auto

Auto Parts Enterprises: car dealers blindly to keep the prices down undesirable

Auto Parts Enterprises: car dealers blindly to keep the prices down undesirable

Klarm Mould

High-tech Zone in the many high-tech enterprises in Jinan City, Shandong Lu was Tony lights Corporation is not very dramatic. But insiders know that the companies smallish strength should not be overlooked. Lu was Tony has grown into a leader in the domestic auto parts
manufacturers, truck lights, the “leader” of the industry, with annual sales revenue of over 200 million yuan. However, is such a company, when talking about the future prospects of the enterprise managers undaunted: “subject to all the chaos of the auto parts industry, companies want to continue to rise is difficult now efforts to ensure stability.
“CNHTC more than 60% of the truck lights is produced by our company, the Beiqi Auman series truck headlights 40%, Nanjing Iveco Automobile products accounted for 70%.” Of Shandong Lu was Tony headlights Co., Ltd. Vice Chairman Zhang Liangping told reporters this set of data
shows the strength of the companies, “returned to the country many car firms supporting FAW, Shaanxi Auto, Sichuan Automobile headlights industry in the province has long been a first in the country is also the first three. “

19 years ago, the identity or collective enterprises was Tony Lu single product, lack of orders, the annual sales income of more than 600 million. In Jinan mirror Factory 323 workers scrimped and saved $ 100 million launched in 1994, set up Jinan Lu was Tony headlights Company Stock Co in the city at that time one of the 16 pilot enterprises. Clear property rights, Lu was Tony rebirth sales revenue soaring. After a few years, Lu was shell one by one to receive three bankruptcy, system shutdowns. In 1998, Lu was Tony ultimate “anti-eating parent, mergers mirror Factory in Jinan, receiving all serving and retired workers, and assumed all the debt. Today, the company has annual production capacity of 5 million lights, more than 40 series over 300 varieties.

Lu was Tony able to develop so rapidly, thanks to innovation as the soul. Zhang Liangping a vivid metaphor to reporters: “a long-distance race athletes know, can not exceed your opponent on the same runway, real transcendence from the blind followers usually do not do business innovation does not necessarily win, but there is no innovation will be eliminated. “in many people’s impression of supporting enterprises is” processing “, others to the drawings upon request production line. “Lu was Tony can be not so simple, our lights, only to vehicle manufacturers to develop a new model space dimensions, assembly size.” Zhang Liangping said., From the exterior design of the headlights, the use of materials such as by the company’s own research and development, production, assembly process, and are formulating their own molds also produce their own, only the preliminary design to go through 48 processes. Lu was Tony more than 600 employees involved in product design personnel have more than 60 people, the annual R & D investment accounts for about 10% of the sales revenue. “The current the domestic the truck headlights production of enterprises, with only two independent R & D capabilities, we are one.” Zhang Liangping told reporters.
A price not quality hamper development

In recent years, the domestic heavy-duty vehicles to enter a period of rapid growth and expanding demand for auto parts, industrial development accelerated. Market, technology, good management, such as Lu was Tony enterprise ought to development is “hard gas”, Zhang
Liangping was less optimistic: “Our development goal is to ensure stability.” He told reporters, the current auto parts competition in the market is very confusing between price and quality, vehicle production enterprises pay more attention to price, to unreasonable prices down related accessories, these production accessories companies earn less money, about developing it so blindly to keep the prices down , is not conducive to the formation of the industrial chain. “

Domestic heavy duty truck production mode with foreign Zhang Liangping said foreign research and development of a new product cycle for 18-36 months, the headlights of a new model developed for a long time will not change, which allows supporting enterprises longer production cycle, there is conducive to absorb the cost of domestic enterprises set in November this year, a new model will be asked to January next year, you must produce supporting truck headlights. “Zhang Liangping example, to reporters , within such a short time, how can you produce a competitive product? “

The new product is not just a short development cycle, market sales cycle is very short. Zhang Liangping briefed reporters on the 2023 truck lights, for example, the general will change type, so the new lights in the first year to buy the higher prices, the profit will reach 20%, the cost recovery as soon as possible, to the second year of the vehicle manufacturers will ask you to keep the prices down 5% to 8%, the third year of basic not make a profit. In order to extend the life of the product, Lu was Tony had tried to exclusive supply contract signed with the vehicle manufacturers, but some manufacturers also act in accordance with the contract, but the second year in order to reduce the cost of automobile production, will be relevant parameters disclose to the other lights manufacturers allowed to produce cheaper products forced Lu too Pui price cuts, not price cuts would mean the loss of customers. Faced with this situation, Zhang Liangping reluctantly said: “in the face of our customers ‘protection of intellectual property rights’ is simply out of the question, because ‘arm twisted, but the thigh’.”

Despite the difficulties, but Lu was Tony still choose to do the industry leader, they believe that “as long as the industry-leading position, there will be more opportunities.” On December 11 last year, of Shandong Lu was Tony lights The company is mainly involved in the drafting of the “non-highway tourist car headlamp mandatory national standards officially released by the China National Standardization

Management Committee, Lu was Tony confirms own strength. “First-class enterprise standard, second-rate corporate brand, third-rate companies make products.” Phrase widely circulated, Zhang Liangping told reporters, Lu was Tony is to do this first-class enterprise.

More China Automobile Molds Factory Articles

Cool Auto Mold Design images

Cool Auto Mold Design images

Klarm Mould

A few nice auto mold design images I found:

Transformer SD 500 Ferrari 500 Mondial S2 replica 1987 fr3q
auto mold design
Image by André Ritzinger
2013 Auto Moto D’Italia – Rosmalen.
Transformer Cars of Frant, Great Britain, was founded in 1986 by Gerry Hawkridge and is best known for producing replicas of the Lancia Stratos. Most were based on Lancia Beta components and were sold as the Transformer HF2000; versions with Alfa Romeo V6 engines or Ferrari V6 and V8 engines were sold as the Transformer HF3000.
A more prestigious project was the Ferrari 500 Mondial Series 2 replica presented by Transformer. It was a remarkably life-like copy of this rare and very valuable car and to this day Ferrari experts discuss which original was used to make the moulds. The chassis is a tubular frame fitted with a fiber glass body and aluminum hood, doors and boot-lid. This version also shows extensive use of aluminum in the interior. Power comes from a 2 Litre 4-cylinder Alfa Romeo unit (in this case an engine from 1970 was used). Expert craftsmanship and attention to detail made the Transformer SD 500 a close match to the original.
In fact, the myth goes that after somewhat more than a dozen of these replicas were made Ferrari bought the designs and the molds and destroyed them. Certain is that only a few were made. Gerry Hawkridge went on to establish Hawk Cars in 1991 and Transformer closed its doors in 1996. The production of Lancia Stratos replicas was transferred to Hawk Cars and continues to this day.

Cool Plastic Auto Mould Production images

Cool Plastic Auto Mould Production images

Klarm Mould

Some cool plastic auto mould production images:

1973 Citroen DS23 Pallas
plastic auto mould production
Image by DVS1mn
CITROEN DS23 PALLAS
When in 1955 Citroen released its DS19 ‘Goddess’, media commentators reviewed the car in tones previously reserved for objects arriving from the depths of outer space.

Hydro-pneumatic suspension, assistance systems for the steering, brakes and gearshift lever, and inboard front disc brakes were among the advances pioneered by this extraordinary design.

By 1968 the rest of the world had begun adopting aspects of Citroen’s radical package; however, Citroen wasn’t finished exploring the range of quirks it could pack into a medium-sized sedan. One new feature to perplex the home mechanic was a link that would swivel headlights in unison with the front wheels.

The car’s ability to traverse rough terrain was proved in 1969 when a Citroen was set to win the first London-Sydney Marathon, only to be taken out in a serious collision with a spectator vehicle. Five years later, the Australian crew of a DS23 got the job done, dominating a 1974 World Cup Rally that sent competitors from South America to Munich via the Sahara Desert.

Maintaining a DS is work for specialist technicians or perhaps the seriously talented amateur. There is barely room under the bonnet of a Pallas to see engine components, let alone put a spanner on them.

Three-speed automatics were plagued by problems and remain difficult to maintain, so get a five-speed manual if you can. Overseas values are providing a big hint that anyone who wants a really good Pallas needs to act soon. Be prepared to invest the better part of ,000. Of several thousand cars sold new in Britain, fewer than 300 are known to survive and numbers in Australia will be far slimmer.

TRAPS AND TIPS

Packing a mass of electro/mechanical/hydraulic bits plus the complete drivetrain into a small space ahead of the firewall didn’t help Citroen’s reputation for reliability.

Keeping your Citroen cool is vital to engine longevity and that can be costly. One spare parts site was quoting authentic but renovated radiators at more than 00. Replacing the coolant hoses with a set of genuine items will cost more than 0.

Citroen club sites of late have carried requests for help in locating a competent trimmer for DS models. This suggests that finding someone to repair a car with worn seats and compromised head-lining has become challenging.

FROM THE WHEELS ARCHIVES
Words: Paul Blank – January, 2005

The DS was spectacularly bold, wrote Paul Blank…

When the time came to replace the Traction Avant, the resulting car could be expected to be absolutely amazing – and it was.

The new car, launched at the Paris Salon in 1955, was called DS, which, when pronounced in French, is "Day-ess", which translates to Goddess. At the Paris Salon an amazing number of orders were taken for the new car – some 12,000 people signing on the dotted line.

In 1955 Australians were buying new FJ Holdens and the Morris Minor was considered a modern small car in England. The DS might as well have been a spaceship in comparison. It certainly looked like
nothing else.

The car floated along at any speed. Famously, the DS featured Hydropneumatic suspension. It had the cars sitting on suspension units which were steel spheres in place of traditional springs and shock absorbers. The ride in a DS has to be experienced to be believed. Even if a tyre blew, the car would compensate.

Another DS feature was the use of disc brakes. It was Citroen which first fitted them to a mass-production car.

Inside, the DS was as spectacularly bold as the rest of the car. In an era of flat tin or wood dashboards, Citroen used the biggest single piece of moulded plastic in the world. The DS in not a complicated car; just very different.

You know the car’s ready when first the back, then the front of the car lift up to normal ride height. To change gear, you lift off, switch to the next gear and accelerate away again. Then you have to learn about the brakes. Where you might expect a brake pedal, there’s a black rubber mushroom. It works like a valve operating by the "the harder you push, the more you stop" system, with almost no pedal travel available.

The DS isn’t a sports car; it’s a real Grand Tourer and, treated as such, provides a magical experience.

SPECIFICATIONS

Citroen DS23 Pallas

Number built: 582,593 (All ID/DS 1968-75)
Body: All-steel, integrated body/chassis 4-door sedan and station wagon
Engine: 2347cc inline 4-cylinder, OHV, 8v, fuel injection
Power & torque: 105kW @ 5500rpm, 200Nm @ 4000rpm
Performance: 0-97km/h 10.2sec; 0-400m 17.3sec
Transmission: 3-speed automatic, 5-speed manual
Suspension: Independent with wishbones, pneumatic struts and anti-roll bar (f); Independent with trailing arms, pneumatic struts and anti-roll bar (r)
Brakes: Discs, power-assisted
Tyres: 185HR15 radial
Price range: 00-,000
Contact: Citroen Clubs in various states,
www.ds23.co.nz/
Click here for more car pictures at my Flickr site.

1973 Citroen DS23 Pallas
plastic auto mould production
Image by DVS1mn
CITROEN DS23 PALLAS
When in 1955 Citroen released its DS19 ‘Goddess’, media commentators reviewed the car in tones previously reserved for objects arriving from the depths of outer space.

Hydro-pneumatic suspension, assistance systems for the steering, brakes and gearshift lever, and inboard front disc brakes were among the advances pioneered by this extraordinary design.

By 1968 the rest of the world had begun adopting aspects of Citroen’s radical package; however, Citroen wasn’t finished exploring the range of quirks it could pack into a medium-sized sedan. One new feature to perplex the home mechanic was a link that would swivel headlights in unison with the front wheels.

The car’s ability to traverse rough terrain was proved in 1969 when a Citroen was set to win the first London-Sydney Marathon, only to be taken out in a serious collision with a spectator vehicle. Five years later, the Australian crew of a DS23 got the job done, dominating a 1974 World Cup Rally that sent competitors from South America to Munich via the Sahara Desert.

Maintaining a DS is work for specialist technicians or perhaps the seriously talented amateur. There is barely room under the bonnet of a Pallas to see engine components, let alone put a spanner on them.

Three-speed automatics were plagued by problems and remain difficult to maintain, so get a five-speed manual if you can. Overseas values are providing a big hint that anyone who wants a really good Pallas needs to act soon. Be prepared to invest the better part of ,000. Of several thousand cars sold new in Britain, fewer than 300 are known to survive and numbers in Australia will be far slimmer.

TRAPS AND TIPS

Packing a mass of electro/mechanical/hydraulic bits plus the complete drivetrain into a small space ahead of the firewall didn’t help Citroen’s reputation for reliability.

Keeping your Citroen cool is vital to engine longevity and that can be costly. One spare parts site was quoting authentic but renovated radiators at more than 00. Replacing the coolant hoses with a set of genuine items will cost more than 0.

Citroen club sites of late have carried requests for help in locating a competent trimmer for DS models. This suggests that finding someone to repair a car with worn seats and compromised head-lining has become challenging.

FROM THE WHEELS ARCHIVES
Words: Paul Blank – January, 2005

The DS was spectacularly bold, wrote Paul Blank…

When the time came to replace the Traction Avant, the resulting car could be expected to be absolutely amazing – and it was.

The new car, launched at the Paris Salon in 1955, was called DS, which, when pronounced in French, is "Day-ess", which translates to Goddess. At the Paris Salon an amazing number of orders were taken for the new car – some 12,000 people signing on the dotted line.

In 1955 Australians were buying new FJ Holdens and the Morris Minor was considered a modern small car in England. The DS might as well have been a spaceship in comparison. It certainly looked like
nothing else.

The car floated along at any speed. Famously, the DS featured Hydropneumatic suspension. It had the cars sitting on suspension units which were steel spheres in place of traditional springs and shock absorbers. The ride in a DS has to be experienced to be believed. Even if a tyre blew, the car would compensate.

Another DS feature was the use of disc brakes. It was Citroen which first fitted them to a mass-production car.

Inside, the DS was as spectacularly bold as the rest of the car. In an era of flat tin or wood dashboards, Citroen used the biggest single piece of moulded plastic in the world. The DS in not a complicated car; just very different.

You know the car’s ready when first the back, then the front of the car lift up to normal ride height. To change gear, you lift off, switch to the next gear and accelerate away again. Then you have to learn about the brakes. Where you might expect a brake pedal, there’s a black rubber mushroom. It works like a valve operating by the "the harder you push, the more you stop" system, with almost no pedal travel available.

The DS isn’t a sports car; it’s a real Grand Tourer and, treated as such, provides a magical experience.

SPECIFICATIONS

Citroen DS23 Pallas

Number built: 582,593 (All ID/DS 1968-75)
Body: All-steel, integrated body/chassis 4-door sedan and station wagon
Engine: 2347cc inline 4-cylinder, OHV, 8v, fuel injection
Power & torque: 105kW @ 5500rpm, 200Nm @ 4000rpm
Performance: 0-97km/h 10.2sec; 0-400m 17.3sec
Transmission: 3-speed automatic, 5-speed manual
Suspension: Independent with wishbones, pneumatic struts and anti-roll bar (f); Independent with trailing arms, pneumatic struts and anti-roll bar (r)
Brakes: Discs, power-assisted
Tyres: 185HR15 radial
Price range: 00-,000
Contact: Citroen Clubs in various states,
www.ds23.co.nz/
Click here for more car pictures at my Flickr site.

1973 Citroen DS23 Pallas
plastic auto mould production
Image by DVS1mn
CITROEN DS23 PALLAS
When in 1955 Citroen released its DS19 ‘Goddess’, media commentators reviewed the car in tones previously reserved for objects arriving from the depths of outer space.

Hydro-pneumatic suspension, assistance systems for the steering, brakes and gearshift lever, and inboard front disc brakes were among the advances pioneered by this extraordinary design.

By 1968 the rest of the world had begun adopting aspects of Citroen’s radical package; however, Citroen wasn’t finished exploring the range of quirks it could pack into a medium-sized sedan. One new feature to perplex the home mechanic was a link that would swivel headlights in unison with the front wheels.

The car’s ability to traverse rough terrain was proved in 1969 when a Citroen was set to win the first London-Sydney Marathon, only to be taken out in a serious collision with a spectator vehicle. Five years later, the Australian crew of a DS23 got the job done, dominating a 1974 World Cup Rally that sent competitors from South America to Munich via the Sahara Desert.

Maintaining a DS is work for specialist technicians or perhaps the seriously talented amateur. There is barely room under the bonnet of a Pallas to see engine components, let alone put a spanner on them.

Three-speed automatics were plagued by problems and remain difficult to maintain, so get a five-speed manual if you can. Overseas values are providing a big hint that anyone who wants a really good Pallas needs to act soon. Be prepared to invest the better part of ,000. Of several thousand cars sold new in Britain, fewer than 300 are known to survive and numbers in Australia will be far slimmer.

TRAPS AND TIPS

Packing a mass of electro/mechanical/hydraulic bits plus the complete drivetrain into a small space ahead of the firewall didn’t help Citroen’s reputation for reliability.

Keeping your Citroen cool is vital to engine longevity and that can be costly. One spare parts site was quoting authentic but renovated radiators at more than 00. Replacing the coolant hoses with a set of genuine items will cost more than 0.

Citroen club sites of late have carried requests for help in locating a competent trimmer for DS models. This suggests that finding someone to repair a car with worn seats and compromised head-lining has become challenging.

FROM THE WHEELS ARCHIVES
Words: Paul Blank – January, 2005

The DS was spectacularly bold, wrote Paul Blank…

When the time came to replace the Traction Avant, the resulting car could be expected to be absolutely amazing – and it was.

The new car, launched at the Paris Salon in 1955, was called DS, which, when pronounced in French, is "Day-ess", which translates to Goddess. At the Paris Salon an amazing number of orders were taken for the new car – some 12,000 people signing on the dotted line.

In 1955 Australians were buying new FJ Holdens and the Morris Minor was considered a modern small car in England. The DS might as well have been a spaceship in comparison. It certainly looked like
nothing else.

The car floated along at any speed. Famously, the DS featured Hydropneumatic suspension. It had the cars sitting on suspension units which were steel spheres in place of traditional springs and shock absorbers. The ride in a DS has to be experienced to be believed. Even if a tyre blew, the car would compensate.

Another DS feature was the use of disc brakes. It was Citroen which first fitted them to a mass-production car.

Inside, the DS was as spectacularly bold as the rest of the car. In an era of flat tin or wood dashboards, Citroen used the biggest single piece of moulded plastic in the world. The DS in not a complicated car; just very different.

You know the car’s ready when first the back, then the front of the car lift up to normal ride height. To change gear, you lift off, switch to the next gear and accelerate away again. Then you have to learn about the brakes. Where you might expect a brake pedal, there’s a black rubber mushroom. It works like a valve operating by the "the harder you push, the more you stop" system, with almost no pedal travel available.

The DS isn’t a sports car; it’s a real Grand Tourer and, treated as such, provides a magical experience.

SPECIFICATIONS

Citroen DS23 Pallas

Number built: 582,593 (All ID/DS 1968-75)
Body: All-steel, integrated body/chassis 4-door sedan and station wagon
Engine: 2347cc inline 4-cylinder, OHV, 8v, fuel injection
Power & torque: 105kW @ 5500rpm, 200Nm @ 4000rpm
Performance: 0-97km/h 10.2sec; 0-400m 17.3sec
Transmission: 3-speed automatic, 5-speed manual
Suspension: Independent with wishbones, pneumatic struts and anti-roll bar (f); Independent with trailing arms, pneumatic struts and anti-roll bar (r)
Brakes: Discs, power-assisted
Tyres: 185HR15 radial
Price range: 00-,000
Contact: Citroen Clubs in various states,
www.ds23.co.nz/
Click here for more car pictures at my Flickr site.

Nice Plastic Auto Door Tooling Production photos

Nice Plastic Auto Door Tooling Production photos

Klarm Mould

A few nice plastic auto door tooling production images I found:

Steven F. Udvar-Hazy Center: Boeing B-29 Superfortress “Enola Gay”, with Lockheed P-38J-10-LO Lightning
plastic auto door tooling production
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning :

In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.

Maj. Richard I. Bong, America’s leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.

Transferred from the United States Air Force.

Manufacturer:
Lockheed Aircraft Company

Date:
1943

Country of Origin:
United States of America

Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)

Materials:
All-metal

Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.

• • • • •

Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":

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

On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.

Transferred from the United States Air Force.

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

Date:
1945

Country of Origin:
United States of America

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

Materials:
Polished overall aluminum finish

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

Nice Plastic Auto Parts Plastic Mould photos

Nice Plastic Auto Parts Plastic Mould photos

Klarm Mould

A few nice plastic auto parts plastic mould images I found:

1973 Citroen DS23 Pallas
plastic auto parts plastic mould
Image by DVS1mn
CITROEN DS23 PALLAS
When in 1955 Citroen released its DS19 ‘Goddess’, media commentators reviewed the car in tones previously reserved for objects arriving from the depths of outer space.

Hydro-pneumatic suspension, assistance systems for the steering, brakes and gearshift lever, and inboard front disc brakes were among the advances pioneered by this extraordinary design.

By 1968 the rest of the world had begun adopting aspects of Citroen’s radical package; however, Citroen wasn’t finished exploring the range of quirks it could pack into a medium-sized sedan. One new feature to perplex the home mechanic was a link that would swivel headlights in unison with the front wheels.

The car’s ability to traverse rough terrain was proved in 1969 when a Citroen was set to win the first London-Sydney Marathon, only to be taken out in a serious collision with a spectator vehicle. Five years later, the Australian crew of a DS23 got the job done, dominating a 1974 World Cup Rally that sent competitors from South America to Munich via the Sahara Desert.

Maintaining a DS is work for specialist technicians or perhaps the seriously talented amateur. There is barely room under the bonnet of a Pallas to see engine components, let alone put a spanner on them.

Three-speed automatics were plagued by problems and remain difficult to maintain, so get a five-speed manual if you can. Overseas values are providing a big hint that anyone who wants a really good Pallas needs to act soon. Be prepared to invest the better part of ,000. Of several thousand cars sold new in Britain, fewer than 300 are known to survive and numbers in Australia will be far slimmer.

TRAPS AND TIPS

Packing a mass of electro/mechanical/hydraulic bits plus the complete drivetrain into a small space ahead of the firewall didn’t help Citroen’s reputation for reliability.

Keeping your Citroen cool is vital to engine longevity and that can be costly. One spare parts site was quoting authentic but renovated radiators at more than 00. Replacing the coolant hoses with a set of genuine items will cost more than 0.

Citroen club sites of late have carried requests for help in locating a competent trimmer for DS models. This suggests that finding someone to repair a car with worn seats and compromised head-lining has become challenging.

FROM THE WHEELS ARCHIVES
Words: Paul Blank – January, 2005

The DS was spectacularly bold, wrote Paul Blank…

When the time came to replace the Traction Avant, the resulting car could be expected to be absolutely amazing – and it was.

The new car, launched at the Paris Salon in 1955, was called DS, which, when pronounced in French, is "Day-ess", which translates to Goddess. At the Paris Salon an amazing number of orders were taken for the new car – some 12,000 people signing on the dotted line.

In 1955 Australians were buying new FJ Holdens and the Morris Minor was considered a modern small car in England. The DS might as well have been a spaceship in comparison. It certainly looked like
nothing else.

The car floated along at any speed. Famously, the DS featured Hydropneumatic suspension. It had the cars sitting on suspension units which were steel spheres in place of traditional springs and shock absorbers. The ride in a DS has to be experienced to be believed. Even if a tyre blew, the car would compensate.

Another DS feature was the use of disc brakes. It was Citroen which first fitted them to a mass-production car.

Inside, the DS was as spectacularly bold as the rest of the car. In an era of flat tin or wood dashboards, Citroen used the biggest single piece of moulded plastic in the world. The DS in not a complicated car; just very different.

You know the car’s ready when first the back, then the front of the car lift up to normal ride height. To change gear, you lift off, switch to the next gear and accelerate away again. Then you have to learn about the brakes. Where you might expect a brake pedal, there’s a black rubber mushroom. It works like a valve operating by the "the harder you push, the more you stop" system, with almost no pedal travel available.

The DS isn’t a sports car; it’s a real Grand Tourer and, treated as such, provides a magical experience.

SPECIFICATIONS

Citroen DS23 Pallas

Number built: 582,593 (All ID/DS 1968-75)
Body: All-steel, integrated body/chassis 4-door sedan and station wagon
Engine: 2347cc inline 4-cylinder, OHV, 8v, fuel injection
Power & torque: 105kW @ 5500rpm, 200Nm @ 4000rpm
Performance: 0-97km/h 10.2sec; 0-400m 17.3sec
Transmission: 3-speed automatic, 5-speed manual
Suspension: Independent with wishbones, pneumatic struts and anti-roll bar (f); Independent with trailing arms, pneumatic struts and anti-roll bar (r)
Brakes: Discs, power-assisted
Tyres: 185HR15 radial
Price range: 00-,000
Contact: Citroen Clubs in various states,
www.ds23.co.nz/
Click here for more car pictures at my Flickr site.

Cool Auto Moulds Factory China images

Cool Auto Moulds Factory China images

Klarm Mould

Some cool auto moulds factory china images:

Steven F. Udvar-Hazy Center: Lockheed P-38J-10-LO Lightning
auto moulds factory china
Image by Chris Devers
See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning

In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.

Maj. Richard I. Bong, America’s leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.

Transferred from the United States Air Force.

Manufacturer:
Lockheed Aircraft Company

Date:
1943

Country of Origin:
United States of America

Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)

Materials:
All-metal

Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.

Long Description:
From 1942 to 1945, the thunder of P-38 Lightnings was heard around the world. U. S. Army pilots flew the P-38 over Europe, the Mediterranean, and the Pacific; from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Measured by success in combat, Lockheed engineer Clarence "Kelly" Johnson and a team of designers created the most successful twin-engine fighter ever flown by any nation. In the Pacific Theater, Lightning pilots downed more Japanese aircraft than pilots flying any other Army Air Forces warplane.

Johnson and his team conceived this twin-engine, single-pilot fighter airplane in 1936 and the Army Air Corps authorized the firm to build it in June 1937. Lockheed finished constructing the prototype XP-38 and delivered it to the Air Corps on New Year’s Day, 1939. Air Corps test pilot and P-38 project officer, Lt. Benjamin S. Kelsey, first flew the aircraft on January 27. Losing this prototype in a crash at Mitchel Field, New York, with Kelsey at the controls, did not deter the Air Corps from ordering 13 YP-38s for service testing on April 27. Kelsey survived the crash and remained an important part of the Lightning program. Before the airplane could be declared ready for combat, Lockheed had to block the effects of high-speed aerodynamic compressibility and tail buffeting, and solve other problems discovered during the service tests.

The most vexing difficulty was the loss of control in a dive caused by aerodynamic compressibility. During late spring 1941, Air Corps Major Signa A. Gilke encountered serious trouble while diving his Lightning at high-speed from an altitude of 9,120 m (30,000 ft). When he reached an indicated airspeed of about 515 kph (320 mph), the airplane’s tail began to shake violently and the nose dropped until the dive was almost vertical. Signa recovered and landed safely and the tail buffet problem was soon resolved after Lockheed installed new fillets to improve airflow where the cockpit gondola joined the wing center section. Seventeen months passed before engineers began to determine what caused the Lightning’s nose to drop. They tested a scale model P-38 in the Ames Laboratory wind tunnel operated by the NACA (National Advisory Committee for Aeronautics) and found that shock waves formed when airflow over the wing leading edges reached transonic speeds. The nose drop and loss of control was never fully remedied but Lockheed installed dive recovery flaps under each wing in 1944. These devices slowed the P-38 enough to allow the pilot to maintain control when diving at high-speed.

Just as the development of the North American P-51 Mustang, Republic P-47 Thunderbolt, and the Vought F4U Corsair (see NASM collection for these aircraft) pushed the limits of aircraft performance into unexplored territory, so too did P-38 development. The type of aircraft envisioned by the Lockheed design team and Air Corps strategists in 1937 did not appear until June 1944. This protracted shakedown period mirrors the tribulations suffered by Vought in sorting out the many technical problems that kept F4U Corsairs off U. S. Navy carrier decks until the end of 1944.

Lockheed’s efforts to trouble-shoot various problems with the design also delayed high-rate, mass production. When Japan attacked Pearl Harbor, the company had delivered only 69 Lightnings to the Army. Production steadily increased and at its peak in 1944, 22 sub-contractors built various Lightning components and shipped them to Burbank, California, for final assembly. Consolidated-Vultee (Convair) subcontracted to build the wing center section and the firm later became prime manufacturer for 2,000 P-38Ls but that company’s Nashville plant completed only 113 examples of this Lightning model before war’s end. Lockheed and Convair finished 10,038 P-38 aircraft including 500 photo-reconnaissance models. They built more L models, 3,923, than any other version.

To ease control and improve stability, particularly at low speeds, Lockheed equipped all Lightnings, except a batch ordered by Britain, with propellers that counter-rotated. The propeller to the pilot’s left turned counter-clockwise and the propeller to his right turned clockwise, so that one propeller countered the torque and airflow effects generated by the other. The airplane also performed well at high speeds and the definitive P-38L model could make better than 676 kph (420 mph) between 7,600 and 9,120 m (25,000 and 30,000 ft). The design was versatile enough to carry various combinations of bombs, air-to-ground rockets, and external fuel tanks. The multi-engine configuration reduced the Lightning loss-rate to anti-aircraft gunfire during ground attack missions. Single-engine airplanes equipped with power plants cooled by pressurized liquid, such as the North American P-51 Mustang (see NASM collection), were particularly vulnerable. Even a small nick in one coolant line could cause the engine to seize in a matter of minutes.

The first P-38s to reach the Pacific combat theater arrived on April 4, 1942, when a version of the Lightning that carried reconnaissance cameras (designated the F-4), joined the 8th Photographic Squadron based in Australia. This unit launched the first P-38 combat missions over New Guinea and New Britain during April. By May 29, the first 25 P-38s had arrived in Anchorage, Alaska. On August 9, pilots of the 343rd Fighter Group, Eleventh Air Force, flying the P-38E, shot down a pair of Japanese flying boats.

Back in the United States, Army Air Forces leaders tried to control a rumor that Lightnings killed their own pilots. On August 10, 1942, Col. Arthur I. Ennis, Chief of U. S. Army Air Forces Public Relations in Washington, told a fellow officer "… Here’s what the 4th Fighter [training] Command is up against… common rumor out there that the whole West Coast was filled with headless bodies of men who jumped out of P-38s and had their heads cut off by the propellers." Novice Lightning pilots unfamiliar with the correct bailout procedures actually had more to fear from the twin-boom tail, if an emergency dictated taking to the parachute but properly executed, Lightning bailouts were as safe as parachuting from any other high-performance fighter of the day. Misinformation and wild speculation about many new aircraft was rampant during the early War period.

Along with U. S. Navy Grumman F4F Wildcats (see NASM collection) and Curtiss P-40 Warhawks (see NASM collection), Lightnings were the first American fighter airplanes capable of consistently defeating Japanese fighter aircraft. On November 18, men of the 339th Fighter Squadron became the first Lightning pilots to attack Japanese fighters. Flying from Henderson Field on Guadalcanal, they claimed three during a mission to escort Boeing B-17 Flying Fortress bombers (see NASM collection).

On April 18, 1943, fourteen P-38 pilots from the 70th and the 339th Fighter Squadrons, 347th Fighter Group, accomplished one of the most important Lightning missions of the war. American ULTRA cryptanalysts had decoded Japanese messages that revealed the timetable for a visit to the front by the commander of the Imperial Japanese Navy, Admiral Isoroku Yamamoto. This charismatic leader had crafted the plan to attack Pearl Harbor and Allied strategists believed his loss would severely cripple Japanese morale. The P-38 pilots flew 700 km (435 miles) at heights from 3-15 m (10-50 feet) above the ocean to avoid detection. Over the coast of Bougainville, they intercepted a formation of two Mitsubishi G4M BETTY bombers (see NASM collection) carrying the Admiral and his staff, and six Mitsubishi A6M Zero fighters (see NASM collection) providing escort. The Lightning pilots downed both bombers but lost Lt. Ray Hine to a Zero.

In Europe, the first Americans to down a Luftwaffe aircraft were Lt. Elza E. Shahan flying a 27th Fighter Squadron P-38E, and Lt. J. K. Shaffer flying a Curtiss P-40 (see NASM collection) in the 33rd Fighter Squadron. The two flyers shared the destruction of a Focke-Wulf Fw 200C-3 Condor maritime strike aircraft over Iceland on August 14, 1942. Later that month, the 1st fighter group accepted Lightnings and began combat operations from bases in England but this unit soon moved to fight in North Africa. More than a year passed before the P-38 reappeared over Western Europe. While the Lightning was absent, U. S. Army Air Forces strategists had relearned a painful lesson: unescorted bombers cannot operate successfully in the face of determined opposition from enemy fighters. When P-38s returned to England, the primary mission had become long-range bomber escort at ranges of about 805 kms (500 miles) and at altitudes above 6,080 m (20,000 ft).

On October 15, 1943, P-38H pilots in the 55th Fighter Group flew their first combat mission over Europe at a time when the need for long-range escorts was acute. Just the day before, German fighter pilots had destroyed 60 of 291 Eighth Air Force B-17 Flying Fortresses (see NASM collection) during a mission to bomb five ball-bearing plants at Schweinfurt, Germany. No air force could sustain a loss-rate of nearly 20 percent for more than a few missions but these targets lay well beyond the range of available escort fighters (Republic P-47 Thunderbolt, see NASM collection). American war planners hoped the long-range capabilities of the P-38 Lightning could halt this deadly trend, but the very high and very cold environment peculiar to the European air war caused severe power plant and cockpit heating difficulties for the Lightning pilots. The long-range escort problem was not completely solved until the North American P-51 Mustang (see NASM collection) began to arrive in large numbers early in 1944.

Poor cockpit heating in the H and J model Lightnings made flying and fighting at altitudes that frequently approached 12,320 m (40,000 ft) nearly impossible. This was a fundamental design flaw that Kelly Johnson and his team never anticipated when they designed the airplane six years earlier. In his seminal work on the Allison V-1710 engine, Daniel Whitney analyzed in detail other factors that made the P-38 a disappointing airplane in combat over Western Europe.

• Many new and inexperienced pilots arrived in England during December 1943, along with the new J model P-38 Lightning.

• J model rated at 1,600 horsepower vs. 1,425 for earlier H model Lightnings. This power setting required better maintenance between flights. It appears this work was not done in many cases.

• During stateside training, Lightning pilots were taught to fly at high rpm settings and low engine manifold pressure during cruise flight. This was very hard on the engines, and not in keeping with technical directives issued by Allison and Lockheed.

• The quality of fuel in England may have been poor, TEL (tetraethyl lead) fuel additive appeared to condense inside engine induction manifolds, causing detonation (destructive explosion of fuel mixture rather than controlled burning).

• Improved turbo supercharger intercoolers appeared on the J model P-38. These devices greatly reduced manifold temperatures but this encouraged TEL condensation in manifolds during cruise flight and increased spark plug fouling.

Using water injection to minimize detonation might have reduced these engine problems. Both the Republic P-47 Thunderbolt and the North American P-51 Mustang (see NASM collection) were fitted with water injection systems but not the P-38. Lightning pilots continued to fly, despite these handicaps.

During November 1942, two all-Lightning fighter groups, the 1st and the 14th, began operating in North Africa. In the Mediterranean Theater, P-38 pilots flew more sorties than Allied pilots flying any other type of fighter. They claimed 608 enemy a/c destroyed in the air, 123 probably destroyed and 343 damaged, against the loss of 131 Lightnings.

In the war against Japan, the P-38 truly excelled. Combat rarely occurred above 6,080 m (20,000 ft) and the engine and cockpit comfort problems common in Europe never plagued pilots in the Pacific Theater. The Lightning’s excellent range was used to full advantage above the vast expanses of water. In early 1945, Lightning pilots of the 12th Fighter Squadron, 18th Fighter Group, flew a mission that lasted 10 ½ hours and covered more than 3,220 km (2,000 miles). In August, P-38 pilots established the world’s long-distance record for a World War II combat fighter when they flew from the Philippines to the Netherlands East Indies, a distance of 3,703 km (2,300 miles). During early 1944, Lightning pilots in the 475th Fighter Group began the ‘race of aces.’ By March, Lieutenant Colonel Thomas J. Lynch had scored 21 victories before he fell to antiaircraft gunfire while strafing enemy ships. Major Thomas B. McGuire downed 38 Japanese aircraft before he was killed when his P-38 crashed at low altitude in early January 1945. Major Richard I. Bong became America’s highest scoring fighter ace (40 victories) but died in the crash of a Lockheed P-80 (see NASM collection) on August 6, 1945.

Museum records show that Lockheed assigned the construction number 422-2273 to the National Air and Space Museum’s P-38. The Army Air Forces accepted this Lightning as a P-38J-l0-LO on November 6, 1943, and the service identified the airplane with the serial number 42-67762. Recent investigations conducted by a team of specialists at the Paul E. Garber Facility, and Herb Brownstein, a volunteer in the Aeronautics Division at the National Air and Space Museum, have revealed many hitherto unknown aspects to the history of this aircraft.

Brownstein examined NASM files and documents at the National Archives. He discovered that a few days after the Army Air Forces (AAF) accepted this airplane, the Engineering Division at Wright Field in Dayton, Ohio, granted Lockheed permission to convert this P-38 into a two-seat trainer. The firm added a seat behind the pilot to accommodate an instructor who would train civilian pilots in instrument flying techniques. Once trained, these test pilots evaluated new Lightnings fresh off the assembly line.

In a teletype sent by the Engineering Division on March 2, 1944, Brownstein also discovered that this P-38 was released to Colonel Benjamin S. Kelsey from March 3 to April 10, 1944, to conduct special tests. This action was confirmed the following day in a cable from the War Department. This same pilot, then a Lieutenant, flew the XP-38 across the United States in 1939 and survived the crash that destroyed this Lightning at Mitchel Field, New York. In early 1944, Kelsey was assigned to the Eighth Air Force in England and he apparently traveled to the Lockheed factory at Burbank to pick up the P-38. Further information about these tests and Kelsey’s involvement remain an intriguing question.

One of Brownstein’s most important discoveries was a small file rich with information about the NASM Lightning. This file contained a cryptic reference to a "Major Bong" who flew the NASM P-38 on April 16, 1945, at Wright Field. Bong had planned to fly for an hour to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. His flight ended after twenty-minutes when "the right engine blew up before I had a chance [to conduct the test]." The curator at the Richard I. Bong Heritage Center confirmed that America’s highest scoring ace made this flight in the NASM P-38 Lightning.

Working in Building 10 at the Paul E. Garber Facility, Rob Mawhinney, Dave Wilson, Wil Lee, Bob Weihrauch, Jim Purton, and Heather Hutton spent several months during the spring and summer of 2001 carefully disassembling, inspecting, and cleaning the NASM Lightning. They found every hardware modification consistent with a model J-25 airplane, not the model J-10 painted in the data block beneath the artifact’s left nose. This fact dovetails perfectly with knowledge uncovered by Brownstein. On April 10, the Engineering Division again cabled Lockheed asking the company to prepare 42-67762 for transfer to Wright Field "in standard configuration." The standard P-38 configuration at that time was the P-38J-25. The work took several weeks and the fighter does not appear on Wright Field records until May 15, 1944. On June 9, the Flight Test Section at Wright Field released the fighter for flight trials aimed at collecting pilot comments on how the airplane handled.

Wright Field’s Aeromedical Laboratory was the next organization involved with this P-38. That unit installed a kit on July 26 that probably measured the force required to move the control wheel left and right to actuate the power-boosted ailerons installed in all Lightnings beginning with version J-25. From August 12-16, the Power Plant Laboratory carried out tests to measure the hydraulic pump temperatures on this Lightning. Then beginning September 16 and lasting about ten days, the Bombing Branch, Armament Laboratory, tested type R-3 fragmentation bomb racks. The work appears to have ended early in December. On June 20, 1945, the AAF Aircraft Distribution Office asked that the Air Technical Service Command transfer the Lightning from Wright Field to Altus Air Force Base, Oklahoma, a temporary holding area for Air Force museum aircraft. The P-38 arrived at the Oklahoma City Air Depot on June 27, 1945, and mechanics prepared the fighter for flyable storage.

Airplane Flight Reports for this Lightning also describe the following activities and movements:

6-21-45 Wright Field, Ohio, 5.15 hours of flying.
6-22-45Wright Field, Ohio, .35 minutes of flying by Lt. Col. Wendel [?] J. Kelley and P. Shannon.
6-25-45Altus, Oklahoma, .55 hours flown, pilot P. Shannon.
6-27-45Altus, Oklahoma, #2 engine changed, 1.05 hours flown by Air Corps F/O Ralph F. Coady.
10-5-45 OCATSC-GCAAF (Garden City Army Air Field, Garden City, Kansas), guns removed and ballast added.
10-8-45Adams Field, Little Rock, Arkansas.
10-9-45Nashville, Tennessee,
5-28-46Freeman Field, Indiana, maintenance check by Air Corps Capt. H. M. Chadhowere [sp]?
7-24-46Freeman Field, Indiana, 1 hour local flight by 1st Lt. Charles C. Heckel.
7-31-46 Freeman Field, Indiana, 4120th AAF Base Unit, ferry flight to Orchard Place [Illinois] by 1st Lt. Charles C. Heckel.

On August 5, 1946, the AAF moved the aircraft to another storage site at the former Consolidated B-24 bomber assembly plant at Park Ridge, Illinois. A short time later, the AAF transferred custody of the Lightning and more than sixty other World War II-era airplanes to the Smithsonian National Air Museum. During the early 1950s, the Air Force moved these airplanes from Park Ridge to the Smithsonian storage site at Suitland, Maryland.

• • •

Quoting from Wikipedia | Lockheed P-38 Lightning:

The Lockheed P-38 Lightning was a World War II American fighter aircraft built by Lockheed. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" by the Luftwaffe and "two planes, one pilot" by the Japanese, the P-38 was used in a number of roles, including dive bombing, level bombing, ground-attack, photo reconnaissance missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.

The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the mount of America’s top aces, Richard Bong (40 victories) and Thomas McGuire (38 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war. The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day.

Variants: Lightning in maturity: P-38J

The P-38J was introduced in August 1943. The turbo-supercharger intercooler system on previous variants had been housed in the leading edges of the wings and had proven vulnerable to combat damage and could burst if the wrong series of controls were mistakenly activated. In the P-38J model, the streamlined engine nacelles of previous Lightnings were changed to fit the intercooler radiator between the oil coolers, forming a "chin" that visually distinguished the J model from its predecessors. While the P-38J used the same V-1710-89/91 engines as the H model, the new core-type intercooler more efficiently lowered intake manifold temperatures and permitted a substantial increase in rated power. The leading edge of the outer wing was fitted with 55 gal (208 l) fuel tanks, filling the space formerly occupied by intercooler tunnels, but these were omitted on early P-38J blocks due to limited availability.

The final 210 J models, designated P-38J-25-LO, alleviated the compressibility problem through the addition of a set of electrically-actuated dive recovery flaps just outboard of the engines on the bottom centerline of the wings. With these improvements, a USAAF pilot reported a dive speed of almost 600 mph (970 km/h), although the indicated air speed was later corrected for compressibility error, and the actual dive speed was lower. Lockheed manufactured over 200 retrofit modification kits to be installed on P-38J-10-LO and J-20-LO already in Europe, but the USAAF C-54 carrying them was shot down by an RAF pilot who mistook the Douglas transport for a German Focke-Wulf Condor. Unfortunately the loss of the kits came during Lockheed test pilot Tony LeVier‘s four-month morale-boosting tour of P-38 bases. Flying a new Lightning named "Snafuperman" modified to full P-38J-25-LO specs at Lockheed’s modification center near Belfast, LeVier captured the pilots’ full attention by routinely performing maneuvers during March 1944 that common Eighth Air Force wisdom held to be suicidal. It proved too little too late because the decision had already been made to re-equip with Mustangs.

The P-38J-25-LO production block also introduced hydraulically-boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning’s rate of roll and reduced control forces for the pilot. This production block and the following P-38L model are considered the definitive Lightnings, and Lockheed ramped up production, working with subcontractors across the country to produce hundreds of Lightnings each month.

Noted P-38 pilots

Richard Bong and Thomas McGuire

The American ace of aces and his closest competitor both flew Lightnings as they tallied 40 and 38 victories respectively. Majors Richard I. "Dick" Bong and Thomas J. "Tommy" McGuire of the USAAF competed for the top position. Both men were awarded the Medal of Honor.

McGuire was killed in air combat in January 1945 over the Philippines, after racking up 38 confirmed kills, making him the second-ranking American ace. Bong was rotated back to the United States as America’s ace of aces, after making 40 kills, becoming a test pilot. He was killed on 6 August 1945, the day the atomic bomb was dropped on Japan, when his P-80 Shooting Star jet fighter flamed out on takeoff.

Charles Lindbergh

The famed aviator Charles Lindbergh toured the South Pacific as a civilian contractor for United Aircraft Corporation, comparing and evaluating performance of single- and twin-engined fighters for Vought. He worked to improve range and load limits of the F4U Corsair, flying both routine and combat strafing missions in Corsairs alongside Marine pilots. In Hollandia, he attached himself to the 475th FG flying P-38s so that he could investigate the twin-engine fighter. Though new to the machine, he was instrumental in extending the range of the P-38 through improved throttle settings, or engine-leaning techniques, notably by reducing engine speed to 1,600 rpm, setting the carburetors for auto-lean and flying at 185 mph (298 km/h) indicated airspeed which reduced fuel consumption to 70 gal/h, about 2.6 mpg. This combination of settings had been considered dangerous; it was thought it would upset the fuel mixture and cause an explosion. Everywhere Lindbergh went in the South Pacific, he was accorded the normal preferential treatment of a visiting colonel, though he had resigned his Air Corps Reserve colonel’s commission three years before. While with the 475th, he held training classes and took part in a number of Army Air Corps combat missions. On 28 July 1944, Lindbergh shot down a Mitsubishi Ki-51 "Sonia" flown expertly by the veteran commander of 73rd Independent Flying Chutai, Imperial Japanese Army Captain Saburo Shimada. In an extended, twisting dogfight in which many of the participants ran out of ammunition, Shimada turned his aircraft directly toward Lindbergh who was just approaching the combat area. Lindbergh fired in a defensive reaction brought on by Shimada’s apparent head-on ramming attack. Hit by cannon and machine gun fire, the "Sonia’s" propeller visibly slowed, but Shimada held his course. Lindbergh pulled up at the last moment to avoid collision as the damaged "Sonia" went into a steep dive, hit the ocean and sank. Lindbergh’s wingman, ace Joseph E. "Fishkiller" Miller, Jr., had also scored hits on the "Sonia" after it had begun its fatal dive, but Miller was certain the kill credit was Lindbergh’s. The unofficial kill was not entered in the 475th’s war record. On 12 August 1944 Lindbergh left Hollandia to return to the United States.

Charles MacDonald

The seventh-ranking American ace, Charles H. MacDonald, flew a Lightning against the Japanese, scoring 27 kills in his famous aircraft, the Putt Putt Maru.

Robin Olds

Main article: Robin Olds

Robin Olds was the last P-38 ace in the Eighth Air Force and the last in the ETO. Flying a P-38J, he downed five German fighters on two separate missions over France and Germany. He subsequently transitioned to P-51s to make seven more kills. After World War II, he flew F-4 Phantom IIs in Vietnam, ending his career as brigadier general with 16 kills.

Clay Tice

A P-38 piloted by Clay Tice was the first American aircraft to land in Japan after VJ-Day, when he and his wingman set down on Nitagahara because his wingman was low on fuel.

Antoine de Saint-Exupéry

Noted aviation pioneer and writer Antoine de Saint-Exupéry vanished in a F-5B-1-LO, 42-68223, c/n 2734, of Groupe de Chasse II/33, out of Borgo-Porreta, Bastia, Corsica, a reconnaissance variant of the P-38, while on a flight over the Mediterranean, from Corsica to mainland France, on 31 July 1944. His health, both physical and mental (he was said to be intermittently subject to depression), had been deteriorating and there had been talk of taking him off flight status. There have been suggestions (although no proof to date) that this was a suicide rather than an aircraft failure or combat loss. In 2000, a French scuba diver found the wreckage of a Lightning in the Mediterranean off the coast of Marseille, and it was confirmed in April 2004 as Saint-Exupéry’s F-5B. No evidence of air combat was found. In March 2008, a former Luftwaffe pilot, Horst Rippert from Jagdgruppe 200, claimed to have shot down Saint-Exupéry.

Adrian Warburton

The RAF’s legendary photo-recon "ace", Wing Commander Adrian Warburton DSO DFC, was the pilot of a Lockheed P-38 borrowed from the USAAF that took off on 12 April 1944 to photograph targets in Germany. W/C Warburton failed to arrive at the rendezvous point and was never seen again. In 2003, his remains were recovered in Germany from his wrecked USAAF P-38 Lightning.

Auto Parts Mould Comprises Of Sophisticated Thermoplastic Choices

Auto Parts Mould Comprises Of Sophisticated Thermoplastic Choices

Klarm Mould
plastic auto parts mould
by DVS1mn

The primary aim of this article is to deal with the reliable auto parts mould services. It can also deal with the sophisticated thermoplastic alternatives.

The molding method is a significant procedure, related with auto components, mostly. Also defined as compression molding, it can be defined as a heated and open mold cavity. Right here, the molten material is placed in that compressed area, and external stress is used in order to get the essential shape. In case, you are hunting for the greatest auto components this molding method can act as the significant way of availing sturdy goods. These are not only great to look at, but can final for longer span of time.

Molding larger spare components
The significant objective of compressed molding is that you can effortlessly mold each small and big parts, utilised for your vehicle manufacturing unit. Some reliable on the internet firms are going to offer you special discounts on these auto parts, which are available separately. Compression molding can also be stated as a high pressurized and higher volume technique, which is appropriate for any molding complexities. Moreover, these are related with high strength and fiberglass reinforcements. On the other hand, you can also appear for advanced thermoplastic options, for rising the sturdy rate of the auto parts.

Far more on the history
If you commence seeking backward, you will come to see that compression molding method was employed in order to manufacture different varieties of composite auto components mould, for metal replacement. This technique is utilized for manufacturing larger flat places or curved and moderate components. From larger flats to smaller intricate components, there are loads of choices accessible, in this section. The supplies, which are molded in this segment, are positioned inside the cavity and the related heated plates are closed, with the assist of a hydraulic ram.

Focusing on the differences
The reliable auto components are molded beneath two significant tactics, and these are SMC and BMC. With the support of applied pressure and heat, you can very easily mold the goods in the required shape and with the support of cuing reactions. In this segment of SMC, the material is reduce and conforms to the molding surface. Later, the molded region is cooled, and an additional component will be removed. You want to be conscious of the ideal plastic mould factory, which can act in your favor. For that, make confident to check out the credentials of the organizations, first.

Focusing towards loading approach
Supplies, which are to be loaded inside the mold, can be either formed in the shape of the sheet or as pellets. The mold can also be loaded from the reputable plasticizing extruder, for your use. The raw supplies are going to be heated in high melting point, then lastly formed and lastly cooled. In case, you can distribute the feed components in an even manner, the flow orientation will be less, to conform on the surface regions.

This write-up is written by Jacob Williams on behalf of HQMOULD. His understanding in plastic moulding industry has observed him contribute to and write several articles on topics like Plastic Pallet Mould, Custom Plastic Injection Molding, and plastic mould factory and Auto Components Mould etc.
Cool Auto Exterior Mould Maker pictures

Cool Auto Exterior Mould Maker pictures

Klarm Mould

A couple of nice auto exterior mould maker photos I discovered:

Bazile (30)
auto exterior mould maker
Image by Douglas R Witt
Now that Bazile is back in one piece, it’s time to do a tiny added operate in the back of the mask. The pictures in this collection have taken spot over the last three day… this is a time of waiting and working sections… it requires time for the mask to settle and dry, this operate demands to be accomplished somewhat gradually if you are to get a mask that isn’t warped out of shape. There are a couple of items that I do to hold it from deforming.

I use the original armature in this case it is a plaster life cast of my teacher/actor friend Sean Daly. I place the mask back over the plaster armature to make certain it will not warp out of face shape.

I have discovered that Papier-mâching the inside of a mask should be completed in stages… begin with the middle attributes like the eyes nose and mouth… than Papier-mâché outward. Leave the rim of the mask as the final factor to mâché … this can be rapidly or slow… based how massive the mask is and how considerably interior work wants to be done… Bazile mask is nevertheless drying 72 hours later. It’s just starting to harden…

The purpose it’s taken this long is due to the fact of two factors. It is been raining a lot right here and it is created the apartment far more humid than standard, the other and the primary purpose is due to the fact I employed a TP Paste (the white stuff) to fill some of the huge damaging spaces like the nose, around the eyes, ears and bottom lip. The white stuff that you are searching at is a mixture of all-objective white glue and shredded bathroom tissue.

I use this TP Paste to fill in a few areas of the mask that I really feel require some protection from put on and tear just in case it gets bumped whilst becoming utilized on stage. After I have utilised the TP Paste to fill in the places of the mask I want to straighten I will leave it to dry for six hours or more.

Warning: this mixture need to be employed sparingly due to the fact it takes a lengthy whilst to dry, also if you use a ton of it will make the mask heavier difficult to wear.

Even although I didn’t use really considerably of this Paste it will take three days plus to completely dry. I don’t use it quite often, but it is truly a great thing to us to fill gaps. It’s like a mask maker’s auto body filler to smooth some uneven exterior lumps and it strengthens the mask, I felt this mask want it and what a excellent likelihood to show you 🙂 super mask generating secretes

I do one more six layers of Papier-mâché in the back of the masks. This will bulk up the mask a bit and give it some added stability for frequent use on stage or using as a teaching mask. In these photographs the 1st point I did was use the TP fill and then let it sit to settle and dry in front of a fan for 16 hours. Then I cut out the ear holes, nostrils and trimmed the rim of the mask. After I am happy with the timing I Papier-mâché six layers on the interior of the mask starting with the middle functions in the mask and worked my way outward. I did the eye, ears, nose, chin and cheek area. Then I let it settles in front of the fan for one more 8 hours. When it was dry I completed the brows and forehead and Papier-mâché the rim of the mas with smaller sized ribbons of paper, this will seal the mask completely and hold it from possibly chipping for flaking apart from you’re face sweat and warm breath from typical use… it also makes it appear nice.

After all six layers of mâché are finish… put in front of the fan once again and let it sit and dry again for at least eight hours… there has been a lot of new operate completed on the mask and you will notice that it will be heavier… there is due to a lot of water added to the mask and it requirements to dry out and settle… put it on the armature base you sculpted the mask on and leave it sit for a day or overnight.

Now that the mask is dry… it is time to add the fabric elastic head band, you can us any sort of head band suits your fancy or what ever turns you on… String, Ribbon, leather, Fabric elastic, etc… the way to attach them is basically the very same although my strategy is not the only way… and you are welcome to explore other people.
For Bazile mask I am making use of a half inch black fabric elastic, you can choose it up at any location that sells fabric. I use black simply because it disappears on stage and it never appears dirty. I start off by measuring a length of fabric elastic from temple to temple. Coming around the crown of the back of the head and sitting behind the ears like a pair of sunglasses. I pull the elastic just a tiny snug (NOT TIGHT) you want the mask to match a snuggly on your face… in the next set of photographs I will be showing how to add foam rubber to the interior of the mask so it will sit comfortable on the face.

After I have measured out my length of elastic set it aside and get a marker, place the mask on your face and find your temples on the inside of the mask. When you have marked exactly where the elastic is going to go, use a tiny dab of hot glue and glue the elastic in… and attempt the mask on. This might take a handful of tries so use a little hot glue till you locate a comfortable fit. The mask may sit on your face a bit uncomfortable… it might be pressing into the corners of your eyes of sitting quite snuggly to your face… that’s ok because that’s what the foam rubber is for.

The discomfort will show you exactly where to place the foam… ha ha ha!

When the mask fits snuggly it is time to use a small more hot glue to anchor the fabric elastic into the mask, attempt to make the glue as flat as attainable utilizing the tip of the hot gun so that you’re not obtaining poked in the temples by hot glue lumps. Then Papier-mâché three more layers of paper more than and about the fabric elastic and set the mask in front of a fan to dry for another six hours or so… it’s crucial to give the mask lots of drying time. The next methods are the sealing and painting and you want a good dry mask to function on.

Particular person artist note to newbie mask makers:
The back of the mask is just as critical as the front of the mask. Most folks believe it ends with taking the mask off the mold. But if you commit a couple of further hours detailing and finishing the back of the mask you are going to have a mask that will final longer and take a beating or hang on a wall with out deforming over time.

It is important to also reinforce the back and fill in some of the damaging spaces… and add ventilation holes like nostrils and often a small mouth slit. This will aid the actor from overheating and reduce down on sweating behind the mask. Some masks will fit really close to the face and subsequently create a vacuum effect that is like placing a plastic bag more than your face. The capacity to breath very easily out of the mask is crucial it will aid the actor overlook there wearing a mask, also if all you have are eyeholes as venation entrance and exit the flow of air will dry out the performer’s eyes.

Please listen to this music although viewing this set of pictures
youtu.be/9HtHEgINHO0