Some cool turning parts manufacturer images:


Image by Chris Devers
Posted by way of email to ☛ HoloChromaCinePhotoRamaScope‽: See the full gallery on Posterous …

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Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:

The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for more than 25 years. Designed and constructed by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a beautiful technological achievement that could not overcome severe economic issues.

In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations about the globe. Carrying up to 100 passengers in excellent comfort, the Concorde catered to initial class passengers for whom speed was essential. It could cross the Atlantic in fewer than 4 hours – half the time of a traditional jet airliner. Nonetheless its high operating fees resulted in extremely high fares that limited the quantity of passengers who could afford to fly it. These issues and a shrinking market ultimately forced the reduction of service till all Concordes had been retired in 2003.

In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft’s retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its last flight. This aircraft was the initial Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.

Gift of Air France.

Societe Nationale Industrielle Aerospatiale
British Aircraft Corporation

Wingspan: 25.56 m (83 ft ten in)
Length: 61.66 m (202 ft 3 in)
Height: 11.three m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Best speed: 2,179 km/h (1350 mph)
Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each and every
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom

Physical Description:
Aircaft Serial Number: 205. Like four (4) engines, bearing respectively the serial quantity: CBE066, CBE062, CBE086 and CBE085.
Also integrated, aircraft plaque: &quotAIR FRANCE Lorsque viendra le jour d’exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l’Air et de l’Espace de Washington, un appariel portant le couleurs d’Air France.&quot

1966 Bizzarrini GT Strada 5300 (02)

Image by Georg Sander
Bizzarrini S.p.A. was an automotive manufacturer in the 1960s. Founded by former Alfa Romeo, Ferrari and ISO engineer, Giotto Bizzarrini, the business built a modest number of highly created and advanced sport and racing automobiles prior to failing in 1969.

In 1966 Bizzarrini S.p.A. released a beautiful street legal Grifo A3C as the Bizzarrini 5300 GT Strada (or Bizzarrini 5300 GT America, based on the market). The physique shape and mechanical parts have been the a lot the same as the Iso A3Cs, resulting in a power-packed but sensuous coupe below 40&quot in height.[1]

At least three 5300s had been turned out as gorgeous Style Italia designed spyder/targa versions, all of which survive.v


Der Bizzarrini GT 5300 war ein in geringen Stückzahlen produzierter Sportwagen des italienischen Automobilherstellers Automobili Bizzarrini, der historisch und technisch eng mit dem Iso Grifo des Mailänder Sportwagenherstellers Iso Rivolta verwandt ist. Das Auto war als Rennsportversion des Grifo konzipiert und wurde anfänglich als Iso A3/C vermarktet. Nach dem Ende der geschäftlichen Beziehungen zwischen Bizzarrini und Iso Rivolta wurde es 1965 zu einem eigenständigen Modell. Bizzarrini bot den nun GT 5300 genannten Wagen in einer straßentauglichen Version und in einer überarbeiteten, für Motorsporteinsätze geeigneten Ausführung an. Der Produktionsumfang beider Versionen blieb hinter Bizzarrinis Erwartungen zurück. Auch im Motorsport konnte der GT 5300 nicht an die Erfolge anknüpfen, die 1964 und 1965 mit dem weitgehend baugleichen Iso A3/C erzielt worden waren.