing photos I located:

Steven F. Udvar-Hazy Center: Photomontage of SR-71 on the port side

Image by Chris Devers
Posted by means of e-mail to ☛ HoloChromaCinePhotoRamaScope‽: cdevers.posterous.com/panoramas-of-the-sr-71-blackbird-at…. See the full gallery on Posterous …

• • • • •

See far more pictures of this, and the Wikipedia report.

Specifics, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:

No reconnaissance aircraft in history has operated globally in a lot more hostile airspace or with such complete impunity than the SR-71, the world’s fastest jet-propelled aircraft. The Blackbird’s efficiency and operational achievements placed it at the pinnacle of aviation technologies developments throughout the Cold War.

This Blackbird accrued about two,800 hours of flight time in the course of 24 years of active service with the U.S. Air Force. On its final flight, March six, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging three,418 kilometers (two,124 miles) per hour. At the flight’s conclusion, they landed at Washington-Dulles International Airport and turned the airplane more than to the Smithsonian.

Transferred from the United States Air Force.

Manufacturer:
Lockheed Aircraft Corporation

Designer:
Clarence L. &quotKelly&quot Johnson

Date:
1964

Nation of Origin:
United States of America

Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)

Components:
Titanium

Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft airframe constructed largley of titanium and its alloys vertical tail fins are constructed of a composite (laminated plastic-kind material) to minimize radar cross-section Pratt and Whitney J58 (JT11D-20B) turbojet engines feature massive inlet shock cones.

Long Description:
No reconnaissance aircraft in history has operated in a lot more hostile airspace or with such total impunity than the SR-71 Blackbird. It is the quickest aircraft propelled by air-breathing engines. The Blackbird’s overall performance and operational achievements placed it at the pinnacle of aviation technologies developments in the course of the Cold War. The airplane was conceived when tensions with communist Eastern Europe reached levels approaching a full-blown crisis in the mid-1950s. U.S. military commanders desperately needed correct assessments of Soviet worldwide military deployments, especially close to the Iron Curtain. Lockheed Aircraft Corporation’s subsonic U-two (see NASM collection) reconnaissance aircraft was an in a position platform but the U. S. Air Force recognized that this comparatively slow aircraft was currently vulnerable to Soviet interceptors. They also understood that the speedy development of surface-to-air missile systems could put U-2 pilots at grave risk. The danger proved reality when a U-2 was shot down by a surface to air missile more than the Soviet Union in 1960.

Lockheed’s 1st proposal for a new high speed, higher altitude, reconnaissance aircraft, to be capable of avoiding interceptors and missiles, centered on a design and style propelled by liquid hydrogen. This proved to be impracticable since of considerable fuel consumption. Lockheed then reconfigured the style for conventional fuels. This was feasible and the Central Intelligence Agency (CIA), already flying the Lockheed U-2, issued a production contract for an aircraft designated the A-12. Lockheed’s clandestine ‘Skunk Works’ division (headed by the gifted style engineer Clarence L. &quotKelly&quot Johnson) created the A-12 to cruise at Mach 3.2 and fly well above 18,288 m (60,000 feet). To meet these challenging requirements, Lockheed engineers overcame a lot of daunting technical challenges. Flying far more than three occasions the speed of sound generates 316° C (600° F) temperatures on external aircraft surfaces, which are sufficient to melt traditional aluminum airframes. The design group chose to make the jet’s external skin of titanium alloy to which shielded the internal aluminum airframe. Two conventional, but very effective, afterburning turbine engines propelled this remarkable aircraft. These power plants had to operate across a enormous speed envelope in flight, from a takeoff speed of 334 kph (207 mph) to far more than three,540 kph (2,200 mph). To prevent supersonic shock waves from moving inside the engine intake causing flameouts, Johnson’s group had to style a complex air intake and bypass program for the engines.

Skunk Performs engineers also optimized the A-12 cross-section style to exhibit a low radar profile. Lockheed hoped to achieve this by meticulously shaping the airframe to reflect as little transmitted radar energy (radio waves) as attainable, and by application of specific paint made to absorb, rather than reflect, those waves. This treatment became one of the very first applications of stealth technology, but it never ever completely met the design ambitions.

Test pilot Lou Schalk flew the single-seat A-12 on April 24, 1962, soon after he became airborne accidentally for the duration of higher-speed taxi trials. The airplane showed wonderful guarantee but it needed considerable technical refinement just before the CIA could fly the very first operational sortie on May 31, 1967 – a surveillance flight over North Vietnam. A-12s, flown by CIA pilots, operated as component of the Air Force’s 1129th Unique Activities Squadron beneath the &quotOxcart&quot program. While Lockheed continued to refine the A-12, the U. S. Air Force ordered an interceptor version of the aircraft designated the YF-12A. The Skunk Operates, nonetheless, proposed a &quotspecific mission&quot version configured to conduct post-nuclear strike reconnaissance. This program evolved into the USAF’s familiar SR-71.

Lockheed built fifteen A-12s, which includes a specific two-seat trainer version. Two A-12s had been modified to carry a unique reconnaissance drone, designated D-21. The modified A-12s have been redesignated M-21s. These have been developed to take off with the D-21 drone, powered by a Marquart ramjet engine mounted on a pylon amongst the rudders. The M-21 then hauled the drone aloft and launched it at speeds high adequate to ignite the drone’s ramjet motor. Lockheed also built 3 YF-12As but this type never ever went into production. Two of the YF-12As crashed for the duration of testing. Only a single survives and is on display at the USAF Museum in Dayton, Ohio. The aft section of a single of the &quotwritten off&quot YF-12As which was later utilised along with an SR-71A static test airframe to manufacture the sole SR-71C trainer. One SR-71 was lent to NASA and designated YF-12C. Including the SR-71C and two SR-71B pilot trainers, Lockheed constructed thirty-two Blackbirds. The 1st SR-71 flew on December 22, 1964. Simply because of extreme operational charges, military strategists decided that the much more capable USAF SR-71s need to replace the CIA’s A-12s. These had been retired in 1968 soon after only one year of operational missions, largely over southeast Asia. The Air Force’s 1st Strategic Reconnaissance Squadron (part of the 9th Strategic Reconnaissance Wing) took more than the missions, flying the SR-71 starting in the spring of 1968.

Following the Air Force began to operate the SR-71, it acquired the official name Blackbird– for the unique black paint that covered the airplane. This paint was formulated to absorb radar signals, to radiate some of the tremendous airframe heat generated by air friction, and to camouflage the aircraft against the dark sky at higher altitudes.

Experience gained from the A-12 program convinced the Air Force that flying the SR-71 safely required two crew members, a pilot and a Reconnaissance Systems Officer (RSO). The RSO operated with the wide array of monitoring and defensive systems installed on the airplane. This equipment incorporated a sophisticated Electronic Counter Measures (ECM) program that could jam most acquisition and targeting radar. In addition to an array of sophisticated, higher-resolution cameras, the aircraft could also carry equipment designed to record the strength, frequency, and wavelength of signals emitted by communications and sensor devices such as radar. The SR-71 was created to fly deep into hostile territory, avoiding interception with its tremendous speed and higher altitude. It could operate safely at a maximum speed of Mach three.3 at an altitude more than sixteen miles, or 25,908 m (85,000 ft), above the earth. The crew had to put on pressure suits comparable to those worn by astronauts. These suits have been needed to safeguard the crew in the event of sudden cabin stress loss even though at operating altitudes.

To climb and cruise at supersonic speeds, the Blackbird’s Pratt &amp Whitney J-58 engines have been made to operate continuously in afterburner. While this would seem to dictate higher fuel flows, the Blackbird really accomplished its greatest &quotgas mileage,&quot in terms of air nautical miles per pound of fuel burned, in the course of the Mach three+ cruise. A typical Blackbird reconnaissance flight might require a number of aerial refueling operations from an airborne tanker. Every single time the SR-71 refueled, the crew had to descend to the tanker’s altitude, typically about six,000 m to 9,000 m (20,000 to 30,000 ft), and slow the airplane to subsonic speeds. As velocity decreased, so did frictional heat. This cooling effect triggered the aircraft’s skin panels to shrink significantly, and those covering the fuel tanks contracted so a lot that fuel leaked, forming a distinctive vapor trail as the tanker topped off the Blackbird. As quickly as the tanks were filled, the jet’s crew disconnected from the tanker, relit the afterburners, and again climbed to high altitude.

Air Force pilots flew the SR-71 from Kadena AB, Japan, throughout its operational profession but other bases hosted Blackbird operations, too. The 9th SRW occasionally deployed from Beale AFB, California, to other places to carryout operational missions. Cuban missions have been flown directly from Beale. The SR-71 did not commence to operate in Europe until 1974, and then only temporarily. In 1982, when the U.S. Air Force based two aircraft at Royal Air Force Base Mildenhall to fly monitoring mission in Eastern Europe.

When the SR-71 became operational, orbiting reconnaissance satellites had already replaced manned aircraft to collect intelligence from sites deep inside Soviet territory. Satellites could not cover each and every geopolitical hotspot so the Blackbird remained a essential tool for worldwide intelligence gathering. On several occasions, pilots and RSOs flying the SR-71 offered information that proved important in formulating productive U. S. foreign policy. Blackbird crews offered critical intelligence about the 1973 Yom Kippur War, the Israeli invasion of Lebanon and its aftermath, and pre- and post-strike imagery of the 1986 raid carried out by American air forces on Libya. In 1987, Kadena-primarily based SR-71 crews flew a number of missions over the Persian Gulf, revealing Iranian Silkworm missile batteries that threatened industrial shipping and American escort vessels.

As the overall performance of space-based surveillance systems grew, along with the effectiveness of ground-primarily based air defense networks, the Air Force started to drop enthusiasm for the costly program and the 9th SRW ceased SR-71 operations in January 1990. In spite of protests by military leaders, Congress revived the plan in 1995. Continued wrangling more than operating budgets, even so, quickly led to final termination. The National Aeronautics and Space Administration retained two SR-71As and the one particular SR-71B for high-speed research projects and flew these airplanes till 1999.

On March six, 1990, the service profession of 1 Lockheed SR-71A Blackbird ended with a record-setting flight. This special airplane bore Air Force serial quantity 64-17972. Lt. Col. Ed Yeilding and his RSO, Lieutenant Colonel Joseph Vida, flew this aircraft from Los Angeles to Washington D.C. in 1 hour, 4 minutes, and 20 seconds, averaging a speed of 3,418 kph (2,124 mph). At the conclusion of the flight, ‘972 landed at Dulles International Airport and taxied into the custody of the Smithsonian’s National Air and Space Museum. At that time, Lt. Col. Vida had logged 1,392.7 hours of flight time in Blackbirds, more than that of any other crewman.

This particular SR-71 was also flown by Tom Alison, a former National Air and Space Museum’s Chief of Collections Management. Flying with Detachment 1 at Kadena Air Force Base, Okinawa, Alison logged a lot more than a dozen ‘972 operational sorties. The aircraft spent twenty-4 years in active Air Force service and accrued a total of 2,801.1 hours of flight time.

Wingspan: 55’7&quot
Length: 107’5&quot
Height: 18’6&quot
Weight: 170,000 Lbs

Reference and Further Reading:

Crickmore, Paul F. Lockheed SR-71: The Secret Missions Exposed. Oxford: Osprey Publishing, 1996.

Francillon, Rene J. Lockheed Aircraft Given that 1913. Annapolis, Md.: Naval Institute Press, 1987.

Johnson, Clarence L. Kelly: Far more Than My Share of It All. Washington D.C.: Smithsonian Institution Press, 1985.

Miller, Jay. Lockheed Martin’s Skunk Works. Leicester, U.K.: Midland Counties Publishing Ltd., 1995.

Lockheed SR-71 Blackbird curatorial file, Aeronautics Division, National Air and Space Museum.

DAD, 11-11-01

Cool China Prototypes pictures

Cool China Prototypes pictures

Some cool china prototypes pictures:

BMW GUGGENHEIM LAB

Image by DCF_pics
MARS IN MUMBAI
Prototypes of adjust developed for the BMW Guggenheim Lab

Informal settlements dominate a lot of the world’s emerging cityscape. The tense social and spatial circumstances they bring forth render most urban techniques ineffective. Neither prime-down planning, defined by a technocratic strategy of ever bigger infrastructure, nor bottom-up efforts, in the kind of increasingly sophisticated neighborhood level projects, seem capable to meet the challenges at the scale the establishing metropolis demands. Can micro-scale interventions be designed to accomplish citywide techniques?

This conceptual divide is additional exacerbated in Mumbai, where slums that make up two-thirds of the population reduce via the entire island city in a sharp spatial divide. Attempts to address the dire challenges from, water safety to pollution and extreme congestion, are limited to either the formal or informal settlements. MARS Architects has produced a vision for a United Mumbai, the starting point for incorporating informal settlements as totally integrated parts of the formal city.

More than the coming weeks, stakeholder meetings will be held at the Guggenheim Lab Mumbai to talk about our ten proposed technologies, from wall systems to transport systems. Stick to us as an expanding method of architectural interventions turns slums into sustainable settlements, which in turn become the backbone of a United Mumbai.

Component 1: SPI MODEL
The foundation of this project is an in-depth study of Mumbai’s population density. Not merely mapping Mumbai’s infamous situations in abstract terms but introducing a new methodology that greater represents the knowledge on the ground. The new metric, named the Stacked Population Index (SPI), measures the density of folks per amount of offered floor surface. Suddenly the accurate extents of Mumbai’s informal settlements can be observed: a yellow forest of towering densities covers the whole urban landscape. The harsh reality the city accommodates two thirds of its population on much less than a quarter of its residential surface, and but urban plans for Mumbai largely ignore their existence.

Comply with the project: MARS Architects Facebook web page

Occasion specifics: BMW GUGGENHEIM LAB

BMW GUGGENHEIM LAB

Image by DCF_pics
MARS IN MUMBAI
Prototypes of change developed for the BMW Guggenheim Lab

Informal settlements dominate considerably of the world’s emerging cityscape. The tense social and spatial situations they bring forth render most urban techniques ineffective. Neither top-down preparing, defined by a technocratic method of ever larger infrastructure, nor bottom-up efforts, in the kind of increasingly sophisticated neighborhood level projects, seem able to meet the challenges at the scale the developing metropolis demands. Can micro-scale interventions be designed to accomplish citywide strategies?

This conceptual divide is further exacerbated in Mumbai, where slums that make up two-thirds of the population cut by means of the complete island city in a sharp spatial divide. Attempts to address the dire challenges from, water safety to pollution and serious congestion, are restricted to either the formal or informal settlements. MARS Architects has produced a vision for a United Mumbai, the starting point for incorporating informal settlements as completely integrated components of the formal city.

More than the coming weeks, stakeholder meetings will be held at the Guggenheim Lab Mumbai to go over our ten proposed technologies, from wall systems to transport systems. Follow us as an expanding method of architectural interventions turns slums into sustainable settlements, which in turn turn into the backbone of a United Mumbai.

Portion 1: SPI MODEL
The foundation of this project is an in-depth study of Mumbai’s population density. Not merely mapping Mumbai’s infamous circumstances in abstract terms but introducing a new methodology that greater represents the experience on the ground. The new metric, named the Stacked Population Index (SPI), measures the density of people per quantity of offered floor surface. Abruptly the true extents of Mumbai’s informal settlements can be observed: a yellow forest of towering densities covers the entire urban landscape. The harsh reality the city accommodates two thirds of its population on significantly less than a quarter of its residential surface, and yet urban plans for Mumbai mainly ignore their existence.

Follow the project: MARS Architects Facebook web page

Occasion information: BMW GUGGENHEIM LAB

BMW GUGGENHEIM LAB

Image by DCF_pics
MARS IN MUMBAI
Prototypes of adjust created for the BMW Guggenheim Lab

Informal settlements dominate considerably of the world’s emerging cityscape. The tense social and spatial circumstances they bring forth render most urban techniques ineffective. Neither leading-down arranging, defined by a technocratic approach of ever bigger infrastructure, nor bottom-up efforts, in the kind of increasingly sophisticated community level projects, look capable to meet the challenges at the scale the creating metropolis demands. Can micro-scale interventions be developed to attain citywide strategies?

This conceptual divide is additional exacerbated in Mumbai, exactly where slums that make up two-thirds of the population reduce through the complete island city in a sharp spatial divide. Attempts to address the dire challenges from, water safety to pollution and severe congestion, are limited to either the formal or informal settlements. MARS Architects has created a vision for a United Mumbai, the starting point for incorporating informal settlements as completely integrated components of the formal city.

Over the coming weeks, stakeholder meetings will be held at the Guggenheim Lab Mumbai to discuss our ten proposed technologies, from wall systems to transport systems. Comply with us as an expanding system of architectural interventions turns slums into sustainable settlements, which in turn turn out to be the backbone of a United Mumbai.

Element 1: SPI MODEL
The foundation of this project is an in-depth study of Mumbai’s population density. Not merely mapping Mumbai’s infamous situations in abstract terms but introducing a new methodology that greater represents the experience on the ground. The new metric, called the Stacked Population Index (SPI), measures the density of men and women per quantity of available floor surface. Abruptly the correct extents of Mumbai’s informal settlements can be observed: a yellow forest of towering densities covers the entire urban landscape. The harsh reality the city accommodates two thirds of its population on significantly less than a quarter of its residential surface, and yet urban plans for Mumbai mostly ignore their existence.

Comply with the project: MARS Architects Facebook page

Event details: BMW GUGGENHEIM LAB