Some cool precision components engineering pictures:
Image from web page 196 of “Railway mechanical engineer” (1916)
Image by Web Archive Book Pictures
Title: Railway mechanical engineer
Year: 1916 (1910s)
Subjects: Railroad engineering Engineering Railroads Railroad automobiles
Publisher: New York, N.Y. : Simmons-Boardman Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation
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Text Appearing Before Image:
be speedily applied to anymachine tool in the shop. Several machine shop tools arenot equipped with a pan and pump, due to the fact they are usedmostly for functioning on grey iron, but sometimes the ma-chine might be used on malleable iron or steel, in which casea coolant is important for the greatest benefits. In such instances, theportable unit illustrated can be utilized to great advantage.It may also be used on machines currently provided with acoolant program, which for some cause or other is out oforder. In this emergency the transportable method shown can be instantly brought into location and production will notbe interrupted. The Fulllo pump illustrated is a total, self-containedsystem, requiring practically nothing but attaching the motor cord tothe lump socket. The total height from the floor is only14 in., which pennits its being rolled below any ordinarylathe, as shown in the illustration. Provision is produced forattaching further splash boards when essential. Thepump and motor are totally covered, as a result affording
Text Appearing Right after Image:
Fulflo Portable Lubricating Unit Utilized with Turret Lathe ample protection from each liquids and dust. The outfitcan be utilized on grinding machines as w-ell as on lathes,milling machines, drill presses, gear cutters, and so forth. Thereis only one particular moving part in the pump namely, the impeller,which has no metal contact, and for that reason cannot wear outquickly. It is packed with metallic packing which willnot reduce the shaft. The bearings are nicely lubricated, andsince the shaft is hardened and ground, extended, continuedservice may be anticipated. MULTI GRADUATED PRECISION GRINDER It has Ijeen tough in the past to machine screw threadsurfaces with the same accuracy obtained in machiningcylindrical, flat or spherical surfaces. On account of thisfact, it has been difficult to make master thread gages and themachine illustrated was created for this goal by thePrecision & Thread Grinder Manufacturing Company, Phil-adelphia, Pa. It can be employed in conjunction with anymachine tool and is adaptable to a selection
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Steven F. Udvar-Hazy Center: North American P-51C, “Excalibur III”, with tails of Concorde & Boeing 707 in background
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | North American P-51C, "Excalibur III":
On Could 29, 1951, Capt. Charles F. Blair flew Excalibur III from Norway across the North Pole to Alaska in a record-setting 10½ hours. Making use of a method of meticulously plotted "sun lines" he created, Blair was in a position to navigate with precision exactly where conventional magnetic compasses usually failed. 4 months earlier, he had flown Excalibur III from New York to London in significantly less than eight hours, breaking the existing mark by over an hour.
Excalibur III very first belonged to famed aviator A. Paul Mantz, who added added fuel tanks for long-distance racing to this normal 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, following the Sikorsky VS-44 flying boat he flew for American Export Airlines.
Present of Pan American Planet Airways
North American Aircraft Firm
Nation of Origin:
United States of America
Wingspan: 11.three m (37 ft)
Length: 9.eight m (32 ft three in)
Height: three.9 m (12 ft ten in)
Weight, empty: 4,445 kg (9,800 lb)
Weight, gross: 5,052 kg (11,800 lb)
Leading speed: 700 km/h (435 mph)
Single seat, single engine, low wing monoplane, Planet War II fighter modified for racing.
• • • • •
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 1st took to the sky above Seattle. Built by the Boeing Aircraft Company, the 367-80, greater recognized as the Dash 80, would come to revolutionize industrial air transportation when its created version entered service as the renowned Boeing 707, America’s 1st 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 entering service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested million of its personal capital to build a prototype jet transport in a daring gamble that the airlines and the Air Force would buy it after the aircraft had flown and verified itself. As Boeing had accomplished with the B-17, it risked the company on 1 roll of the dice and won.
Boeing engineers had initially primarily based the jet transport on research of improved designs 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 reasons, Boeing decided to let the jet project be identified as the 367-80.
Operate proceeded swiftly right after the formal start off of the project on May possibly 20, 1952. The 367-80 mated a huge cabin primarily based on the dimensions of the C-97 with the 35-degree swept-wing design primarily based on the wings of the B-47 and B-52 but considerably stiffer and incorporating a pronounced dihedral. The wings had been mounted low on the fuselage and incorporated higher-speed and low-speed ailerons as effectively as a sophisticated flap and spoiler technique. 4 Pratt & Whitney JT3 turbojet engines, every producing 10,000 pounds of thrust, have been mounted on struts beneath the wings.
Upon the Dash 80’s initial 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 considerably 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 design as a tanker/transport after they convinced Boeing to widen the design by 12 inches. Satisfied, the Air Force designated it the KC-135A. A total of 732 KC-135s were constructed.
Quickly Boeing turned its attention to promoting the airline industry on this new jet transport. Clearly the sector was impressed with the capabilities of the prototype 707 but never ever far more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. In the course of the festivities surrounding this occasion, Boeing had gathered a lot of 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 "Tex" Johnston barrel-rolled the Dash 80 over 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 sector to get this new airliner.
In searching for a market, Boeing discovered a prepared consumer in Pan American Airway’s president Juan Trippe. Trippe had been spending a lot of his time looking for a appropriate jet airliner to allow his pioneering business to sustain 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 every single seat row rather than 5. Trippe did so by placing an order with Boeing for 20 707s but also ordering 25 of Douglas’s competing DC-8, which had but to fly but could accommodate six-abreast seating. At Pan Am’s insistence, the 707 was produced four 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 style for all of Boeing’s subsequent narrow-body airliners.
Though 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, more quickly, had higher range, and had been far 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 using a 707-120 borrowed from Pan Am. American Airlines flew the initial domestic 707 jet service with its personal aircraft in January 1959. American set a new speed mark when it opened the first often-scheduled transcontinental jet service in 1959. Subsequent nonstop flights amongst New York and San Francisco took only 5 hours – three hours much less than by the piston-engine DC-7. The a single-way fare, such as a surcharge for jet service, was five.50, or 1 round trip. The flight was nearly 40 percent more rapidly and virtually 25 percent more affordable than flying by piston-engine airliners. The consequent surge of targeted traffic demand was substantial.
The 707 was originally designed for transcontinental or a single-cease transatlantic variety. But modified with further fuel tanks and more efficient turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with full payload below any situations. Boeing constructed 855 707s, of which 725 were bought by airlines worldwide.
Having launched the Boeing Company into the commercial jet age, the Dash 80 soldiered on as a highly effective experimental aircraft. Till its retirement in 1972, the Dash 80 tested numerous advanced systems, many of which have been incorporated into later generations of jet transports. At one point, the Dash 80 carried three distinct engine kinds 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 diverse airfoil shapes. Many flap configurations were also fitted which includes a highly sophisticated method of "blown" flaps which redirected engine exhaust over the flaps to increase lift at low speeds. Fin height and horizontal stabilizer width was later improved and at one particular point, a special a number of wheel low stress landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.
After a extended and distinguished profession, the Boeing 367-80 was finally 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.
Present of the Boeing Company
Boeing Aircraft Co.
Nation of Origin:
United States of America
Height 19′ 2": Length 73′ ten": Wing Span 129′ eight": Weight 33,279 lbs.
Prototype Boeing 707 yellow and brown.
• • • • •
Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:
The initial supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for more than 25 years. Developed and built by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a stunning technological achievement that could not overcome serious financial troubles.
In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations about the globe. Carrying up to 100 passengers in excellent comfort, the Concorde catered to 1st class passengers for whom speed was vital. It could cross the Atlantic in fewer than four hours – half the time of a traditional jet airliner. Even so its higher operating charges resulted in really higher fares that restricted the number of passengers who could afford to fly it. These problems and a shrinking industry at some point forced the reduction of service till all Concordes were 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 last 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.
Present of Air France.
Societe Nationale Industrielle Aerospatiale
British Aircraft Corporation
Wingspan: 25.56 m (83 ft 10 in)
Length: 61.66 m (202 ft 3 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)
Leading speed: 2,179 km/h (1350 mph)
Engine: 4 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
Aircaft Serial Number: 205. Such as four (4) engines, bearing respectively the serial quantity: CBE066, CBE062, CBE086 and CBE085.
Also included, aircraft plaque: "AIR 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."