Everyone's Articles - Dieselpunks

S.A.M. #47: Macchi Fighting Boats

2012-05-26T11:00:00.000Z

What's so special about Macchi? Not only their Schneider Trophy fame and world's speed records but also a large family of flying boat fighters and light bombers.

The first successful indigenous type, the Macchi Type L general-purpose flying boat (1915), was a direct copy of a captured Lohner Type L, made at the express request of the Italian authorities. Some batches of the aircraft introduced a semi-enclosed cabin for the crew or a different, rounded fin and rudder, but all were essentially similar to their Austrian originals.

An Isotta-Fraschini V4B substituted for the Austro-Daimler of the captured machine. Bombs, depth charges, and 6.5-mm Revelli machine guns were the usual armament. But many carried a 25-mm, quick-firing Revelli cannon instead, often supplemented by a twin-barreled, 9-mm Vilar-Perosa submachine gun.

The company had learnt about flying boat design from copying an Austrian flying boat to produce the Macchi L.1 and improving it to produce the L.2 (above). The result was the L.3 (below), which was renamed the M.3 in 1917 to recognize the change in design from Lohner influenced to a Macchi design.

Only the unequal-span biplane wings were inherited from the L.2 a new and refined hull and strut-mounted tailplane were designed. Powered by a single Isotta-Fraschini engine strut mounted between the two wings and driving a pusher propeller. It was armed with a single machine gun on a trainable mounting and could also carry four light bombs. In 1916, one aircraft gained the world altitude record for a seaplane when it climbed to 5,400 m (17,700 ft) in 41 minutes.

By combining its experience reverse engineering the Lohner with that gained from license manufacturer of Nieuport scouts, Macchi went on to produce the most successful flying boat fighter of all time, the Macchi M.5. This combined the L’s Lohner-like hull and Isotta-Fraschini V4B engine (V6B in late-production machines) with the graceful sesquiplane wings of a Nieuport 17. The resulting boat was fast (117 mph) and maneuverable enough to fight landplanes on almost equal terms. Early models were armed with the unreliable, 6.5-mm FIAT-Revelli machine gun, but later aircraft substituted a pair of Vickers guns.

The production aircraft was designated the M.5 and like the prototypes were powered by a single V.4B engine in pusher configuration. Deliveries soon commenced in the summer of 1917 to the Aviazone per la Regia Marina (Italian Navy Aviation). Late production aircraft had a more powerful Isotta-Fraschini V.6 engine and redesigned wingtip floats, they were designated M.5 mod. Macchi produced 200 aircraft and another 44 were built by Societa Aeronautica Italiana.

The M.5 was operated by five Italian maritime patrol squadrons as a fighter and convoy escort, and some were embarked on the Giuseppe Miraglia. Towards the end of World War I, the aircraft were flown by both United States Navy and United States Marine Corps airmen. Ensign Charles Hammann won the first Medal of Honor awarded to a United States naval aviator in an M.5.

In 1918, M.5s were starting to be replaced by the Macchi M.7 (above), which standardized on the more powerful V6B engine and introduced a new wing cellule. The M.7 was similar to the earlier M.5 but had a modified hull and was powered by a Isotta-Fraschini V.6 engine. Due to the end of World War I, only 17 aircraft were delivered to the Italian Navy. In 1919, two each were sold to Argentina and Sweden (shown below), and in 1921, Brazil bought three.

In 1920, Tonini designed the M.7bis a racing version of the M.7 for the Schneider Trophy. The M.7bis had a lighter structure and reduced-span wings. Five M.7s entered the 1921 competition at Venice, which was won by Giovanni di Briganti flying the M.7bis. At the 1922 competition at Naples, the M.7bis came in fourth.

Artwork by Lejon Astray

In 1923, a revised variant of the M.7, the M.7ter appeared. This had a redesigned hull, revised wing configuration and a new tail unit. Three different versions of the M.7ter were built, including the M.7ter AR, which had folding wings to allow them to operate from the seaplane-carrier Giuseppe Miraglia. In 1924, six Italian naval squadrons were equipped with the M.7ter and over 100 were built. The aircraft was also used as late as 1940 by civilian flying schools.

The M.8 (above) was similar to earlier flying boat designs from the company but introduced a new rigid wing bracing (or interplane struts). The hull was improved from earlier designs and the tail unit was similar to that developed for the M.7. It was a biplane flying boat with the pilot and co-pilot in a side-by-side open cockpit with a further open cockpit forward of them for an observer. The third cockpit was fitted with machine gun ring and there was access inside the hull between the cockpits. The M.8 was powered by a single Isotta-Fraschini V.4B pusher engine mounted below the upper wing. A total of 57 aircraft were built between 1917 and 1918 and were used for coastal reconnaissance and to attack enemy submarines.

The Macchi M.9 was a flying boat bomber produced in Italy close to the end of World War I, and shortly afterwards.[1] It was a conventional design for its day, with unstaggered biplane wings of unequal span and a single engine mounted pusher-fashion on struts in the interplane gap, close to the underside of the top wing. The pilot and observer sat side-by-side in an open cockpit. While earlier Macchi flying boats had conventional interplane struts, the M.9 introduced the Warren truss-style struts that would become characteristic of this manufacturer's designs.

Around 16 examples were delivered to the Italian Navy prior to the Armistice, and around another 14 were assembled after the end of hostilities. A small number of postwar aircraft were built with four seats under the designation M.9bis and were used in Switzerland for carrying passengers and mail.

The Macchi M.18 (above) was a flying boat produced in Italy in the early 1920s. Originally planned as a passenger aircraft, it entered production as a bomber before eventually being offered on the civil market that it was originally intended for. A conventional design for World War I, it was a biplane flying boat with unstaggered wings of unequal span braced by Warren truss-style struts. The engine was mounted pusher-fashion in the interplane gap, and the pilot and observer sat in side-by-side open cockpits. An open position was provided in the bow for a gunner.

In addition to the standard military version, a version with folding wings was produced for shipboard use as the M.18AR. This equipped the Italian Navy's seaplane tender Giuseppe Miraglia and the Spanish Navy's Dédalo. The latter service used the type in action against Moroccan rebels. Six of the 20 machines purchased by Spain remained in service at the outbreak of the Spanish Civil War and were used to attack Nationalist forces on Majorca as well as flying reconnaissance patrols. Portugal also operated the type, buying eight examples in 1928.

The Paraguayan government bought two Macchi M.18 A.R. in the late 1932 for the Naval Aviation. They received the serials R.3 and R.5 and were intensively used in the Chaco War (1932-1935). Both fulfilled many reconnaissance and bombing missions in the North Front during the war. The first aerial night bombing was done by R.5 on December 22, 1934. R.3 was destroyed in an accident at the end of the war and R.5 was in service until the mid-1940s.

Three civil versions (70 airframes total) were eventually produced.

The Macchi M.24, originally intended as a bomber, it was eventually produced for civilian use as well. The M.24 resembled a scaled-up version of earlier Macchi flying boat bombers such as the M.9 and M.18, sharing their biplane configuration and Warren truss-style interplane struts.

However, while these earlier aircraft were single-engine types, the M.24 had twin engines mounted in a tractor-pusher pair on struts in the interplane gap. Also like the M.18, it featured an open position in the bow for a gunner, but added a second such position amidships as well.

Two M.24s made a demonstration flight in 1925 from Macchi's home on Lake Varese, crossing the Alps to Amsterdam, Copenhagen, Stockholm, Leningrad and home again. This feat was followed by torpedo-launching experiments. The M.24 saw extensive use with the Italian Navy, and several were purchased by the Spanish Navy.

A civil version with equal-span wings was developed in 1927 as the M.24bis. This featured an enclosed cabin within the forward hull that could seat eight passengers.

Aero Espresso flew these on its Brindisi-Athens-Constantinople route, and SITA operated them on routes in the Mediterranean as well.

In 1924, the Regia Marina (Italian Royal Navy) issued a requirement for a replacement for its Macchi M.7ter flying boat fighter. To compete with the SIAI S.58 for a production order as the replacement, Macchi company designer Mario Castoldi (1888-1968) developed the M.26. It was a wooden, single-seat, single-bay biplane armed with two fixed, forward-firing 7.7-millimeter (0.303-inch) Vickers machine guns. It had plywood and fabric skinning, and its wings were of equal span and unstaggered. The M.26's engine, a 221-kilowatt (296-brake horsepower) Hispano-Suiza HS 42 V8 driving a pusher propeller, was mounted on struts above the hull and below the upper wing. For an aircraft of its type, its aerodynamic design was very clean.

The M.26 was completed in 1924 and made its first flight that year, demonstrating good performance. Macchi built two prototypes, but the Regia Marina opted to save money by re-engining the Macchi M.7ter to extend its service life rather than purchase a new aircraft, and Macchi received no production order for the M.26. However, a few years later Macchi based the design of its M.41 fighter on that of the M.26.

The M.41 was a wooden, single-seat, single-bay biplane armed with two fixed, forward-firing 7.7-millimeter (0.303-inch) machine guns. It had plywood and fabric skinning, and its wings were of equal span and unstaggered. Its engine, a 313-kilowatt (420-horsepower) Fiat A.20 driving a pusher propeller, was mounted on struts above the hull and below the upper wing, and the aircraft was fitted with an oblique frontal radiator. Like the M.26, it was of very clean aerodynamic design for an aircraft of its type.

In the 1927 contest, the M.41 prototype competed against the SIAI S.58bis. Macchi received no production order for the M.41 and built only the first prototype. Although plans were made for SIAI to produce 97 S.58bis aircraft, these fell through when the Regia Marina decided to save money by re-engining the M.7ter rather than procure any new replacement aircraft in 1927.

In 1929, the Regia Marina again organized a contest for an M.7 ter replacement. Macchi produced a new version of the M.41, dubbed the M.41 bis, which differed from the M.41 chiefly in having a vertical radiator. It perfomed better the SIAI S.58ter in the contest, and this time Macchi was awarded a contract to produce 41 M.41 bis aircraft.

Macchi delivered all 41 M.41 bis aircraft, which began to enter service in 1930. They operated in two squadriglie of the 88° Gruppo Autonomo Caccia Marittima, and remained in front-line service until replaced in 1938 by the IMAM Ro.44 floatplane fighter.

Sources: Robert Craig Johnson @ worldatwar.net, William Ira Boucher @ wwiaviation.com, Wikipedia

Cap'n's Cabaret #29: Honolulu Luau!

2012-05-26T02:27:46.000Z

Aloha! Hail and welcome to the paradise isle of the Pacific, the home of King Kamehameha and birthplace of Hula, Surfing, and Luau! Yes, beautiful Honolulu, Hawaii, land of rainbows and pineapples, a string of emeralds in the middle of the mighty Pacific!

It's been so much fun I swear we must have lost three weeks along the way!

Sure, I know tensions with Japan have been high with the war in China, but one need merely look out at the mighty battleships in Pearl Harbor to know you're in the safest place on earth! All the better to relax and enjoy the show.

And talk about a show tonight: it's a night of exciting dueling arts as Tiki masters Don Beach and "Trader" Vic Bergeron vie for the best Mai Tai while three masters of that native stringed instrument the Ukulele vie for the best in that craft.

Up first in the "Dueling Ukulele" competition is Cliff "Ukelele Ike" Edwards, who has wowed audiences on the continent with his mastery of the little strings. Here he reminds us "It's Only a Paper Room" after all:

And now his friendly rival, the great Roy Smeck, showing why he's known as "the wizard of the strings" and a living legend of the Ukul...wait, is he grabbing a guitar?! Yes, and playing "Little Grass Shack", Hawaiian slide-guitar style! Talk about magic fingers! We'll let this one slide, folks.

Finally, it's only right that the local boys get a shot, so introducing local native Hawaiian legend, Tau Moe singing "Rhythm of the Island".

Well...too close to call, folks! How about a roaring round of applause for Cliff, Roy, and Tau!

And now...Mai Tais! It's a drink that manages to capture all that is great about the Pacific Islands in liquid form. And this duel is a little more personal, yet another disputed claim between Don the Beachcomber and Trader Vic, this time over who can lay claim to the Mai Tai cocktail itself. We can't guess who came first (both make that claim), but we invite our guests to try one of each in this head-to-head Mai Tai competion! Try one of each and tell us what you think:

First up to bat, Trader Vic:

The Original Trader Vic Mai Tai

2 oz of white Rum
Add juice from one fresh lime
1/2 oz Orange Curaçao
1/4 oz Trader Vic's Rock Candy Syrup
1/2 oz French Garnier Orgeat Syrup

Shake vigorouslyover crushed ice and strain into a highball glass. Add a sprig of fresh mint

Next, Don Beach:

Don the Beachcomber Mai Tai

2 oz (or 1/4 cup) water
3/4 oz or 1-1/2 tablespoons fresh lime juice
1 oz or 2 tablespoons fresh grapefruit juice
1 oz or 2 tablespoons sugar syrup
1 oz or 2 tablespoons dark rum
1-1/2 oz or 3 tablespoons golden rum
1/2 oz or 1 tablespoon Cointreau or triple Sec
1/4 oz or 1/2 tablespoon Falernum syrup
2 dashes or scant 1/2 teaspoon Angostura bitters
1 dash or scant 1/4 teaspoon Pernod or other anisette-flavored pastis

Shake all the ingredients in a shaker with ice and strain into a tall highball glass filled with crushed ice. Garnish with fruits and serve with a straw.

Cocktails courtesy of http://en.wikibooks.org/wiki/Bartending/Cocktails/Mai_Tai

Aloha!! And remember to get back on board the China Clipper for a luxurious flight all the way to Shanghai, China!

dieselpunkindustries.com labor day weekend preview

2012-05-25T20:00:00.000Z

All,

Back in 2005 I created archiveclassicmovies.com to post my old movies. Since that time I've added almost 500 old movies, serials, shorts, and cartoons. With that much content it's been difficult to update, and poor ACM has really been neglected the past couple of years. I've finally developed a CMS that will let me more easily update my content, so I'm going to retire ACM, which will become dieselpunkindustries.com.

Currently the preview of dielsepunkindustries.com has 254 movies, three radio series, and one Flash Gordon 12 episode movie serial. I will also be adding comic books, pulp novels, and radio shows. My radio show library consists of 11,000 episodes which translates to 4 months of continuous listening.

The preview will be up through labor day weekend. If you would like to take a look and give me some feedback. I'd really appreciate it. I'll then take your feedback, take down the site retool it as needed then relaunch. I'm looking for criticism here, so bring it on.

What works on the site:
Only the Main Menu button in the upper right, Home, Radio, Serials, and Radio buttons work. The listen live doesn’t work on anything yet except Safari. Don’t blame me for that. If all the other browsers HTML5 audio tag refuses to work with live audio feeds that’s not my fault. I will make it work eventually.

This should work on most browsers I'm pretty sure it won't work on Internet Explorer 6-8. on 9 I haven't really checked yet.

For iPad users:
The site has been optimized for the iPad if you do the "Add to Home Screen" thing it will make a nice icon on your home screen.

http://www.dieselpunkindustries.com

Thanks for you help,

Scott

The Devil's Hour

2012-05-25T14:56:53.000Z

From my own personal collection of Noir films that never were but could have been, again, and even if the inspiration for this one is a little late to qualify for Dieselpunk, strictly speaking, I would like to dedicate it to Mister Pilsner Panther who enjoys Noir pictures.

Lord K's Garage #140: The Midget

2012-05-25T11:30:00.000Z

The Garage is proud to present: the MG T-Series!

The MG TA Midget appeared in the spring of 1936 as a replacement for the MG PB. It featured many components borrowed from Morris. Channel sections replaced the tubular cross-members making the vehicles ride more comfortable. The suspension was provided by leaf springs and beam-axle in the front and rear. The brakes were hydraulically operated drums, a first for MG. The body shell was assembled around the MG traditional way of using a wooden frame. All this added up to a total weight of 1,765 pounds.

MG TA (Photo by robertknight16 @ Flickr)

A 1292 cc, overhead-valve, pushrod, four-cylinder engine was placed in the front and powered the rear wheels. Outfitted with dual horizontal SU carburetors, the engine produced 50 horsepower. The four-speed manual gearbox was synchromesh, another first for MG.

MG TA engine (Photo by Austin7nut @ Flickr)

When first introduced, the two-seater vehicle could be purchased in open and closed configuration. Later, the open coupe, referred to as an Airline Coupe, was replaced with a Drophead style. The Drophead used a soft-top that could open and close depending on the driver and the weather conditions.

MG TA Coupe (Photo by Zappadong @ Flickr)

In 1939, MG introduced its latest vehicle, the TB Midget. It was basically the same as the TA, but was equipped with a larger, 1250cc, engine. The four-cylinder over-head valve, XPAG power plant was borrowed from the new Morris 10. It produced 45 horsepower and was much more reliable than its predecessor. When the war began, production ceased. MG shifted its focus to creating equipment for military purposes.

MG TB (Photo by Zappadong @ Flickr)

At the end of the War, MG introduced the TC Midget. This was essentially a TB with very few modifications. The chassis was modified with rubber bush shackles in place of the sliding trunnion spring mountings. The transmission was the single-plate dry clutch and four-speed synchromesh unit. The engine was the XPAG 1250 cc pushrod engine. It was essential a TB offered in one body style, an open two-seater.

MG TC (via aldenjewell @ Flickr)

Even though the TC was a rebirth of an old model and used outdated mechanical equipments but modern interior, the TC Midget was very successful. During its four year production run, lasting from 1945 through 1949, more than 10,000 TC's were created.

MG TC (Photo by Jack_Snell @ Flickr)

In 1949, the TC was replaced by the TD Midget. It visually appeared like the previous Midgets, but was very different in mechanical ways. With a new chassis, it was sturdier and provided a comfortable ride. An independent suspension with double wishbones and coil springs were placed in the front. The vehicle was left-hand drive. The engine and transmission were identical to the TC. To comply with newly developed safety concerns and regulations, bumpers were placed on the front and in the rear.

MG TD ad (via aldenjewell @ Flickr)

A Mark II version used a more powerful version of the XPAG engine. With larger carburetors and higher compression ratio, the vehicle produced 57 horsepower. The suspension was modified and the interior received bucket seats.

MG TD Mark II (Photo by Pat Durkin - Orange County, CA @ Flickr)

During its four-year production run, the TD experienced even more success than its predecessor. Just like the TC, many of the TD Midgets were exported to the United States.

MG TF (Photo by alvial111 @ Flickr)

In 1953, the TD II was updated and dubbed the TF. It was given a 1466 cc engine. Production continued through 1955 when it was replaced by the MGA.

MG TF, US-specs (Photo by Pat Durkin - Orange County, CA @ Flickr)

Prior to World War II, the future of the company was unknown. Thanks to the success of the TA, the road was paved for MG to continue their prosperous status after the War. The models that followed brought modifications both visually and mechanically. The T-Series, lasting from 1936 through 1955, was a simple and reliable two-seater sports car that was fun to drive.

MG TF 1500 (Photo by robertknight16 @ Flickr)

Source: Daniel Vaughan (Conceptcarz.com, Mar 2006)

Headline photo by classic vehicles @ Flickr (beware of erroneous caption!)

Dieselpunk? You decide.

2012-05-24T13:00:00.000Z

So, I make LAMPS in my part time around my 'normal' gigs I work on. I have an infinity towards pre WW2 speed. I recently learned about what Dieselpunk is from a friend who explained a few things and differences of Steampunk. I don't know if it's of any interest or not for the folks here, but I kept hearing people refer to them as Dieselpunk or even Steampunk. I really just call them LAMPS.

Nonfacebook looksee: http://www.dieselpunks.org/photo/albums/carbelecticco

Brick Magazine from Argentina

2012-05-23T18:00:00.000Z

Magazines come in two basic types, single or double stack, meaning rounds are stacked in a single row or slightly staggered, doubling capacity and creating wider magazine. This is model has been standared for pistols, submachine guns and rifles for 70+ years, with the occasional "stick magazine" aberration.

In 1938 however, Argentina decided 20 rounds of pistol caliber ammunition was not good enough. Weapons designers started building a 9mm Parabellum and .45 ACP chambered direct blowback SMG with a ultra-high capacity magazine in an all aluminum receiver.

The Hafdasa C-series was a submachine gun that could go from rifle to concealable compact SMG. The C-2 was the tank-crew variant that completely removed the stock, followed by the C-4 (below) an all aluminum weapon for paratroopers with a folding stock or fixed and the Z-4 (above) with its monolithic fixed stock.

The choice of aluminim receiver saved weight in a gun that could become very heavy when loaded with its hefty magazines.

The C-series of submachine guns had mammoth magazines holding 50 9mm rounds or 40 .45 ACP rounds. These magazines were two magazines encased in a single sheath that fed into the narrow receiver of the submachine gun. There were no reports of feed issues with this piggyback feed arrangement.

Another design quirk of the Hafdasa C-series was the large spring loaded flap-style magazine well cover that protected the receiver from collecting debris in the field. The alumnium body of the Cseries also departed in a single color, choosing paint schemes of green, black and brown, another common sight on modern battlefield weapons.

The New Great Gatsby Movie Trailer

2012-05-23T04:00:00.000Z

I don't know how good it's going to be but from seeing the visuals I have to say HOLY CRAP!!! If nothing else the movie looks beautiful.

http://trailers.apple.com/trailers/wb/thegreatgatsby/

Two Fisted Tuesdays with The Shadow - Murder in E Flat

2012-05-22T18:30:00.000Z

Who knows what evil lurks in the hearts of men? The Shadow knows!

Since hitting the airwaves in August 1930 as part of the "Detective Story" radio show, The Shadow has become one of the most beloved heroes in pulp history. On Two-Fisted Tuesdays, we'll follow the adventures of The Shadowas he battles a rogues gallery of crooks and villains from around the world.

Click on the link below to download this old time radio broadcast in MP3 format.

This week's episode is...

The Shadow - Murder in E Flat starring Orson Welles (originally broadcast on December 4, 1938).

Special thanks to John Picha for collecting all of the classic Shadow covers for us!

Miskatonic Monday - The Doom That Came To Atlantic City and an invitation to Skirmisher's 10th Anniversary Party

2012-05-21T17:00:00.000Z

Lights out, everybody.

On Miskatonic Mondays, we celebrate the "weird" fiction of HP Lovecraft and the genre of otherworldly horror it spawned.

I’m still playing catch up from Saturday’s presentation at the Steampunk World’s Fair, but I have two awesome bits of Mythos news I need to share today. The first is the Kickstarter effort for a new board game that mixes Cthulhu and the Great Old Ones. The goal of the game is to rise from the eternal depths and destroy Atlantic City, which I’m sure we’ll never get to see on Boardwalk Empire.

From the press release...

The Doom That Came To Atlantic City
A light-hearted game of urban destruction

Once people came to Atlantic City to seek their fortune, to construct fine hotels and establish powerful monopolies. But you’re not here to build, you’ve come to destroy!

You’re one of the Great Old Ones – beings of ancient and eldritch power. Cosmic forces have held you at bay for untold aeons, but at last the stars are right and your maniacal cult has called you to this benighted place. Once you regain your full powers, you will unleash your Doom upon the world!

There’s only one problem: you’re not alone. The other Great Old Ones are here as well, and your rivals are determined to steal your cultists and snatch victory from your flabby claws! It’s a race to the ultimate finish as you crush houses, smash holes in reality, and fight to call down The Doom That Came To Atlantic City!

The Architects of Your Doom...

The Doom is a labor of love and terror from three exceptional talents. It is the brainchild of artist Lee Moyer (Mythos, Game of Thrones, 13th Age), inspired by his love of the Cthulhu Mythos and disdain for a certain board game that shall not be named. Game designer Keith Baker (Gloom, Eberron, Lego Universe, DC Universe, Everquest II) is best known for the Origins Award winning card game Gloom, and he brings the same dark sense of humor to the devastation of Atlantic City.

Keith and Lee have enlisted the help of their friend Paul Komoda to design some of the more eldritch visual elements of the game. His talents can be seen on-screen in the prequel to John Carpenter's The Thing, I Am Legend, and Cabin In The Woods. He brings that vision and long association with HR Giger to his designs of the Great Old Ones.

Sound like fun?

Place your pre-order at > http://www.kickstarter.com/projects/forkingpath/the-doom-that-came-to-atlantic-city

- - -

Skirmisher's 10th Anniversary Party

Skirmisher Publishing, the company in charge of the Cthulhu Live RPG, will be celebrating its 10 years as a pillar of the gaming industry at the Comicpalooza fan convention on Houston over Memorial Day Weekend, May 25-27! As a fan of our venture, we would like to invite you to attend our 10th anniversary party. If you are going to be in the area, whether or not you are attending the convention, we very much hope you will be able to join us for an event that will include games, giveaways, and fun for all.

Skirmisher's 10th anniversary party is being held Saturday, May 26^th at 7:00pm at the Hilton Americas, 1600 Lamar, Houston, adjacent to the George R. Brown Convention Center. We do not yet have the number of our hospitality suite at the hotel but will make it available at our booth in the Comicpalooza exhibit hall and will email it to anyone who RSVPs to this invitation at webmaster@skirmisher.com.

Sunday Streamline #65: Seaboard Pacifics

2012-05-20T10:30:00.000Z

If you think this column has run out of steam locomotives, you're totally wrong. We still have got a whole st(r)eamliner fleet at our shed. And today, after four diesels in a row, it's time to pay a tribute to the forgotten Seabord Air Line locos. The railroad's name is deceptive, suggesting aeroplanes, airports, etc. Actually, SAL had (almost) nothing to do with aviation, their name meaning the shortest distance between two points. When they tried to enter the air transport business in 1940 they were prohibited to do so for the sake of federal anti-trust policy.

Of all SAL trains, two earned all-American fame: Orange Blossom Special and  Silver Comet. Both were hauled by GE diesel-electric streamliners. Much less is known about SAL Class P steam engines. Built since 1911, they were definitely not the last word of technology in 1930s. Some were streamlined, but an elegant Commodore Vanderbilt-like shrouding didn't make them famous. The caption for this photo from my Flickr friend  TPavluvcik's collection reads: "... a SAL passenger train, led by one of the streamlined 4-6-2 class P steam locomotives, waiting to depart the downtown St. Petersburg depot next to Webb's City in December of 1941. These locomotives hauled passenger trains between Wildwood, Florida and St. Petersburg. At Wildwood, northbound cars were combined with a Miami section to continue the journey to New York City, and southbound cars were retrieved to continue their journey to St. Petersburg. This is almost certainly a G.W. Pettengill, Jr. image. "

TPavluvcik also invites to take a look at a non-streamlined Class P2 locomotive photographed in the late 1930s next to the Webb's drug store in St. Petersburg:

The Class P specs (incl. two sub-classes), brought to us by Steve Llanso, are published on steamlocomotive.com. Oddly enough, this otherwise excellent source doesn't list SAL P's on its streamliners roster. Unfortunately, I could not find when exactly the three locos (of 25 total) underwent the fashionable transformation.

Speaking about obscurity: the P's are easy to overlook but there's something even easier. If I knew about Seaboard Air Line streamliners since 2007 (thanks to ever-useful Skyrocket webpage), this diminutive version of the Burlington Zephyr came as a complete surprise:

Only yesterday, hungry for extra info, I came across a photograph of the Tallahassee Flyer, a streamline doodlebug (i.e. a railcar powered by an automotive petrol engine) used by SAL since 1936. Its service span was short and ended in 1940 after a tragic accident. You can read about it here.

Back to Class P. One more photo from TPavluvcik's photostream:

Another streamline Pacific, photographed in 1943 near Webb's City. And another quote: "By 1943, when Seaboard streamlined Pacific locomotives stopped between St. Petersburg’s SAL depot and the Webb’s City drug store building, the War had suspended tourist travel to Florida. The area was transformed by numerous military training camps, and the trains were busy carrying thousands of soldiers to and from the city. "

We know that the last SAL Pacific was phased out of service in 1951. Was it streamlined? Or maybe the three Seaboard locos were stripped of their beautiful shroudings in 1940s? Hope to find answers soon.

Sources: loco.skyrocket.de, TPavluvcik @ Flickr (photos 1, 2, 3, 4, 6)

S.A.M. #46: Bristol Racer

2012-05-19T10:30:00.000Z

This will be a short one. Meet a Bristol monoplane built in 1922 but looking a good ten years "younger".

Wilfrid Thomas Reid designed this ship in 1921, trying to come up with a "Super Racer" to enter into the Aerial Derby of 1922. The aircraft, designated Type 72, proved to be spirally unstable because of oversensitivity of any aileron input. They were way too big and caused oscillating vibration with minimal input. The Bristol 72 was then modified with smaller ailerons to race against the French in the 1922 Deutsch de la Meurthe Cup.

Ed Coates wrote on his website:

The two Bristol Aeroplane Company images on this page illustrate the very advanced (and very ugly) experimental racer developed in 1922 to exploit the new Bristol Jupiter IV nine cylinder air cooled radial engine. Note odd open ended spinner and ducted cooling, clearly visible on the shot below. The craft featured a manually retractable undercarriage. It turns out that the wings were too flexible and hence use of the ailerons produced a reverse effect when applied. The test pilot, Captain Cyril Uwins was able to effect turns using the rudder only. Flaps were virtually unknown at this time and hence the high landing speed, coupled with other control problems persuaded Bristols to abandon the project.

Well, success it wasn't - by all means. But I can't help thinking the Bristol 72 forestalled a lot of 1930s-1940s aircraft literally "built around the engine".

Sources: Ed Coates Collection, Virtual Aircraft Museum

The Troubleshooter

2012-05-18T16:30:00.000Z

"The Troubleshooter is a blend of old and new genres that Bard Constantine coined 'dystopian noir'. Part of the developing Badlands universe, it introduces Mick Trubble, a character Bard describes as "a blend of noir detective and hard boiled antihero, blended with a generous amount of sarcasm."

The story takes place in the dystopian city of New Haven, where it rains every day, and every night the dark and desperate haunt the foggy streets. It is a melting pot of bad men and badder dames, gangsters and players. There are secrets buried in the shadows; behind sealed doors and the minds of men and women who won't hesitate to kill in order to protect them.

This is the world of Mick Trubble, who has a knack for two things: Getting neck deep in trouble, and shooting his way out of it."

Here is the cover for this latest novel by Bard Constantine I've had the privilege to design. Learn more about the literary work of the talented Bard Constantine at: http://knightvisionltd.jimdo.com/home/the-troubleshooter/

Lord K's Garage #139: Adler Rennlimousine

2012-05-18T12:30:00.000Z

The only 1.5-liter Adler to race at LeMans:

The Trumpf Rennlimousine was designed in 1936-1937 by an outstanding German aerodynamics expert Baron Reinhard von Koenig-Fachsenfeld (his other creations, the BMW Wendler Coupe and Volkhart Sagitta, have been featured in this column in 2010 and 2011). Using Paul Jaray patent, the Baron developed a lightweight all-enveloping low-drag body on the Adler Trumpf front wheel drive platform.

The Trumpf, a brainchild of Adlerwerke's former technical director Hans Gustav Röhr, started its life in 1932. Three years later, it provided a platform for the fantastic Spezial Monoposto racer:

But its 1937 cousin was even more fantastic. Just look at this beauty on the race track:

An alien, isn't it? Here's a short quote from the The Other Mille Miglia Coupe, an article published in the Bimmer (BMW magazine):

<...>Separate trunks, spare wheels, fenders and running boards were being subsumed into the main body shape, while radiators were disappearing behind grilles. In the latter movement, BMW had a brilliant head start with its twin kidneys, though the Munich stylists would otherwise find it a constant challenge to keep pace with rapid change.

The transformation was especially rapid in the shaping of sports racing cars. By 1937, the most advanced sports racers had all-enveloping bodywork, with smooth flanks that kept aerodynamic drag at a minimum. Two landmark designs launched this trend in 1936. The first was from Bugatti, whose open-cockpit 57G “Tank” was a major advance. It scored its first wins in 1936, won Le Mans in 1937 and again—in a new version—in 1939.

The second were made closer to home: the exotic streamlined sports racing coupes designed for Adler by aerodynamicist Reinhard von Koenig-Fachsenfeld. Von Koenig drew on the aerodynamic concepts of Paul Jaray to create the ultra-low-drag Trumpfs, not only for sale but also to compete in international sports car races.<...>

A pair of trendsetters: the Adler Rennlimousine and Bugatti 57G at LeMans

Another quote, this time from the The Auto Collections & Collectibles magazine:

<...> their purpose was to capture the 2-liter crows at race courses and long distance events. Their successes at SPA and LeMans made automotive headlines and stimulated the creation of several other streamlined competition cars.

In 1938 Le Mans it was car number 33 driven by Otto Lohr and Count Paul Von Gilleaume, the car won its class and finished the race 7th overall.

There's at least one more name that should be mentioned: Anne-Cécile Rose Itier, one of the few racing world's Grand Dames. In 1937, she entered the Le Mans 24-hour race together with Fritz "Huschke" von Hanstein, nicknamed "the racing Baron".

They failed to finish. The last quote, from a fascinating thread on the AACA forum (absolutely recommended to all automotive history geeks):

I still have a letter from Fritz "Huschke" von Hanstein who raced it with Mme Anne Itier in 1937. He tells me about them being blackflagged for improper fueling and him then having to "console" Annie in her tent for hours and hours."

Technically speaking, the Adler Trumpf Rennlimousine was a two-seater coupe powered with a 55hp 1,550 cc four-cylinder petrol engine. At least four were built, each one a little different from another, three survived. Let's enjoy some pictures:

At the Paris World's Fair, 1937

... and in Berlin:

Hitting the road:

... and, again, on the race track:

Finally, stealing the show in Vegas and elsewhere:

Another noteworthy Adler, the 1937-1940 Autobahn streamliner designed by Karl Jenschke, is here.

Italy's Obscure SMG

2012-05-16T18:00:00.000Z

Despite have a long distinguished firearms heritage, Italian smallarms makers during World War II seemed to have floundered in attempts to make the next great advance in weapons designs. They came close quite often, but inevitably fell short when finding that right next generation weapon. And while other weapons makers were utilizing standard methods of operation for their rifles and submachine guns, Italian designers took an unusual route in their expertly built FNAB-43.

Only 7,000 of these 9mm Parabellum submachine guns were built during World War II and most of them confined to the Northern Italy front of 1943-1944. A folding-stock SMG, the FNAB-43 had a front pivoting magazine well to reduce the overall sihlouette of the weapon with a magazine inserted. The Italian SMG could take a 20 or 40-round magazine that would be spent at a relatively low, controlable rate of fire.

At 400 rounds per-minute, the FNAB-43 could put a steady, slow string of bullets. This rate of fire was not accplished by traditional methods of a heavy bolt or recoil springs, but rather lever-delayed blowback. The bolt assembly on the FNAB-43 had a bolt head and a small lever piece between it and the bolt body. As the bolt head recoiled slightly upon firing of the round, the lever would apply mechanical friction, slowing the rearward progress of the entire bolt assembly until it was unlocked when propellant gas levels reduced to safe levels.

A perfectly effective submachine gun, the FNAB-43 suffered from timing as Facist Italy fell war-time production staggered making the precision construction of the FNAB-43 unattainable.

Two Fisted Tuesdays with The Shadow - Death is Blind

2012-05-15T16:00:00.000Z

Who knows what evil lurks in the hearts of men? The Shadow knows!

Click on the link below to download this old time radio broadcast in MP3 format.

This week's episode is...

The Shadow - Death is Blind starring Orson Welles (originally broadcast on November 20, 1938).

Special thanks to John Picha for collecting all of the classic Shadow covers for us!

Sunday Streamline #64: From Hungary With Love

2012-05-13T10:30:00.000Z

Another European diesel-motor railcar.

Isn't it gorgeous?

Traditionally, the Hungarian State Railway, the MÁV (founded in 1868) purchased almost all of its steam locomotives from its own Machine Factory (MÁVAG). The cars, however, were produced by many private companies. These included such Hungarian firms as Weitzer in Arad (now in Romania, still producing freight cars), Rába in Gyôr (now producing only trucks and road diesel engines) and Ganz in Budapest. Some cars were bought from foreign vendors, like Ringhoffer in Prague and several Austrian manufacturers.

These car building companies tried to enter into the railcar market too. First they experimented with steam railcars, but without success. As they did not have experience with steam-engine technology, they purchased this equipment from other companies, like de Dion-Bouton (France) and Komarek (Austria). These steam engines had water-tube boilers to save weight and space. The water tube type of boiler can deliver a vast amount of steam, but it has practically no steam reservoir. The early steam railcars always suffered from steam shortage.

After experimenting with German diesel railcars from 1924, in 1927 the MÁV invited proposals for small, four-wheel railcars with internal combustion engines. All three major Hungarian car-builders participated. The winner was Ganz, mainly because they had all the technology needed. The Ganz-designed railcars were driven by a benzene (gasoline) engine. MÁV purchased a large fleet of these railcars and used them on branch lines. Entire regions were served by only these units. This was the first large scale field test of railcars in Europe, and many foreign experts visited the workshops and stations to gain information and experience about this new service.

Ganz-Jendrassik diesel engine, 1932 (Photo by Gwafton @ Wikimedia commons)

Ganz saw the engine problems and concentrated on developing a better motor. Hungary did not have a large navy, even before World War I, so Hungarian companies had no experience with diesels in submarines on which to draw. These were the basis for railroad diesel developments in most countries. A young engineer, György Jendrassik developed a new Diesel engine. This differed considerably from most foreign designs derived from submarine engines, especially as it was a high-speed (1100 RPM) engine. Most railroad Diesels at that time were slow speed Diesels, below 800RPM.

Photo by Hamster

Ganz replaced all benzene engines in the early '30s in the existing railcars and developed a fast streamlined eight-wheel railcar, the "Árpád". Its 270HP engine was mounted on the front truck. It had a hydraulically operated mechanical transmission, not a Diesel-electric drive. The maximum allowed speed was 120km/h.

The Árpád interior. Photo by Hamster

Seven of these railcars were built. MÁV used them to operate an "InterCity" service to Vienna before the war. During the war they were were used by the Hungarian military command. Six disappeared in the war; the seventh railcar (#23 Tas) was used by the highest military commander to escape from Hungary when the Russians came. It was handed over to the US Army and they returned it to Hungary in 1948. It was refurbished and is now a member of the "Nostagia" stock.

The success of the Árpád railcar in Hungary brought many orders for Ganz. Similar railcars were delivered in many countries, mostly in North Africa and South America: Argentina, Peru, Chile, Uruguay. Four units were built for the Slovak Railway in 1942 (after the war, they continued their service with the Czechoslovak State Railway as the M 283 class).

In Uruguay, the two-section version of the Árpád started service in 1938.

The units were fitted with a bar.

Beautiful blue trains served well into 1970s. Here's one, photographed at Punta del Este station in 1976.

Uruguayan DMU No. 209 in 1979, with a 1952-vintage GE locomotive.

In postwar Romania, the Árpád was built at the former Weitzer factory as the Astra Arad, to an altered design:

Astra Arad Serie 700

Astra Arad Serie 1000 two-section unit (Source: Blackrail)

In early 2000s, they were still in service (Photo: trains.hu)

Photo by Christian @ trainspo.com

* Text source: an artice by János Erô Jr.

Headline picture: Wolfgang Grafeneder @ DEF

Why I love old time radio, a short video.

2012-05-13T01:30:00.000Z

Hi all, while I was cataloging some of my radio shows I ran across an episode of the Halls of Ivy I hadn't heard before. I've posted stuff here about this show before, if you're not familiar here's a brief rundown. The show first aired in 1950 and revolved around the small college of Ivy that was presided over by it's President Dr. and Mrs. Hall. Played by Ronald Colman and his real life wife Benita. It was written by Don Quinn who was also the head writer for Fibber McGee and Molly. In the last few minutes of the 1950 January 27th, episode Dr. Hall makes a brief, less than one minute long, speech that contains some of the most eloquent writing, and acting I've ever heard. I edited out the speech and created a short animation. Hope you enjoy.

link:http://vimeo.com/video/42050626

Thanks,
Scott

S.A.M. #45: Two Boats

2012-05-12T10:30:00.000Z

In the future that never was, trans-ocean communications and sea warfare belonged (or should I say "will belong") to giant flying boats.

Here are two examples of these mighty machines, both built by Potez-CAMS, France. In 1933, Potez acquired CAMS (Chantiers Aero-Maritimes de la Seine), a company famous for its flying boats, most notably the versatile Model 37:

and larger twin-engine CAMS 55:

The first flying boat designed after the merger was less successful. Only 16 Potez 452 reconnaissance aircraft (below) were built, and the next model, the 453, never entered serial production.

The Potez-CAMS 141 (see the headline picture) was designed to meet a French Admiralty specification issued on May 10, 1935, and calling for a Long-range Maritime Reconnaissance Flying Boat to supplant the Breguet Bizerte and other types approaching obsolescence. Detailed design and construction was begun by the CAMS during the second half of 1936, and the prototype, which had been built at Sartrouville and shipped to Caudebec-en-Caux for assembly, flew for the first time on January 21, 1938.

After some twenty hours of flying, the bow side keels were raised to improve hydrodynamic performance at maximum loads, and in August 1938, the Potez-CAMS 141 was flown to St. Raphaël for official trials. After thirty-three hours flight testing at Saint Raphaël, the 930 hp Hispano-Suiza 12Y-26/27 liquid-cooled V-engines using 87 octane fuel were replaced by 970 hp Hispano-Suiza 12Y-36/37 engines using 100 octane fuel, but almost immediately the original engines were re-installed.

The Potez-CAMS 141 was, like the other flying boats built to the same specification, intended to mount a 0.98 (25 mm) cannon in the dorsal turret, although this weapon was never installed. In the spring of 1939, the prototype was christened Antarès by the French Navy, and a production order was placed for four machines, this being augmented by an additional order for a further fifteen machines shortly before the beginning of WW II.

Production of the hulls began at Le Havre, the wings being built at Meaulte. Shortly after hostilities began, unlimited production of the Potez-CAMS 141 was ordered, a delivery rate of two machines per month being scheduled to commence in June 1940.

However, on April 27, 1940, as a result of the low loss-rate of long-range flying boats, the French Admiralty requested that production be limited to 31 machines and, in the following month, reduced this to eleven machines.

The original prototype Antarès had been delivered to a new unit, Escadrille E8, forming its only flying equipment, and on November 20, 1939, it was decided to install two 0.295 in (7.5 mm) Dame machine guns (similar to that used by French motor torpedo boats) in each of the power-operated dorsal turret, the lateral barbettes, and the waist positions. An additional 3,307 lb (1,500 kg) bomb load could be carried.

Operated by nine to twelve crewmembers the Antarès flew long-range patrols over the Atlantic until June 18, 1940. It was subsequently flown to Port Lyautey where it was delivered to Escadrille E8, being passed to Escadrille 6E on August 1, 1940, and to Escadrille 4E at Dakar on September 7, 1940. From November 1942, the Antarès resumed patrols over the Central and South Atlantic, and on June 2, 1943, sank a German submarine, U-105, some 35 mls (56 km) from Dakar.

The aircraft was finally scrapped late in 1943 by which time it had logged 1,800 flying hours. No production Potez-CAMS 141 flying boats were completed.

The six-engine Potez-CAMS 161, designed by a team led by Maurice Hurel, was intended to meet an official French specification which called for a large transatlantic flying boat capable of carrying 40 passengers over a distance of 6,000 km at an average speed of 300 km/h against a 60 km/h headwind. Some freedom of design was given the competing manufacturers, but minimum and maximum weight limits of 30 and 70 tonnes were imposed. Three projects were selected for construction, the Potez-CAMS 161, the Liore-et-Olivier H-49 (later redesignated SE 200), and the Latécoère 631. The Potez-CAMS 161 was officially ordered in 1937, but prior to the commencement of prototype construction a 1:2.6 scale flying model was built to prove the aerodynamic and hydrodynamic features of the design.

Designated Potez-CAMS 160 and powered by six 40 hp Train four-cylinder inverted air-cooled engines, the tandem two-seat flying scale model was flown for the first time at Sartrouville on 10 June 1938. Weighing 2,275 kg, the PotezCAMS 160 had a span of 17.69 m , a length of 12.37 m , a height of 3.41 m , and a wing area of 38,70 m² , and maximum speed was 222 km/h at 950 m. Like the full-scale flying boat, the Potez-CAMS 160 had retractable stabilising floats.

The hull, wing and tail assembly of the Potez-CAMS 161 had been completed at Sartrouville at the beginning of WW II, the components subsequently being transferred to Le Havre where assembly was resumed in April 1940.

Work stopped in June 1940, but in March 1941 the decision was taken to resume assembly of the flying boat and the components were returned to Sartrouville where the Potez-CAMS 161 was finally completed, being launched on the Berre Lake with the registration F-BAOV.

However, by the time flight trials were initiated on 20 March 1942 the prototype sported Luftwaffe insignia and the call sign letters VE+WW. After the completion of initial flight trials, the Potez-CAMS 161 was ferried to Lake Constance where, in company with the Laté 631.01 and SE 200.01, it was eventually sunk in an Allied bombing attack.

Although full trials were never completed, estimated performance was as follows:

Max speed, 335 km/h at 1,500 m; cruise, 300 km/h at 4,000 m;
normal range with 2,150-kg payload against 60 km/h headwind, 6,000 km; with 1,300-kg payload, 8,200 km.
Empty and loaded weights were 17,220 kg and 37,000 kg respectively,
and overall dimensions were: span, 46.00 m , length, 32.11 m, height, 8.87 m , wing area, 261 m².

Sources: 1000aircraftphotos.com, Air Enthusiast (Feb. 1973) via histaviation.com

Lord K's Garage #138: Spirit of Motion

2012-05-11T10:30:00.000Z

Probably the most striking serial production car of the Diesel Era: Meet the Spirit of Motion by Graham!

Here is its story told by  Bill Vance @  Motoring Memories (May 2005):

Graham-Paige Motors called the styling of its new 1938 car line the “Spirit of Motion.” But the public took one look at the protuberant beak and immediately dubbed it the “Sharknose.”*

Apart from the lovely but short-lived Cord-bodied Graham Hollywood, it would be Graham’s last gasp at building cars, except for a brief association with Kaiser-Frazer after the Second World War.

The Graham name went back to the end of the First World War when brothers Joseph, Robert and Ray Graham began building trucks in Evansville, Indiana. They became associated with Dodge, who would ultimately buy their truck business in 1926. 

1926 Paige via  K&GM @ Flickr

The Grahams still wanted to build motor vehicles, however, so with their truck company proceeds they bought the faltering Paige-Detroit Motor Car Co. of Detroit. They changed the name of the car to Graham-Paige. 

Photo by  sjb4photos @ Flickr

Graham-Paige introduced its new six and eight cylinder models at the New York Automobile Show in January 1928. The first year proved very prosperous with more than 73,000 sales. But the 1929 stock market crash and the subsequent Great Depression dealt Graham-Paige and the whole motor industry a heavy blow. By 1930, the firm’s sales were down to 33,560. 

Photo by  sjb4photos @ Flickr

The name of the cars was changed from Graham-Paige to Graham for 1931. By offering some stylish cars, albeit some with Reo bodies, both six and eight cylinder engines, and the first moderately priced supercharging, the company was able to struggle through the worst of the Depression. The 1932 “Blue Streak” Graham set a new styling direction with its valanced front fenders, slanted grille, and nicely integrated lines. It was largely the work of famed stylist Amos Northrup. 

1933 Graham Convertible Coupe via  aldenjewell @ Flickr

As the 1930s progressed Graham-Paige continued losing money. Sales had dropped to less than 11,000 in 1933, and president Joseph Graham knew that the company needed another breakthrough design like the Blue Streak. Supercharging added some excitement in 1934, and the eight cylinder models were dropped in 1935 to save money. 

1937 Graham Supercharger Convertible via  aldenjewell @ Flickr

Model changes were minor over the next few years. The 1936s were carried over for 1937 while work began on the new 1938 Spirit of Motion, which was also mostly Northrup’s design, although he would die in an accident before it was completed.

1938 Graham Touring Sedan Ad via  aldenjewell @ Flickr

When the ’38 Graham appeared, it was both different and controversial. It was dominated by a prominent hood that swept forward and a grille that slanted down and back. Its Sharknose nickname came naturally. The grille was set off by four horizontal chrome strips, the top one continuing to the rear of the car, and incorporating the door handles. The trunk was smoothly combined into the body lines. 

(via  paul.malon @ Flickr)

Once past the unusual prow, the Sharknose was quite an attractive car. The body lines were nicely rounded, and square headlamps were faired into the fenders. The rear fenders were fully skirted, with the tail-lamps were mounted just below the corners of the rear windows.

The daringly styled Sharknose was greeted more enthusiastically in Europe, particularly France, than it was at home, and it won several styling awards in major French cities.**

1938 Graham Touring Sedan Ad via  aldenjewell @ Flickr

All 1938 Grahams were four-door sedans. There was one engine, a side-valve, six cylinder, 3.6 litre (218 cu in.) from Continental that came in normally aspirated 90 horsepower form, or with an optional centrifugal supercharger and 116 horsepower.

1938 Graham Touring Sedan Ad via  aldenjewell @ Flickr

In spite of its new styling, 1938 was a dismal year for Graham; most customers just didn’t accept the new styling, and only 4,139 were sold.

1939 Graham Sedan via Austin7nut @ Flickr

Short of cash, Graham-Paige had no choice but to carry on into 1939 with the Sharknose, little changed except for removal of the running boards. Two-door sedan and coupe models were added, but only about 3,600 of the ’39s went out the door.

1939 Graham Model 107 by Tyrel.Linkhorn @ Flickr

A 1940 model of the Sharknose was offered, now called the Graham Senior, but after sales of only about 1,000, the company discontinued it. The Sharknose, while mechanically sound, had turned out to be a spectacular failure like the 1934-37 Chrysler/DeSoto Airflows before it.

Photo by  sjb4photos @ Flickr

Graham Paige’s last gasp was the beautiful Cord-bodied Hollywood model, which carried the company on for a few more months before it finally gave up on the car business late in 1940 and went into military work. It had survived in the automobile business longer than many marques, but the financial wounds inflicted by the Depression were just too much.

1940 Graham Hollywood Convertible via aldenjewell @ Flickr

In 1944, Joseph Frazer, who had been president of Willys-Overland, gained control of Graham-Paige. After the Second World War, Frazer teamed up with ship and construction magnate Henry Kaiser to form a new car company called the Kaiser-Frazer Corp. The auto building assets of Graham-Paige became part of that enterprise. The non-automotive part of Graham-Paige Motors soon dropped the “motors” part of its name and became a holding company. Among its assets were Madison Square Garden, and such professional sports teams as the New York Rangers.

1938 Graham Supercharger Ad via paul.malon @ Flickr

--------------------------------

* Cookie the Dog's Owner @ Car Lust argues that the nickname was given retroactively:

The "Sharknose" nickname was originally applied to three different series of locomotives built for the Pennsylvania Railroad by Baldwin Locomotive Works, all of which were styled by Raymond Loewy & Associates: the T-1 duplex-drive steam locomotives built from 1942 to 1946, and two different models of diesels built after the war. Loewy's designers gave these locomotives a dramatic forward-raked nose which is similar in basic concept to the grille of the '38 Spirit of Motion. After the rail buffs pinned the "Sharknose" name on the Baldwins, the car buffs retroactively applied it to the Graham-Paige.

** Concours D'Elegance in Paris, the Prix d'Avant-Garde at Lyon, the Prix d'Elegance at Bordeaux, and the Grand Prix d'Honneur at Deauville.

Headline photo by Tyrel.Linkhorn @ Flickr

Argentina's .45 SMG

2012-05-09T18:00:00.000Z

If you're a gun geek like me, something small, the littlest thing about a weapon can excite you. Sometimes its the method of operation, other times its the inventive way they solve weight or size issues.

For me the Argentinian Halcon M-1943 has a great stock. Yes, you heard me right, this pretty mundane SMG has a slight edge because of its design. But mundanity does not mean it is overall not worth small arms praise. The M-1943 is a simple, direct blowback submachine gun that fired from an open bolt. With a rate of fire of 700 rounds per minute, the open bolt kept the fast firing SMG cool and uncomplicated.

Another interesting decision by the 1940s weapons designers in Argentina was chambering the Halcon M-1943 in the European popular 9mm Parabellum and the .45 ACP. The latter made the Haclon SMG a quality weapon in the class of the M3 "Grease Gun" or Thompson SMG.

Back to the stock of the SMG. Later versions of the weapon ditched the fixed stock in favor of the lighter, folding wire stock. But that is inelegant compared to the original fixed version that curved from the rear of the tubular receiver into a pistol grip and into a traditional wooden stock. Its a small thing, but it bridged the gap between a traditional straight line wood stock and the modern pistol grip.

Another ergonomic attribute of this South American SMG was its placement of the charging handle. Where North American or European designers placed the cocking horn or knob, it generally went on the top or ejection port side of a gun, Halcon mounted the charging handle on the opposite, or "weak" side of the gun. This meant that it could be charged or cleared jams while the strong hand stayed on the trigger. Modern training techniques have found ways around some weapons ergonomics, but in 1943 this simple choice made the Halcon an efficient and effective design.

Two Fisted Tuesdays with The Shadow - The Black Rock

2012-05-08T14:00:00.000Z

Who knows what evil lurks in the hearts of men? The Shadow knows!

Click on the link below to download this old time radio broadcast in MP3 format.

This week's episode is...

The Shadow - The Black Rock starring Orson Welles (originally broadcast on November 13, 1938).

Special thanks to John Picha for collecting all of the classic Shadow covers for us!

The Finnish Russian War of 1918

2012-05-07T04:13:29.000Z

The White Finns and Red Russian(among others) fought a brief but bloody war in the spring of 1918. Now once a yeat the former enemys get together and have a reinactment. When they do it they do it right.

here are some pics

Bandnerd51http://http://englishrussia.com/2012/04/23/spring-1918/#more-99348

Cap'n's Cabaret #28: Hoppin' the Ocean with Lucky Lindy (and Lindy Hoppers!)

2012-05-05T23:30:00.000Z

The Cabaret is taking flight! Yes, folks, once again we're off into the wild blue yonder courtesy of Pan American Airlines, this time aboard the largest aircraft ever built, that incredible feat of engineering, the Martin M-130, better known as the China Clipper! Yes, Pan Am today takes us on a fabulous journey aboard a flying yacht from San Fransisco off to beautiful Honolulu, Hawaii, with continuing service to Midway, Wake, Guam, and finally Shanghai, China!

And we are travelling with the stars today! The luxurious conditions, grand state rooms, and roomy galley (at least by aerial standards) attract only the wealthy and famous! And as we hop the Pacific we have a legend of the air known for his own trans-oceanic hop with us today. Yes, Lucky Lindy himself, Charles Lindburgh, is on board! And he's not alone, for, interestingly enough, we have three of Whitey's Lindy Hoppers, Harlem's premier dancers, on board as well! Frankie Manning, Norma Miller, and the man who invented the Lindy Hop, George Snoden! George tells me how one day he did his famous splits move, and when asked what he called his dance, he said "the Lindy Hop!" The name stuck and spread like the fame of the man it was named for!

Strangely, however, Lindy himself seems uncomfortable. I mean here are some of the nation's great talents in dancing, travelling along with none other than the legendary Marx Brothers for a gig in Hawaii no less, and he's stiffer than an overstarched shirt! Yes, folks, you heard me right: the Marx Brothers are here as well! And you probably know Whitey's Lindy Hoppers from the Marx Brother's recent cinema hit A Day at the Races:

Whitey's Lindy Hoppers in "A Day at the Races" (Warning: not politically correct by todays standards, but ironically a major progressive leap by the standards of the time)

You must recall their aerial feats, which took dance to a whole new level! I joined Lindy for a drink (tonight's signature cocktail, the Aviation, of course!) and he loudly complained to me about the "standards of this flight". "But Mr. Lindburgh," I said, "There isn't a craft flying with better standards!" "Then what's with all the negroes and Jews?!" My agent, Mr. Ben Siegel, turned red as a fire hydrant when Lindy said this. Lord I though he would murder him! I know Ben is sometimes called "Bugsey", but honestly this was the first time I rreally understood why! I tried to calm him; last thing we need is the murder of a national hero on our hands.! Luckily it was Groucho himself that defused the situation: "No kidding, Charles," Groucho said, "I'd hate to be seen on any flight that would have me as a passenger!" The laughter hadn't quite subsided when Lindy retired to his stateroom.

Maybe a tad better accomodations than Coach on a 767, eh?

Well, now that we've managed to alienate one of America's greatest aviation heroes, I guess it's time for another round. I bought Groucho, Harpo, Chico, George, Frankie, and Norma each an Aviation Cocktail, and we talked music, dance, and shows until the stewards kicked us back to our stateooms for the night.

Lucky Lindy may not care much for the accomodations, but I think the China Clipper is still the best thing in the air!

Aviation Cocktail:

2 oz gin
1/4 oz maraschino liqueur
1/2 oz fresh lemon juice
dash of creme de violette
flamed lemon peel for garnish

Shake over ice, strain into a cocktail glass, garnish with lemon peel.

Good morning, folks! We made it! Hope your bunk beds were comfortable overnight! And as planes get bigger the accomodations can only get better! I await the giant flying wings of the future like Mr. bel Geddes predicts, but until then we will enjoy the stately China Clipper, the best thing in the air. And now, three days in Honolulu on the beautiful tropical islands of the Hawaiian Territory! Aloha!

S.A.M. #44: Westward Bound

2012-05-05T10:30:00.000Z

The Saturday Air Mail brings you the breaking news - again!
Last week, we talked about the unsuccessful Transatlantic flight attempt of Messrs. Sikorsky and Fonck. Today, quite another story - a story of success.

Very few people are familiar with the historic flight of the Bremen, but it was front page news in the spring of 1928.

On April 12-13, two Germans and an Irishman - Hermann Köhl, Günther Freiherr von Hünefeld and James C. Fitzmaurice - flew a Junkers W. 33 monoplane from Baldonnel Airdrome near Dublin, Ireland to Greenly Island, just off the coast of Labrador. At a cruising speed of 95 to 100 miles per hour, the crossing took 36 hours.

Flying west over the Atlantic was more difficult than flying east due to the prevailing wind conditions—three planes carrying seven crew members had recently disappeared while attempting to cross—and gale force winds were forecast for this trip.

The western destination was actually New York City, but the plane was forced to land on Greenly Island during a blizzard, several hours after its lighting system had failed. The plane, almost out of its special benzol fuel, suffered a bent propellor and damaged undercarriage during the landing.

The Bremen was temporarily repaired on Greenly Island by a mechanic flown in by Junkers but it was severely damaged during an attempted take-off on May 21st. Abandoned and pillaged until July, then displayed at a Quebec Exhibition sporting a set of locally made rubber tires, it finally found its way by steamer back to Germany in October - just in time for the Aviation Exhibition in Berlin:

The restored aircraft is currently on display in the "Bremenhalle" of the City Airport Bremen in Germany:

A few more pictures of the Bremen and its fearless crew:

Köhl, von Hünefeld and Fitzmaurice

Sources: Industrial Artifacts Review, Rare & Early Newspapers, Bundesarchiv

Lord K's Garage #137: The First Ferrari

2012-05-04T10:30:00.000Z

The Auto Avio Costruzioni 815 was the first car to be fully designed and built by Enzo Ferrari.

In 1938, Ferrari left Alfa Romeo after running Scuderia Ferrari as their racing division. The agreement ending their association forbade Ferrari from restarting Scuderia Ferrari within the next four years. Ferrari then founded Auto Avio Costruzioni(AAC) in Modena to manufacture aircraft parts for the Italian government In December 1939, AAC was commissioned by Lotario, Marquis di Modena, to build and prepare two racing cars for him and Alberto Ascari to drive in the 1940 Brescia Grand Prix ("Gran Premio Brescia della Mille Miglia").

The man responsible for the car was Alberto Massimino. And while the racer was built primarily of Fiat components, the engine has another story. Ferrari took two 508 C 1100cc four-cylinder engines, reduced the bore and stroke, cast a new block and cylinder heads, and joined the two engines together. The result is an inline 1496cc 8-cylinder that powered the Tipo 815. The engine delivers 72 hp at 5500 rpm and was mated to a four-speed manual transmission. With a total weight of 1378 lb the car could hit a top speed of 106 mph.

Alberto Ascari in his AAC

The car, designated AAC Tipo 815, debuted just as planned - in April 1940 in Brescia. The two units built by Ferrari were driven by Alberto Ascari and Lotario Rangoni di Machiavelli, but both of them failed to finish the race. After the first lap the two cars were the 12th and 13th, but first in the 1500cc class. However the first one retired after the second lap and the second one after the seventh lap, both of them due to mechanical failures.

Only one Auto Avio Costruzioni 815 remained and is currently held in the Righini collection owned by Mario Righini in Italy.

AAC Tipo 815 and the post-war Ferrari 125S. Photos by Lee Brimble

Sources: Top Speed, VGuide

Recommended: The Official Ferrari Magazine article(March 2011)

Video (also featuring the Alfa Romeo 8C 2300):

Russian Dieselpunk

2012-05-03T04:00:00.000Z

A Russian farmer got tired of his UAZ SUV getting stuck in his really bad farm mud, so he converted his 4-wheeled drive UAZ to all track drive. Notice the interior controls

Bandnerd51

Needle Versus Tank

2012-05-02T18:00:00.000Z

Since starting Weapons of War I've profiled a number of World War II anti-tank or anti-material rifles, usually beasts of weight, size and power. Not truly anti-tank calibers by the late war, more effective against soft-skinned vehicles or lightly, these weapons were essentially oversized shoulder fired weapons. Germany fielded one such anti-tank rifle, the Panzerbuchse 39.

Chambered in 7.92 x 94mm the hefty rifle pushed a bullet at a blistering 3,540 feet per second, the first sign of effectiveness. However, if the wrong bullet type goes downrange, it doesn't mean the target will be destroyed or incapacitated. Initially the P.z.B. 39 fired a hardened steel core bullet with a small tear gas capsule seated in the rear of the bullet. When the round penetrated the tank the tear gas capsule was supposed to break and force out the crew. The idea was overly complicated and didn't work so well. So after 1940, based on a Polish design, Germany introduced a tungsten cored penetrator that increased its effectiveness. At 300 yards the 7.92mm tungsten round could penetrate one inch of armor, with increasing penetration rates at closer ranges.

Weighing in at 27 lbs the P.z.B. 39 was a single shot rifle with a folding stock that cut down the length from just 60 inches to 42 inches. Being a single shot weapon, the rifle was outfitted with a pair of removal ten-round ammunition carriers to improve the speed of reloading.

Firing the P.z.B. 39 was achieved not by rotating out a traditional bolt-action assembly, but rather titling the pistol grip. A dropping block breach layout mean the pistol and trigger assembly acted as the bolt unlock mechanism. The grip was pulled down and forward, dropping the breach block and exposing the chamber. A fresh round was inserted, grip tilted up, raising the blocking and fully seating the round before the grip locked into place.

Allied testing of captured rifles showed it was almost an easy firing weapon, due to its weight absorbing much of the felt recoil.

To give another example of scale and improved portability of the folding stock P.z.B. 39 the above photo shows the rifle mounted for transport on a Germany field bike of the period. As armor technology advanced rapidly through the conlfict, the P.z.B. 39 was outdated by the end of the war and most examples were converted to grenade launchers.

Two Fisted Tuesdays with The Shadow - Shyster Payoff

2012-05-01T16:00:00.000Z

Who knows what evil lurks in the hearts of men? The Shadow knows!

Since hitting the airwaves in August 1930 as part of the "Detective Story" radio show, The Shadow has become one of the most beloved heroes in pulp history. On Two-Fisted Tuesdays, we'll follow the adventures of The Shadow as he battles a rogues gallery of crooks and villains from around the world.

Click on the link below to download this old time radio broadcast in MP3 format.

This week's episode is...
The Shadow - Shyster Payoff starring Orson Welles (originally broadcast on November 6, 1938).

Special thanks to John Picha for collecting all of the classic Shadow covers for us!

"El Investigador" N°2 Dieselpunk edition

2012-04-30T18:27:40.000Z

Yes the Retrofuturism themed monthly magazine for Spanish speakers, produced by the collective of creatives Mercenarios de DIOS, came again with a dieselpunk themed issue.

Just take a look at:

http://el-investigador-magazine.blogspot.mx/

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