Cool Precision Engineering Solutions images

Cool Precision Engineering Solutions images

Some cool precision engineering services pictures:

Crucial Science Instrument Installed into Webb Structure
precision engineering services
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.

Adhere to us on Twitter

Like us on Facebook

Discover us on Instagram

Boeing B-17 – Duxford Airshow Oct 2010
precision engineering services
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)

GB 8624-1997 normal fireproof components – refractory – Precision Fasteners – CNC Machining Parts

GB 8624-1997 normal fireproof components – refractory – Precision Fasteners – CNC Machining Parts

GB 8624-1997 requirements for fire prevention materials

Common variety Normal Name (English) Normal No. Standard Issued Release Date Common

Date Standards Common text Foreword This standard is GB8624-88 revision. Non-equivalent in technical content material, utilizing the German standard

DIN4102-81 Component. The revision, compared with the GB8624-88, the addition of A-level composite (sandwich) supplies, and according to my

Nation-particular circumstances, an enhance of the certain uses of flooring, curtains and curtain variety textiles, wire and cable casing

Class plastic supplies and pipe insulation foam employed specified. If the specific use of supplies as

Wall or ceiling supplies used, nevertheless should be Chapter 4 of the normal provisions of Chapter 5 of the inspection and grading.

This standard from the efficient date of the original GB8624-88 shall be invalid. The People’s Republic of China Ministry of Public Security

This normal is raised. This common by the National Fire Protection Standardization Technology Committee Sub-Committee under the jurisdiction of the seventh.

The standard Ministry of Public Safety of Sichuan Fire Research Institute is accountable for drafting.

Main drafters of this normal: Qian Jianmin, Ma Xianglin, Lu National Development.

The normal initial released in February 1988.

The People’s Republic of China national standard

GB 8624-1997 Classification flammability of creating supplies

Instead of GB 8624-88 Classification on burning behaviour for developing supplies

1 Subject Matter and Scope This normal specifies the combustion properties of materials evaluation and classification standards.

This common applies to all kinds of industrial and civil engineering structures used in a assortment of decorative materials and gear

Repair components. two Normative references Following requirements contain provisions which, by means of reference in this regular, constitute the standard provisions. The normal

Time of publication, the editions indicated had been valid. All requirements are topic to revision, the parties need to discover the normal so that

With the possibility of the most recent version of the following criteria.

GB/T2406-93 Test technique for flammability of plastic oxygen index

GB/T2408-80 Test approach for flammability of plastic the level of combustion

GB/T4609-84 Test technique for flammability of plastic vertical burning

GB/T5454-85 burning properties of textile fabrics Determination of oxygen index

GB/T5455-85 Determination of vertical flame retardant textile fabrics technique

GB/T5464-85 not flammable building materials test methods

GB/T8332-87 foam combustion behavior of horizontal combustion

GB/T8333-87 challenging foam combustion vertical burning test strategies

GB/T8625-88 flammability for building materials test approach

GB/T8626-88 materials flammability test strategies

GB/T8627-88 combustion or decomposition of materials test methods for smoke density

GB/T8629-88 test used in the family textile washing and drying procedures

GB/T11785-89 paving Crucial Radiant Flux from a radiant heat source technique

GB/T14402-93 Test technique of heat burning constructing supplies

GB/T14403-93 combustion heat test techniques for constructing materials

three level of flammability of constructing components and name

Level of flammability of constructing components and names in Table 1.

Table 1 Combustion level and name

-Level name A noncombustible components B1 flame retardant supplies B2 combustible materials B3 flammable supplies Bureau of Technical Supervision 1997-04-04 1997-10-01 authorized the implementation of

GB 8624-1997 4 non-combustible type material (A Grade)

four.1 A homogeneous material level

By GB/T5464 test, the fuel properties to be accomplished:

A) the furnace typical temperature rise of not much more than 50

B) the sample continued to burn an average of no a lot more than 20s

C) The typical mass loss rate of the sample does not exceed 50%.

four.2 A class of composite (Sandwich) materials

Meet the following requirements of the material, its combustion properties as A-level.

A) by GB/T8625 testing, every single specimen, the average remaining length of 35cm (including any of the specimens

The remaining length of&gt 20cm), and the average gas temperature of every single test peak 125 , the sample on the back with out any fuel

Burning phenomenon B) by GB/T8627 test, the smoke density rating (SDR) 15

C) by GB/T14402 and GB/T14403 test, its thermal worth four.2MJ/kg, and specimen

The e-commerce business in China provides quality items such as Precision Fasteners , CNC Machining Components, and much more. For much more , please check out machining components Manufacturer these days!

Nice Higher Precision Engineering photographs

Nice Higher Precision Engineering photographs

A handful of nice high precision engineering photos I identified:

Image from page 240 of “The Bell System technical journal” (1922)
high precision engineering
Image by Net Archive Book Photos
Identifier: bellsystemtechni16amerrich
Title: The Bell Program technical journal
Year: 1922 (1920s)
Authors: American Telephone and Telegraph Company
Subjects: Telecommunication Electric engineering Communication Electronics Science Technologies
Publisher: [Quick Hills, N.J., and so on., American Phone and Telegraph Co.]
Contributing Library: Prelinger Library
Digitizing Sponsor: World wide web Archive

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

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

Text Appearing Just before Image:
an addi-tional 60-turn winding was used for checking the measurements in thelow-frequency variety. In either case the inductance was low enoughto depress any effect of distributed capacitance far below the precisionof the measurements. Measurements have been produced on a ten-ohm equal ratio arm inductance MAGNETIC LOSSES AT LOW FLUX DENSITIES 217 comparison bridge,^ and were verified at low frequencies employing a 1-ohmratio arm bridge. Calibration of the bridge and common coils wasefifected by creating measurements over the whole frequency range on acalibrated higher good quality air core coil substituted for the test coil. Themaximum correction essential on this account was about .1per cent of the resistance due to the magnetic core. The supply of alternating present was an oscillator-amplifier supply-ing approximately .four watt undistorted energy, calibrated for thesemeasurements against the Laboratories standard frequency. Thecurrent was adjusted by the insertion of resistance in series with the

Text Appearing Following Image:
5 6 7 eight 9 H IN OERSTEADS X ten^ Fig. 2—Core permeability as measured by the ballistic galvanometer. main of the bridge input transformer, and was measured by meansof a thermocouple amongst the transformer secondary and the bridge.The bridge unbalance was amplified by signifies of an impedancecoupled amplifier for the 10-ohm bridge, and by indicates of a resistancecoupled amplifier for the 1-ohm bridge. The amplified unbalance wasobserved by means of head phones at frequencies above 200 cycles, andby means of a vibration galvanometer at lower frequencies. The d.-c.balance required bridge current of about 3 m.a. in the test coil winding,and had the identical precision as the a.-c. balance, viz., db .0002 ohm.The inductance readings had been corrected for the air space within thewinding, and had a relative accuracy of about .03 per cent, and anabsolute accuracy of around .1 per cent. 218 BELL Method TECHNICAL JOURNAL D.-C. Final results The permeability n = BmjHm of the specimen is shown as a enjoyable

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

Boeing B-17 – Duxford Airshow Oct 2010
high precision engineering
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 developed 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 a lot more than met the Air Corps’ expectations. Though Boeing lost the contract because the prototype crashed, the Air Corps was so impressed with Boeing’s style that they ordered 13 much more B-17s for additional evaluation. From its introduction in 1938, the B-17 Flying Fortress evolved through numerous style advances.

The B-17 was primarily 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 evening time area bombing in Operation Pointblank to assist safe air superiority more than 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, high-flying, extended-variety bomber that was capable to defend itself, and to return house despite comprehensive battle harm. It rapidly took on mythic proportions, and widely circulated stories and photographs of B-17s surviving battle damage increased its iconic status. With a service ceiling higher than any of its Allied contemporaries, the B-17 established itself as an effective weapons system, dropping more bombs than any other U.S. aircraft in Planet War II. Of the 1.5 million metric tons of bombs dropped on Germany by U.S. aircraft, 640,000 tons had been dropped from B-17s.

Common characteristics

•Crew: 10: Pilot, co-pilot, navigator, bombardier/nose gunner, flight engineer-best turret gunner, radio operator, waist gunners (2), ball turret gunner, tail gunner
•Length: 74 ft four in (22.66 m)
•Wingspan: 103 ft 9 in (31.62 m)
•Height: 19 ft 1 in (5.82 m)
•Wing area: 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

Overall performance

•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 (six,000 lb) bombload
•Service ceiling: 35,600 ft (ten,850 m)
•Rate of climb: 900 ft/min (four.six 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 4 turrets in dorsal, ventral, nose and tail, 2 in waist positions, two beside cockpit and 1 in the reduce dorsal position
•Bombs:
•Short range missions (&lt400 mi): 8,000 lb (three,600 kg)
•Long variety missions (≈800 mi): four,500 lb (two,000 kg)
•Overload: 17,600 lb (7,800 kg)

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

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

Cool Precision Engineering Organizations photos

Cool Precision Engineering Organizations photos

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)
precision engineering companies
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
precision engineering companies
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:
precision engineering companies
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

Cool Precision Engineering pictures

Some cool precision engineering photos:

William T. Sherman
precision engineering
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.

5 Items To Take Into Consideration When Picking Precision Engineers

5 Items To Take Into Consideration When Picking Precision Engineers

Detailed below are five essential elements

1. Knowledge and Facilities Available

A contemporary engineering firm ought to be in a position to provide a comprehensive variety of precision engineering options to make it possible for them to grow to be a accurate single supply supplier for precision engineering wants.

Amongst the expertise that could be obtainable are the following:-

. Turning

. Milling

. Grinding

. Assembly

. Welding

. Testing

. Inspecting

. Difficult Turning / Milling

. Prototyping

. Metal Therapy and Finishing

. Stockholding

. In home logistics

. Delivery to ‘JIT’ and Kanban systems

. Electronic schedule processing

. Collaborative price reduction exercises

. Speedy turnarounds

. Low volume batch function

. Higher volume production runs

. Lights out manufacturing

2. Materials Worked With

In addition to the many typical metals and plastics utilized in engineering, some precision engineers will have knowledge in engineering and machining from the following:-

. Titanium

. Inconel

. Hastelloy

. Waspaloy

. S17400

. 440C

. Nickel Iron (and other nickel alloys)

. Cobalt alloys

. Carbon / Graphite / Glass Reinforced Plastics

Encounter of these varieties of materials signifies a higher quantity of capability as they are challenging to perform with.

three. Expertise

Always examine case research to see what sort of work the manufacturing organization has carried out ahead of. Encounter of the following industries:- Aerospace, Defence, Automotive, Oil and Gas Industries, Medical and Nuclear, indicates a higher degree of interest to detail, very good quality production and adherence to schedules.

four. Accreditations

Within the manufacturing market you will find out a number of good quality standards that make the experts stand out. Constantly look for adherence to ISO 9001 production high quality requirements as a minimum. On best of that SC21 and accreditation from Rolls Royce is a pre-requisite for aeronautical engineering and documentation demands to conform to AS9102 standard.

Expertise of or accreditation to TS1694 standards are now needed for working in the automotive sector.

5. Capacity and Turnaround Instances

Capacity to meet volume specifications, flexibility, turn around instances, on time delivery and of course good quality functionality are all elements that require to be taken into consideration.

It is no great obtaining an engineering organization that cannot meet your requirements or schedules.

Every single of the above elements can be met by engineering organizations and ought to be evaluated prior to deciding upon the business that you decide to do organization with.

Coker Engineering Ltd are precision engineers primarily based in Somerset UK, supplying a correct single supply supplier precision engineering service.

Have a appear at their site http://www.cokerengineering.com for more details.

Related Precision Engineering Articles

Cool Precision Engineering Company photos

Cool Precision Engineering Company photos

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
precision engineering company
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 Precision Components Engineering pictures

Cool Precision Components Engineering pictures

A handful of nice precision components engineering pictures I located:

At perform in a shipyard joiners’ shop
precision parts engineering
Image by Tyne & Put on Archives & Museums
A scene from the Joiner’s shop of a Sunderland shipyard, probably that of Sir James Laing &amp Sons, January 1948, (TWAM ref. DS.JLT/5/four/two/5).

Sunderland has a remarkable history of innovation in shipbuilding and marine engineering. From the development of turret ships in the 1890s and the production of Doxford opposed piston engines following the Very first World War via to the designs for Liberty ships in the 1940s and SD14s in the 1960s. Sunderland has significantly to be proud of.

Tyne &amp Wear Archives cares for tens of thousands of photographs in its shipbuilding collections. Most of these concentrate on the ships – in distinct their construction, launch and sea trials. This set looks to redress the balance and to celebrate the operate of the guys and women who have played such a essential element in the region’s history. The images show the human side of this excellent story, with a lot of relating to the world famous shipbuilding and engineering firm William Doxford &amp Sons Ltd.

The Archives has created a brief weblog to accompany these photos.

(Copyright) We’re satisfied for you to share these digital photos inside the spirit of The Commons. Please cite ‘Tyne &amp Put on Archives &amp Museums’ when reusing. Specific restrictions on higher quality reproductions and industrial use of the original physical version apply although if you are unsure please email archives@twmuseums.org.uk

Not your usual SPARC
precision parts engineering
Image by nhr
Spotted at a new datacenter: an interesting, custom SPARC-primarily based computing program for really huge scientific workloads — this rack is component of a computer cluster that can solve a system of linear equations with far more than ten million variables.

Each SPARC CPU is a 8-core chip clocked at 2GHz, and every single core has 256 (!) double precision floating-point registers and 4 multiply-add units. That quantity of FP registers is adequate to compute a 8×8 matrix multiplication with no requiring any access to RAM beyond the initial loading and final storing of the FP data. Accesses to the &quotslow&quot L1, L2 caches and RAM are as a result minimized, allowing the CPU to crunch numbers at higher speed.
Operations on massive matrixes can be effectively divided e.g. into 8×8 block decompositions that match in the register file.

Every multiply-add unit can output on each clock cycle the result of an operation of the kind D&nbsp:=&nbspA&nbsp*&nbspB&nbsp+&nbspC exactly where A, B and C are double precision FP numbers.

The SPARC CPU’s maximum FP throughput is thus 2GHz * eight cores * four fused mutiply-adds = 128 GFLOPs/CPU. Each SPARC CPU has a memory bandwidth of 64GBytes/s.

A SPARC CPU, together with 16GB of RAM and an Interconnect Controller (ICC), form a unified &quotcompute node&quot.
The ICC combines, on a single VLSI, 4 5GBytes/s DMA interfaces and a crossbar switch / router with ten 5GBytes/s bidirectional links. These ten links connect to other compute nodes, forming a virtual 6D fused torus / mesh network structure.
Compute nodes can access the memory of other nodes making use of virtual addressing, as a remote DMA operation. The ICC of the destination node performs the needed virtual to physical address translation and the actual DMA. The ICC can also perform easy arithmetic operations on integers and FP data, enabling the parallel computation by the communication fabric itself of barrier operations, without obtaining to involve the SPARC CPU.
Four compute nodes are integrated on each system board, and each rack holds 24 hot swappable program boards.

The image shows the upper twelve technique boards in a rack. Also visible are the nine air-cooled, redundant power supply units, the six I/O controller units, as effectively as two blade-like, redundant rack supervisor controllers and a Fujitsu storage array containing the operating technique boot disks.

The six I/O controller units are water-cooled, and every single includes a single unified compute node. These I/O controllers connect the rack to other racks and to a high-speed clustered local storage program with a capacity of about 11 petabytes, and a international file system of about 30 PBytes. The operating system of the unified compute nodes is a custom fault-resilient multi-core Linux kernel the mass storage technique is primarily based on Lustre.

The peak FP functionality of each rack is 128 GFLOPs/compute node * (4 compute nodes / method board * 24 technique boards + 6 I/O controller compute nodes ) / rack = 128GFLOPs * (four*24+6) = 13056 GFLOPs, or 13.056 TeraFLOPs the total memory size per rack is 1632 Gigabytes.

Every single rack requires about 10KW of electrical energy, and the higher-speed 6D torus inter-node connection fabric has been developed to efficiently extend to hundreds of such racks. Beware that electricity bill…

In this information center, a cluster of 864 of these racks kind a huge parallel supercomputer, with 1400 Terabytes of RAM, and a theoretical peak FP overall performance of 13.056 TFLOPs * 864 = 11.280 PetaFLOPs — i.e. more than eleven million gigaFLOPs.
The powerful LINPACK performance is about 93% of that theoretical peak.

The major intended application area seems to be the life sciences, with an emphasis on molecular modelling ab initio — simulating complete molecules starting from the quantum behavior of elementary nucleons and electrons — to assist the design of new drugs, simulate biochemical processes like chemotherapy agent resistance of cancer cells at the molecular level, model neural processes and so on.

Climate modelling, atomic level simulation of novel nanomaterials and computational fluid dynamics applications are also in the input queue.

Nice Precision Engineering Companies photographs

Nice Precision Engineering Companies photographs

A few nice precision engineering companies images I found:

Band of Brothers: The La Fiere Bridge over the Merderet River
precision engineering companies
Image by Dog Company
This isn’t an Easy Company 506th site, but this set is dedicated to all of the paratroopers, and I think you’ll be interested in this.

In this picture, I’m standing on the La Fiere Bridge over the Merderet River, about 1-2 km west of Ste Mere Eglise. On D-Day, this field was flooded. The Germans had jammed the lock on a dam to flood a lot of fields that were potential airborne landing site.

One thing I learned about the consequence is visible in this picture. If you were a paratrooper and you landed in that field, you were in about three feet of water. If you landed in the river, you were in over your head. I read the account of one trooper who landed in the river and had to use his Mae West life preserver to surface. Then as he gasped for air, he had to cut himself out of his harness with his knife, then was able to drag himself to safety. Another account I read was about a trooper who landed in this field, and wind gusts blew him, face down (so he was drowning) across the field until he was able to turn over and get out of his chute.

The Germans were massed to the left of the river, and a small contingent of men from the 82nd Airborne and the 505th of the 101st formed a defense on the right side. They were there for one job: prevent the Germans from counterattacking with armor across the Merderet and hitting the paratroops from their left flank (Ste Mere Eglise would have been totally exposed if they didn’t hold this bridge. At first, they had rifles, carbines and a light mortar, and then they got more equipment. Here are some downloads I clipped from the internet to illustrate

La Fiere Bridge: D-Day June 6, 1944
Around 1:00 a.m. on June 6, 1944, Marcus Heim jumped out of a C-47 transport plane over Normandy, France. Heim was part of A Company, 505, their specific objective was to seize and hold the La Fiere Bridge over the Merderet River until reinforcements from the amphibious portion of the Allied invasion arrived.
"In all of the airborne operations of the ETO, the Merderet Bridgehead was the one attended by the greatest difficulty and hardships of the individual assemblies … these conditions so frequently brought forth the finest characteristics of the American soldier." – S L A Marshall

Enclosed are Marcus Heim’s recollections of June 6. That day, their small four-man team set up a roadblock next to the La Fiere Bridge and was responsible for repelling several powerful German counter attacks.

I landed about twenty-five feet from a road and before I could get my rifle assembled, I heard a motorcycle approaching. I remained still as I did not have time to assemble my rifle, and watched two German soldiers pass by. After they passed and I had my rifle together I found other paratroopers and our equipment bundle and set off for the bridge over the Merderet River. We were to hold the bridge until the soldiers who landed on the beach arrived later that day, but it was three days before they reached our position.
As you stand at the La Fiere Bridge looking in the direction of Ste Mere- Eglise, the Manor House is on the right and was the living quarters. There were several buildings, one a large barn, which was close to the Merderet River. The Germans had occupied the Manor House and were driven out by "A" Company, 505, after heavy fighting. As you pass the Manor House toward Ste Mere-Eglise, the road goes up hill and curves to the left. Across from the Manor House there was a pathway which was about four feet wide and now is a causeway was narrow and had brush and trees on each side, some hung over the causeway. The fields were completely flooded right up to the causeway. The town on Cauquigny was about 800 to 900 yards from the bridge, and it was in German hands. The causeway curved to the right about 60 or 65 yards from the bridge.

Map of The La Fiere Bridge Head. Heim’s position is near the bottomof the map (U.S. Army).
When we arrived at the bridge, men were placed down the pathway to the right and to the left of the Manor House and out buildings. The four bazooka men included: Lenold Peterson, and myself, John Bolderson and Gordon Pryne. Peterson and I took up positions on the Manor House side facing Cauquigny, below the driveway. There was a concrete telephone pole just in front of us and we dug in behind it. We knew that when the Germans started the attack with their tanks, we would have to get out of our foxhole and reveal our position to get a better view of the tanks. Bolderson and Pryne were on the right side of the road just below the pathway. I do not remember how many paratroopers were around us, all I saw was a machine gun set up in the Manor House yard. On the right side down the pathway a few riflemen took up positions.

There was a 57-millimeter cannon up the road in back of us along with another machine gun. We carried antitank mines and bazooka rockets from the landing area. These mines were placed across the causeway about 50 or 60 feet on the other side of the bridge. There was a broken down German truck by the Manor House, which we pushed and dragged across the bridge and placed it across the causeway. All that afternoon the Germans kept shelling our position, and the rumor was that the Germans were going to counter attack. Around 5:00 in the afternoon the Germans started the attack. Two tanks with infantry on each side and in the rear following them was a third tank with more infantry following it. As the lead tank started around the curve in the road the tank commander stood up in the turret to take a look and from our left the machine gun let loose a burst and killed the commander. At the same time the bazookas, 57 millimeter and everything else we had were firing at the Germans and they in turn were shooting at us with cannons, mortars, machine guns and rifle fire. Lenold Peterson and I (the loader), in the forward position got out of the foxhole and stood behind the telephone pole so we could get a better shot at the tanks. We had to hold our fire until the last minute because some of the tree branches along the causeway were blocking our view. The first tank was hit and started to turn sideways and at the same time was swinging the turret around and firing at us. We had just moved forward around the cement telephone pole when a German shell hit it and we hat to jump out of the way to avoid being hit as it was falling. I was hoping that Bolderson and Pryne were also firing at the tanks for with all that was happening in front of us there was not time to look around to see what others were doing. We kept firing at the first tank until it was put out of action and on fire. The second tank came up and pushed the first tank out of the way. We moved forward toward the second tank and fired at it as fast as I could load the rockets in the bazooka. We kept firing at the second tank and we hit it in the turret where it is connected to the body, also in the track and with another hit it also went up in flames. Peterson and I were almost out of rockets, and the third tank was still moving. Peterson asked me to go back across the road and see if Bolderson had any extra rockets. I ran across the road and with all the crossfire I still find it hard to believe I made it to the other side in one piece. When I got to the other side I found one dead soldier and Bolderson and Pryne were gone. Their bazooka was lying on the ground and it was damaged by what I thought were bullet holes. Not finding Bolderson or Pryne I presumed that either one or both were injured. I found the rockets they left and then had to return across the road to where I left Peterson. The Germans were still firing at us and I was lucky again, I return without being hit. Peterson and I put the new found rockets to use on the third tank. After that one was put out of action the Germans pulled back to Cauquigy and continued shelling us for the rest of the night. They also tried two other counter attacks on our position, which also failed.

During the battles, one does not have time to look around to see how others are doing. We were told that when we took up our position by the bridge that we have to hold it at all cost until the men from the beach arrived, for if the Germans broke through they would have a good chance of going all the way to the beach. Our job was to be in the forward position by the La Fiere Bridge with our bazooka to stop any German tanks from advancing over the bridge and onto Ste Mere-Eglise and the beaches. This we accomplished all the while the Germans were continuously firing everything they had at us. After I went across the road and found more rockets for the bazooka and returned, the third tank was put out of action and the Germans retreated. When the Germans pulled back, we looked around did not see anyone, we than moved back to our foxhole. Looking back up the road toward Ste Mere-Eglise, we saw that the 57-millimeter cannon and the machine gun were destroyed. Looking down the pathway across from the Manor House we could not see any of our men. We were thinking that we were all alone and that maybe we should move from here, then someone came and told us to hold our position and he would find more men to place around us for the Germans may try again to breach our lines. We found out later, of the few that were holding the bridge at this time, most were either killed or wounded. Why we were not injured or killed only the good Lord knows.

Marcus Heim recieves the DSC from General Omar Bradley.
For holding their position and repelling the Germans on June 6, 1944, Heim, Peterson, Bolderson and Pryne were each awarded the Distinguished Service Cross.

The following letter is from John "Red Dog" Dolan, Company Commander of A Company 505 PIR, to General James Gavin. Wriiten in 1959, at the urging of Robert Murphy, the letter provides a very detailed account of A Company’s legendary actions at La Fiere Bridge. General Gavin’s transmittal letter to famed author Cornelius Ryan is also enclosed.
JOHN J. DOLAN
ATTORNEY AT LAW
BOX 1272, 141 MILK STREET
BOSTON 4, MASS.

March 15, 1959

Lt. General James N. Gavin
c/o Arthur D. Little, Inc.
30 Memorial Drive
Cambridge, Mass.

Dear General Gavin:

Thank you for your letter of March 10, 1959. It had always been my intention of answering the questionnaire of Cornelius Ryan; but realizing that it would take considerable time to give a detailed and accurate account, I kept putting it aside and then completely forgot about it until Bob Murphy spoke to me about it a few days before receipt of your letter.

I shall try to cover as much detail without making this letter too voluminous, leaving it to your judgment and discretion to delete any portion that you deem unfavorable to the outfit. You may recall that I was in command of Company "A", 505 Parachute Infantry, with the rank of First Lieutenant. The specific mission of the Company "A" was to seize and defend the bridge crossing the Merderet River on the road that ran East to West from Ste. Mere Eglise, with the purpose of preventing the movement of German troops down to the beach-head.

I don’t recall exactly what time the first Battalion jumped but it was between 1:00 and 2:00 a.m. on D-Day. We hit our drop zone right on the nose, because within twenty minutes to one-half hour, I knew our exact location. I was able to identify a "T" intersection, dirt roads 8 to 10 feet wide, near our drop zone. The upper arm of which ran generally east to west, the vertical arm running north to south, to meet the road running from Ste. Mere Eglise to our objective, the bridge at the Merderet River.

We had the usual problems of re-organization in the dark; however, about an hour before dawn, Company "A" moved out from the drop zone with about ninety (90) per cent of the men accounted for. (This was not due to luck alone, but to the cooperation of Officers, Non-Coms, and last but not least, training. Men who have to fight in the night should be trained in nighttime fighting, not just taken on a night march and digging foxholes.) We moved along this dirt road which I previously referred to as being the North-South arm of the "T" intersection, and just around here, I ran into Major McGinity. He moved out with us.

The order of march was first, Co. Headquarters, third and second platoons in that order. When we reached the road running East-West from Ste. Mere Eglise, a German motorcycle passed us going toward Ste. Mere Eglise. At this time, it was still dark, but daylight was starting to break. We crossed the road and started west toward the bridge,with a hedge row to our right between us and the road. Just about this time, contact was lost with the first platoon, so the third platoon took the lead.

About seven to eight hundred yards from the bridge, we came upon a dirt road running southeasterly from the road to the bridge. Hedgerows were on either side of this road; and beyond it in the direction of the bridge, was an open, flat field, about 100 yards deep and about 75 yards wide. It was here that I figured the Germans would defend if they intended a defense of the bridge.

I directed Lt. Donald Coxon to send his scouts out. This he did, and he also went out with them. He had plenty of personal courage but he didn’t have the heart to order them out without going with them.

A few moments later, a German machine gun opened up, killing Lt. Coxon and one of his scouts, Fergueson. Their fire was returned; and, with Major McGinity and myself leading, a few men holding and returning frontal fire, the platoon flanked to the left. At the same time, I directed Lt. Presnell to re-cross the road and attack along the northern side down to the bridge. This was done, and the second platoon didn’t meet with any fire until they arrived at the bridge.

The third platoon continued its flanking move and cut back in toward the road to the bridge. Because of the fire, we calculated that there was just one machine gun crew that was in our way. It later turned out that there must have been at least a squad dug in at this point, with at least two of them armed with machine pistols. Prisoners captured later, in addition to the German dead, amounted to about the size of one of our platoons. There were no German officers captured. I don’t know whether or not any of their enlisted men escaped.

To continue, we cut back toward the road, travelling in a Northerly direction. Major McGinity was leading and I was about three’ or four paces behind, and slightly to the right. There was a high, thick hedgerow to our left, and it was in here that I figured the machine gun was located.

When we had traveled about two-thirds of the way up the hedgerow, they opened up on us with rifle, and at least two machine pistols. I returned the fire with my Thompson Sub-Machine Gun at a point where I could see leaves in the hedgerow fluttering. Major McGinity was killed instantly. As luck would have it, there was a German foxhole to my left which I jumped into and from where I continued to fire I could only guess where to shoot, but I had to as part of the Third platoon was exposed to their fire. Lt. McLaughlin, the assistant platoon leader was wounded and died later that day. His radio operator was also killed the platoon by now was under fire from two directions, from the point where I was pinned down, and also from the direction of the bridge.

I can’t estimate how long we were pinned down in this fashion, but it was at least an hour. I made several attempts to move, but drew their fire. On my last attempt, I drew no fire. They obviously had pulled out. During all of this time, I could hear rifle and machine gunfire down by the bridge on the north side. This ceased about this time I returned to the rest of the third platoon, instructed the Non-Coms to re-organize and to maintain their present position. I then crossed the road and located the first platoon commanded by Lt. Oakley on the north side. They were moving toward the bridge, so I instructed them to continue and dig in on the right side. I went down to the bridge and found that we had received an assist from some of the 508 Prcht. Infantry about this time, I ran into Col. Eckman, and sent for my third platoon to dig in on the left or south side of the bridge. The first was already digging in on the north side.

I thought that all of the Germans had retreated; but unknown to us, there were about ten or twelve Germans holed up on the second floor of a stucco-type farmhouse. At the time they started firing. Col. Eckman and I were casually looking the situation over. It lasted about twenty minutes with about ten or twelve Germans surrendering. About a squad of men from the 508 made the actual capture.

We dug in, the disposition of my Company as follows: First platoon on the north side of the road, the third on the south and the second in reserve, about 4OO yards back, so that it could also protect the rear.

Major Kellam arrived at the bridge with Capt. Roysden, his S-3. He had most of his C.P. unit with him. I don’t know whether or not a Battalion C.P. had ever been set up as planned, at least, I don’t recall having had any communication with it. Down at the bridge now was most of Company "A", about one platoon or Company "B", a platoon of the Division Engineers (mission to blow the bridge if necessary), about half of Battalion Headquarters Company with mortars awl machine gun sections and several stray men from other regiments. The Company dug in well and quickly. I had just completed my inspection of the forward positions when we knew that an attack was coming. You will recall that in front of our position, west of the Merderet River, was a marsh at least 1000 yards wide at its narrowest point. The road running west from the bridge could better be described as a causeway.

As I recall, the mission of the 508 was to occupy a position beyond this causeway. In addition to the men who assisted us in capturing the bridge at least a company of the 508 passed through our position and moved over the causeway to their objective. They were gone at least an hour when we saw several of them retreating back across the marsh. I remember that we helped several of them out of the river, which was quite shallow.

The machine gun fire from the Germans was very heavy by now. We didn’t return their fire as there were no visible targets and our ammunition supply was limited. They attacked with three tanks, which I was unable to identify for sure; but they appeared to be similar to the German Mark IV type, or maybe a little lighter. The tanks were firing on us with machine guns and cannon.

Just about a half-hour before this attack, a 57MM A. T. gun was assigned to Company "A". I located this gun about 150 yards from the bridge on the road where it curves to the right as you approach the bridge. Incidentally, this was my C.P. and later the Battalion C.P. This gave the gun excellent cover and a good field of fire.

On the bridge I had three bazooka teams. Two of them were from Company "A" and the third was either from "B" or "C" Company. The two Company "A" bazookas were dug in to the left and right of the bridge. Because of the fact that the road itself was the causeway type, they were as of necessity dug in below the level of the road, so that in order to fire, they had to get out of their foxholes. The third bazooka was over more to the south where better cover was available.

To continue, I had just completed my inspection of our defenses and was 40 to 50 yards from the bridge. Major Kellam and Captain Royaden were nearby. The first two tanks were within 15 Qr 20 yards of each other, the third was back about 50 yards. When the lead tank was about 40 or 50 yards away from the bridge, the two Company "A" bazooka teams got up just like clock work to the edge of the road. They were under the heaviest small arms fire from the other side of the causeway, and from the cannon and machine gun fire from the tanks. To this day, I’ll never be able to explain why all four of them were not killed. They fired and reloaded with the precision of well-oiled machinery. Watching them made it hard to believe that this was nothing but a routine drill. I don’t think that either crew wasted a shot. The first tank received several direct hits. The treads were knocked off, and within a matter of minutes it was on fire. Then they went to work on the second tank, and within about 30 seconds, it was on fire. They fired every rocket that they had and then jumped into their foxholes. The 57mm during this time was firing and eventually knocked out the last tank. The gun crew did an excellent job.

My two bazooka crews called for more ammunition. Major Kellam ran up toward the bridge with a bag of rockets followed by Captain Roysden. When they were within 15 or 20 yards of the bridge, the Germans opened up with mortar fire on the bridge. Major Kellam was killed and Captain Roysden was rendered unconscious from the concussion. He died later that day. Both of the bazookas were destroyed by the mortar fire. Lt. Weir (Reg. Hq. Co.) and I carried Captain Roysden back. I then took over command of the battalion, being the senior officer present.

Company "B" was put into reserve in the perimeter of Company "A", so that we had almost a 560 degree perimeter defense. The rest of the day we were under heavy mortar and machine gun fire. The mortar fire was very effective as against the two forward platoons because of tree bursts. It took very little imagination on the part of the Krauts to figure out just where we would be dug in. As I recall, there was less than a seventy-five yard frontage on either side of the bridge from where we could effectively defend, so they could throw their mortar fin in our general direction with good results. During the night, the fire let up, but they started early the next morning and kept it up. My third platoon took the worst beating, as they were in a heavier wooded area, (tree bursts).

The second tank attack came on the afternoon of the second day. I was over on the north side of the bridge with the first platoon. For about an hour before the attack, they increased their mortar fire to the extent that the third platoon was just about knocked out, but not quite. I was not aware of this at the time. In addition to already heavy casualties, Sgt. Monahan, the platoon Sgt. was fatally wounded.

I learned second hand that some other troops had retreated through the third platoon’s position, and then through my C.P. Rumors were around that we were going to give up the bridge. As a result of this, the 57MM A.T. crew took off. I didn’t have an Executive Officer at the time. Earlier that day, he (Tom Furey) was put in command of "C" Company. My First Sergeant was a jump casualty, so my Company Headquarters at the time was non-existent except for runners and radio operators. I can’t recall why, but our radios were not working. The only way that we could communicate was through runners.

The first platoon was under heavy fire also. The platoon leader, Lt. Oakley, who had been doing an excellent job, was fatally wounded, and Sgt. Ricci was leaving the junior squad leader, Sgt. Owens, in command. You will recall that we have had some communication about Sgt. Owens in the past as to his personal courage and the way he commanded the platoon at this most critical time. I recommended Sgt. Owens and my tour bazooka men for the D.S.C. The bazooka men were awarded the D.S.C., but Sgt. Owens was not. This is a story in itself.

The second attack was with two tanks and infantry. I was unable to estimate the size. The tanks stayed out of effective bazooka range. (We had one bazooka left.) Not hearing any fire from the 57MM, I went over to it and found it unmanned. I tried to fire it, but the crew had taken the firing mechanism. I organized five or six men behind the hedge on the southerly side of the road with Gammon grenades, and just about this time, two of the gun crew returned with the firing mechanism. They knocked out the two tanks. They were two youngsters not more than 17 or 18 years old, who returned on their own initiative. I recommended them for Silver Stars.

The rest of our stay at the bridge was uneventful, except for the continued mortar fire, and at the end, artillery fire which damaged the 57MM. Lt. Col. Mark Alexander took over command of the battalion later that day and continued to command it for most of the operation. Without exception, he was the finest battalion commander I ever served under. My second son, Mark Alexander Dolan, was named after him.

In conclusion, we held the bridge until relieved. In Co. "A" alone, in those days (three in all), we had seventeen known dead and about three times that number wounded. The rest of the battalion also had heavy casualties.

I have tried to give you an accurate picture of what happened however, after fifteen years, the foregoing may contain some minor inaccuracies I will be glad to give Mr. Ryan any additional information he may require. You may assure him that I will be happy to cooperate with him in every detail.

Very truly yours,

JJD:eg

P.S. Since writing this Letter, I have read the account by David Howarth in the Saturday Evening Post, and I agree with you that it contains many inaccuracies. You will probably note that some of the events related tie in with what I have told you in this letter.

The most glaring inaccuracy is about the bridge being lost. For the record, this bridge was held by Company "A" from the time of its capture on "D" Day, until we were relieved.

The battle around La Fière Bridge
When the main Airborne force landed around midnight Robert Murphey’s job as a pathfinder was done. He had marked the way for the others and now he stayed behind on the dropzone and helped gathering the supply-bundles that had landed with the paratroopers. At first light, which must have been around eight or eight-thirty Murphey’s platoonleader 1st Lt. Lightchester (commander of the 1st Pathfinder Bn.) told him to go look for Lt. John J (Red Dog) Dolan. Lt. Dolan was the commander of A Co. at that time. This company’s goal was to take and hold the La Fière Bridge.

The La Fiere bridge is located just west of Ste. Mere d’Eglise, the primary target of the 82nd Airborne Division. The bridge runs across the small river the Merderet. Holding the bridge ment holding the western entrance of ste. Mere d’Eglise.

This city was so important because it was the crossing of the road from Carentan to Cherbourg and the road running from the west side of the peninsula to the beach that was code-named Utah Beach. If the Germans wanted to launch a full scale counterattack on the men coming in on the beaches from the sea, then they certainly had to bypass ste. Mere d’Eglise at La Fière Bridge. A large German counterattack in the first hours of the invasion could endanger the whole operation.

When Murphey arrived at the bridge, a defense-line had already been established. The paratroopers had pulled a German truck onto the bridge, to prevent any vehicles from passing. Anti-tank mines were laid in front of the truck to add to the roadblock.

The Germans had flooded the grasslands, prior to the invasion and the road alone was the sticking out above the water, because it was on a dike. Parachutes and supply-bundles could be see floating in the water and it was obvious that paratroopers had drowned in these fields on landing. The paratroopers had no choice then to dig in on the sides of the road, and even their they could dig very deep without getting water in their foxholes.

The artillery support that the defenders had was only one 57mm canon that had been flown in by glider. Murphey was not the only soldier joining the men from A Co. at that time. A group of soldiers from the 508th had been trapped in Coccagny during the night and had now gotten away and pulled back across the bridge.

Just as the men from the 508th had crossed the bridge, German 88th’ s were zeroing in on the bridge. These shells were particularly feared by the Americans because you couldn’t hear them coming in. Mortar shells and rockets also started to land within the American defense-line.

Three German tanks advanced towards the bridge as soon as the shelling had stopped. It were French Renault tanks which the Germans had captured during their drive into France in 1940. Although not very modern they still posed a serious threat for the weakly armed Airborne soldiers. The infantry followed the tanks in their advance, using the tanks as cover.

Two American bazooka-teams jumped up as soon as the tanks got within range. Each team had two men, one aimer and one loader. John D Boldison and Gordon Poya made the first team and Leonard Peterson, a Swedish airborne soldier that barely spoke English and Marcus Huyme made the second team. The aimers had to stand-up in their foxholes when they fired their bazooka’s. This ment that they had to expose themselves to all enemy fire. The didn’t pay attention to the German fire and placed several hits on the first two tanks, disabling both. The third tank also received some damage, but it managed to pull back.

A German officer climbed out of the first tank, in an attempt to run off to safety. There was not much feeling of compassion with the Germans among the Airborne soldiers and several men opened fire on the officer as soon as he had lifted himself from on the turret. The officer was killed at the spot.

The Infantry also remained at a distance once they had lost the support of their tanks. The battle was still far from being over. More critical hours were still ahead of A Co. of the 505th Parachute Infantry Regiment. Relief came in the night of June 8th. The 325th Glider Infantry Regiment of the same 82nd Airborne division took the positions at the bridge over from A Co. By that time more canons had been brought in for the paratroopers. For Robert Murphey the relief ment the end of his activities in Normandy. He had been hit by shrapnel in his back as a result from the continuous German shelling. He was taken back to England where he spend several weeks in a hospital.

© normandy44

To all fans, my book, "From Toccoa to the Eagle’s Nest: Discoveries in the Boosteps of the Band of Brothers" is now available on Amazon, Booksurge and Alibris Thanks Dalton

Image from page 87 of “Transactions of the Society of Motion Picture Engineers (1921)” (1921)
precision engineering companies
Image by Internet Archive Book Images
Identifier: transactionsofso12soci_0
Title: Transactions of the Society of Motion Picture Engineers (1921)
Year: 1921 (1920s)
Authors: Society of Motion Picture Engineers
Subjects: motion pictures
Publisher: Society of Motion Picture Engineers
Contributing Library: Library of Congress, MBRS, Moving Image Section
Digitizing Sponsor: Library of Congress, Motion Picture, Broadcasting and Recorded Sound Division

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

Click here to view book online to see this illustration in context in a browseable online version of this book.

Text Appearing Before Image:
of f3.5 and is set in an accurate focusing mount. The new model of the professional Debrie Camera appears out-wardly much the same as formerly, but is now equipped with auto-matic shutter dissolve and a number of minor refinements in con-struction and design. The French Pathe Camera remains practically the same asbefore the war but the American Pathe which is the name frequentlyapplied to the Wilart Camera, has forged ahead so consistenly thatthe old simile no longer applies. Even the old familiar form of the studio model with overheadexterior magazines will soon become a thing of the past for the newmodel of the Wilart Camera which will appear shortly has lines dis-tinctively its own and the magazines will be placed inside the camera so that it can be taken from its case threaded ready for operation. Some of the advantages of the present Wilart model over thePathe are as follows: all metal construction, automatic shutter dis-solve, all metal film race, automatic opening light traps,

Text Appearing After Image:
Side elevation of Wilart Camera. view finder, improved focusing mechanism, ball bearings, Veedercounter, interior masks, etc. The Wilart Instrument Company is about to put on the marketa small motion picture camera using half width film for home usewhich they expect will have many commercial applications as well.This camera, called the Arcograph, looks like a miniature model ofthe Bell & Howell and is made with the same care and precision asa professional camera. The pictures made by this little instrumentare one-quarter the standard size and the projector of portable typewith a reel of film ready threaded is about the size of a lunch boxor a bag for a mans bathing suit. The Universal Camera sold by Burke & James now has anautomatic shutter dissolve built into the camera and a turret attach-ment for carrying extra lenses is now available. The American Motion Picture Machine Company of LongIsland City have recently brought out a turret for four lenses whichthey attach to the Pa

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

Good Precision Engineering Services images

Good Precision Engineering Services images

Some cool precision engineering solutions pictures:

Steven F. Udvar-Hazy Center: south hangar panorama, including Grumman F6F-three Hellcat, North American P-51C “Excalibur III”, Grumman G-22 “Gulfhawk II”, Boeing 367-80 (707) Jet Transport among other folks
precision engineering services
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Grumman F6F-three Hellcat:

The Grumman F6F Hellcat was originally conceived as an advanced version of the U.S. Navy’s then current front-line fighter, the F4F Wildcat (see NASM collection). The Wildcat’s intended replacement, the Vought F4U Corsair (see NASM collection), 1st flown in 1940, was showing excellent guarantee, but improvement was slowed by issues, including the crash of the prototype.

The National Air and Space Museum’s F6F-3 Hellcat, BuNo. 41834, was constructed at Grumman’s Bethpage, New York, factory in February 1944 below contract NOA-(S)846. It was delivered to the Navy on February 7, and arrived in San Diego, California, on the 18th. It was assigned to Fighter Squadron 15 (VF-15) on USS Hornet (CV12) bound for Hawaii. On arrival, it was assigned to VF-3 where it sustained harm in a wheels-up landing at NAS Barbers Point, Hawaii. Soon after repair, it was assigned to VF-83 where it was utilized in a training part till February 21, 1945. Following numerous transfers 41834 was converted to an F6F-3K target drone with the installation of sophisticated radio-manage equipment. It was painted red with a pink tail that carried the number 14. Its mission was to be utilised in Operation Crossroads – the atomic bomb tests at Bikini Atoll. It flew on June 24, 1946, with a pilot, on a practice flight and was launched, unmanned, quickly after the 1st bomb test. Instrumentation on board and photographic plates taped to the control stick obtained data on radioactivity. 3 much more manned flights preceded the final unmanned flight on July 25, 1946, which evaluated the very first underwater explosion. Records indicate that exposure of this aircraft to the radioactive cloud was minimal and residual radiation is negligible.

F6F-3K 41834 was transferred to NAS Norfolk and logged its last flight on March 25, 1947, with a total of 430.2 flying hours. It was assigned to the National Air Museum on November three, 1948, and remained at Norfolk until October 4, 1960, when it was moved by barge to Washington and placed in storage. In 1976 this Hellcat was loaned to the USS Yorktown Museum at Charleston, South Carolina. A superficial restoration was performed at the museum, but due to the fact of the harsh atmosphere and its poor condition the Hellcat was returned to NASM on March 16, 1982. In 1983, it was sent to Grumman Aerospace exactly where a group of volunteers totally restored the aircraft. In 1985, it was shipped back to the Paul E. Garber Preservation, Restoration and Storage Facility in Suitland, Maryland, and place in storage. NASM’s F6F-three Hellcat is scheduled to be displayed in the new Steven F. Udvar-Hazy center at Dulles International Airport in Virginia in 2004.

Transferred from the United States Navy.

Manufacturer:
Grumman Aircraft Engineering Corporation

Date:
1943

Country of Origin:
United States of America

Dimensions:
Overall: 338 x 1021cm, 4092kg, 1304cm (11ft 1 1/16in. x 33ft five 15/16in., 9021.2lb., 42ft 9 three/8in.)

Physical Description:
Heavy armor plate, reinforced empennage, R-2800-10W engine, spring tabs on the ailerons (enhanced maneuverability), could carry rockets as properly as bombs.

• • • • •

Quoting Smithsonian National Air and Space Museum | North American P-51C, &quotExcalibur III&quot:

On May 29, 1951, Capt. Charles F. Blair flew Excalibur III from Norway across the North Pole to Alaska in a record-setting 10½ hours. Employing a technique of meticulously plotted &quotsun lines&quot he developed, Blair was in a position to navigate with precision where conventional magnetic compasses often failed. Four months earlier, he had flown Excalibur III from New York to London in significantly less than 8 hours, breaking the existing mark by more than an hour.

Excalibur III 1st belonged to famed aviator A. Paul Mantz, who added extra fuel tanks for lengthy-distance racing to this standard P-51C fighter. With it Mantz won the 1946 and 1947 Bendix air race and set a transcontinental speed record in 1947 when the airplane was named Blaze of Noon. Blair bought it from Mantz in 1949 and renamed it Excalibur III, after the Sikorsky VS-44 flying boat he flew for American Export Airlines.

Present of Pan American Planet Airways

Manufacturer:
North American Aircraft Firm

Date:
1944

Country of Origin:
United States of America

Dimensions:
Wingspan: 11.three m (37 ft)
Length: 9.eight m (32 ft three in)
Height: three.9 m (12 ft 10 in)
Weight, empty: four,445 kg (9,800 lb)
Weight, gross: 5,052 kg (11,800 lb)
Best speed: 700 km/h (435 mph)

Materials:
Overall: Aluminum

Physical Description:
Single seat, single engine, low wing monoplane, Planet War II fighter modified for racing.

• • • • •

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

One particular of the most fascinating 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 division, Williams flew in military and civilian air shows around the country, performing precision aerobatics and dive-bombing maneuvers to market military aviation during the interwar years.

The sturdy civilian biplane, with its strong aluminum monocoque fuselage and Wright Cyclone engine, nearly matched the Grumman F3F standard 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 final 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)
Prime speed: 467 km/h (290 mph)
Engine: Wright Cyclone R-1820-G1, 1,000 hp

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

Physical Description:
NR1050. Aerobatic biplane flown by Key Alford &quotAl&quot Williams as demonstration aircraft for Gulf Oil Business. Similar 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 4 revolutionary new engines initial took to the sky above Seattle. Built by the Boeing Aircraft Company, the 367-80, far better recognized as the Dash 80, would come to revolutionize commercial air transportation when its created version entered service as the well-known Boeing 707, America’s initial jet airliner.

In the early 1950s, Boeing had begun to study the possibility of generating a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers entering service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested million of its personal capital to create a prototype jet transport in a daring gamble that the airlines and the Air Force would buy it after the aircraft had flown and confirmed itself. As Boeing had accomplished with the B-17, it risked the business on one particular roll of the dice and won.

Boeing engineers had initially primarily based the jet transport on studies of improved designs of the Model 367, much better recognized 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 safety reasons, Boeing decided to let the jet project be identified as the 367-80.

Function proceeded rapidly following the formal commence of the project on May 20, 1952. The 367-80 mated a large cabin primarily 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 nicely as a sophisticated flap and spoiler method. Four Pratt &amp Whitney JT3 turbojet engines, every single creating 10,000 pounds of thrust, had been mounted on struts beneath the wings.

Upon the Dash 80’s 1st flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Firm) Boeing clearly had a winner. Flying 100 miles per hour quicker than the de Havilland Comet and substantially larger, the new Boeing had a maximum range of much more than three,500 miles. As hoped, the Air Force bought 29 examples of the design and style as a tanker/transport right after they convinced Boeing to widen the style by 12 inches. Satisfied, the Air Force designated it the KC-135A. A total of 732 KC-135s have been constructed.

Speedily Boeing turned its interest to selling the airline business on this new jet transport. Clearly the sector was impressed with the capabilities of the prototype 707 but never far 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 event, Boeing had gathered numerous airline representatives to appreciate the competitors and witness a fly past 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 more than the lake in full view of thousands of astonished spectators. Johnston vividly displayed the superior strength and overall performance of this new jet, readily convincing the airline business to get this new airliner.

In searching for a market place, Boeing discovered a prepared buyer in Pan American Airway’s president Juan Trippe. Trippe had been spending considerably of his time browsing for a suitable jet airliner to allow his pioneering business to keep its leadership in international air travel. Functioning with Boeing, Trippe overcame Boeing’s resistance to widening the Dash-80 style, now identified as the 707, to seat six passengers in every single seat row rather than five. Trippe did so by placing an order with Boeing for 20 707s but also ordering 25 of Douglas’s competing DC-8, which had yet to fly but could accommodate six-abreast seating. At Pan Am’s insistence, the 707 was created 4 inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage created for the 707 became the regular design and style for all of Boeing’s subsequent narrow-body airliners.

Even though the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-eight had been larger, faster, had greater variety, and had been much more profitable 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 using a 707-120 borrowed from Pan Am. American Airlines flew the 1st domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the 1st frequently-scheduled transcontinental jet service in 1959. Subsequent nonstop flights between New York and San Francisco took only 5 hours – 3 hours significantly 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 nearly 40 % faster and virtually 25 % cheaper than flying by piston-engine airliners. The consequent surge of traffic demand was substantial.

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

Obtaining launched the Boeing Organization into the industrial jet age, the Dash 80 soldiered on as a very effective experimental aircraft. Till its retirement in 1972, the Dash 80 tested numerous sophisticated systems, a lot of of which had been incorporated into later generations of jet transports. At one particular point, the Dash 80 carried 3 different engine sorts in its four 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 distinct airfoil shapes. Many flap configurations were also fitted including a highly sophisticated method of &quotblown&quot flaps which redirected engine exhaust over the flaps to improve lift at low speeds. Fin height and horizontal stabilizer width was later elevated and at one point, a specific several wheel low pressure landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.

After a long and distinguished profession, 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 Organization

Manufacturer:
Boeing Aircraft Co.

Date:
1954

Nation of Origin:
United States of America

Dimensions:
Height 19′ 2&quot: Length 73′ 10&quot: Wing Span 129′ eight&quot: Weight 33,279 lbs.

Physical Description:
Prototype Boeing 707 yellow and brown.