Video selections
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Video selections
Идеята е тук да се предлагат било линкове, или embedded video материали, които смятаме, че заслужават да бъдат 'споделени'.
Аз попаднах на една голяма и хубава колекция от филмчета, свързани с историята на авиацията. Ще поствам тук избрани материали от нея. Същевременно, държа под око новите видеопубликации на YouTube в High Quality формат и ще поствам също някои от тях, заслужаващи допълнително внимание, освен това, което следва да им се отдаде заради чудесното качество на образа и звука.
Първият филм от серията "История на авиацията" е посветен на легендарния Graf Zeppelin. Текстът е взаимствам от оригиналната публикация в YouTube.
The Graf Zeppelin ruled the uncluttered skies like no other monarch could. The sight of the silver ship gliding over head brought crowds of people streaming from their houses and into the streets. No other aircraft in history , with the possible exception of the Spirit of St. Louis, has been the focus of so much admiration by so many people. The Graf Zeppelin was Dr. Eckner's crowning achievement in the concept of the zeppelin. Even though the Hindenburg and the Graf Zeppelin II would be technologically superior to the Graf Zeppelin, no other air ship would be so loved by nearly all the world.
The size of the Graf was dictated only by the inner dimensions of the construction hanger. When completed, the airship was 100 feet in diameter, and 110 feet high including the gondola bumpers, bringing her within TWO FEET of the rafters of her shed. Many new innovations were incorporated into the Graf Zeppelin during her construction in Factory Shed number II in Friedrichshafen. The most revolutionary of the innovations was the inclusion of a new fuel system for the engines. Previously, all airships had used engines that burned either gasoline or diesel fuel. The main problem with using a liquid fuel was that as you burned off the gas or diesel, you lost weight, and as you lost weight, you had to vent off hydrogen to keep from floating up. This had been a problem that had plagued zeppelins since the beginning, but was solved in the building of the Graf. The Graf had special gas cells installed below the gas cells that housed the lifting hydrogen gas. These new cells comprised approximately 1/3 of each bay within the ship and each cell was filled with a new fuel called "Blau gas". Invented by Dr. Hermann Blau, this gaseous fuel would account for 750,000 cubic feet of the volume of the Graf, which had a total volume of 3,707,550 cubic feet. The wonderful thing about the blau gas was that it weighed about as much as air and so did not hamper the ship with the weight that liquid fuel would, also,as the fuel burned in the engines of the ship, no weight was lost by its consumption and therefore no hydrogen would be vented.
Even with all her new design innovations and the excitement of the German people, the Graf Zeppelin was slowed by of lack of money. It had taken a plea to the German people by Dr. Eckener to raise most of the money to have her built and more arm twisting in the government to get enough to finish the ship, now he needed money to keep her flying. That money was found in the hands of an American business man and airship supporter named William Randolph Hearst. Hearst would make a business deal with Dr. Eckener that would appeal to both the Zeppelin Company and Hearst's newspaper companies. Hearst would put up the money for a global flight of the Graf Zeppelin that would be the gain her the publicity she would need to form a solid reputation for dependability and he would get exclusive U.S. rights to the story. Dr. Eckener, having been a journalist and writer before working for the Count VonZeppelin, knew how to make the most of this publicity and did so at every opportunity. The global flight would begin in Friedrichshafen and proceed to Lakehurst, New Jersey. Lakehurst would then mark as the official starting point of the journey as stipulated in the contract drawn up by Hearst. From Lakehurst back to Friedrichshafen, to Tokyo and then to San Francisco, Los Angeles and back to Lakehurst.
Although the Graf was not the first aircraft to circle the globe, it was by far the fastest. What took months for a British military, heavy bomber to do, with many breakdowns and hardships, the Graf did in 12 days and 11 minutes in comfort and style with a full passenger load over much previously uncharted land. The trip was a complete success and the world, particularly the U.S., caught Zeppelin Mania. Once safely moored at Lakehurst, Dr. Eckener was treated to a ticker-tape parade in his honor in New York City and the news papers would dub him the "Magellan of the Air".
Length - 776 feet / 236.53 meters
Diameter - 100 feet / 30.48 meters
Gas Volume - 3,700,000 cu. feet / 111,000 cu. meters
Engines - Five 550 hp Maybach engines
Maximum Speed - 80 mph / 128 km/h
Lifting Gas Type - Hydrogen
High Quality available.
Аз попаднах на една голяма и хубава колекция от филмчета, свързани с историята на авиацията. Ще поствам тук избрани материали от нея. Същевременно, държа под око новите видеопубликации на YouTube в High Quality формат и ще поствам също някои от тях, заслужаващи допълнително внимание, освен това, което следва да им се отдаде заради чудесното качество на образа и звука.
Първият филм от серията "История на авиацията" е посветен на легендарния Graf Zeppelin. Текстът е взаимствам от оригиналната публикация в YouTube.
The Graf Zeppelin ruled the uncluttered skies like no other monarch could. The sight of the silver ship gliding over head brought crowds of people streaming from their houses and into the streets. No other aircraft in history , with the possible exception of the Spirit of St. Louis, has been the focus of so much admiration by so many people. The Graf Zeppelin was Dr. Eckner's crowning achievement in the concept of the zeppelin. Even though the Hindenburg and the Graf Zeppelin II would be technologically superior to the Graf Zeppelin, no other air ship would be so loved by nearly all the world.
The size of the Graf was dictated only by the inner dimensions of the construction hanger. When completed, the airship was 100 feet in diameter, and 110 feet high including the gondola bumpers, bringing her within TWO FEET of the rafters of her shed. Many new innovations were incorporated into the Graf Zeppelin during her construction in Factory Shed number II in Friedrichshafen. The most revolutionary of the innovations was the inclusion of a new fuel system for the engines. Previously, all airships had used engines that burned either gasoline or diesel fuel. The main problem with using a liquid fuel was that as you burned off the gas or diesel, you lost weight, and as you lost weight, you had to vent off hydrogen to keep from floating up. This had been a problem that had plagued zeppelins since the beginning, but was solved in the building of the Graf. The Graf had special gas cells installed below the gas cells that housed the lifting hydrogen gas. These new cells comprised approximately 1/3 of each bay within the ship and each cell was filled with a new fuel called "Blau gas". Invented by Dr. Hermann Blau, this gaseous fuel would account for 750,000 cubic feet of the volume of the Graf, which had a total volume of 3,707,550 cubic feet. The wonderful thing about the blau gas was that it weighed about as much as air and so did not hamper the ship with the weight that liquid fuel would, also,as the fuel burned in the engines of the ship, no weight was lost by its consumption and therefore no hydrogen would be vented.
Even with all her new design innovations and the excitement of the German people, the Graf Zeppelin was slowed by of lack of money. It had taken a plea to the German people by Dr. Eckener to raise most of the money to have her built and more arm twisting in the government to get enough to finish the ship, now he needed money to keep her flying. That money was found in the hands of an American business man and airship supporter named William Randolph Hearst. Hearst would make a business deal with Dr. Eckener that would appeal to both the Zeppelin Company and Hearst's newspaper companies. Hearst would put up the money for a global flight of the Graf Zeppelin that would be the gain her the publicity she would need to form a solid reputation for dependability and he would get exclusive U.S. rights to the story. Dr. Eckener, having been a journalist and writer before working for the Count VonZeppelin, knew how to make the most of this publicity and did so at every opportunity. The global flight would begin in Friedrichshafen and proceed to Lakehurst, New Jersey. Lakehurst would then mark as the official starting point of the journey as stipulated in the contract drawn up by Hearst. From Lakehurst back to Friedrichshafen, to Tokyo and then to San Francisco, Los Angeles and back to Lakehurst.
Although the Graf was not the first aircraft to circle the globe, it was by far the fastest. What took months for a British military, heavy bomber to do, with many breakdowns and hardships, the Graf did in 12 days and 11 minutes in comfort and style with a full passenger load over much previously uncharted land. The trip was a complete success and the world, particularly the U.S., caught Zeppelin Mania. Once safely moored at Lakehurst, Dr. Eckener was treated to a ticker-tape parade in his honor in New York City and the news papers would dub him the "Magellan of the Air".
Length - 776 feet / 236.53 meters
Diameter - 100 feet / 30.48 meters
Gas Volume - 3,700,000 cu. feet / 111,000 cu. meters
Engines - Five 550 hp Maybach engines
Maximum Speed - 80 mph / 128 km/h
Lifting Gas Type - Hydrogen
High Quality available.
Британският 'цепелин' R101
The R101 airship was built at Cardington and made her first flight in October 1929. At 777ft, she was the largest airship in the world. There were a number of minor mishaps on her initial flights including sluggishness and lack of lift. In June 1930 she went into a steep dive for over 500ft when returning from the Hendon air show. The crew managed to bring her back under control, only to have to deal with a second and a third dive.
The R101 plainly had significant problems but Lord Thomson, the Secretary of State for Air, insisted that the R101 be ready for a flight to India on the 4th October 1930. Lord Thomson had personal political ambitions in India and wanted to see a regular airship service from London to Karachi, via Egypt. As a result of this pressure, repairs were hurried and the airship patched with a rubber solution.
On the evening of 4th October the R101 left Cardington. She carried 42 crew, 6 officials and 6 passengers. A crowd of over 3,000 came to watch the departure. The start of the journey was not propitious; ballast had to be dumped to compensate for over loading, strong winds were encountered and the aft engines broke down.
At approximately 2 am the R101 passed over Beauvais, a French city to the north-west of Paris. Already flying at very low altitude she went into a dive and despite all the efforts of the crew she crashed just south of the city. The airship ran along the ground for some distance before being engulfed by flames. Forty eight people died in the tragedy. National feeling surrounding the disaster was huge; the funeral procession through London was watched by thousands. The bodies were then taken by special train to Bedford to be laid to rest in a communal grave in Cardington cemetery.
The R101 plainly had significant problems but Lord Thomson, the Secretary of State for Air, insisted that the R101 be ready for a flight to India on the 4th October 1930. Lord Thomson had personal political ambitions in India and wanted to see a regular airship service from London to Karachi, via Egypt. As a result of this pressure, repairs were hurried and the airship patched with a rubber solution.
On the evening of 4th October the R101 left Cardington. She carried 42 crew, 6 officials and 6 passengers. A crowd of over 3,000 came to watch the departure. The start of the journey was not propitious; ballast had to be dumped to compensate for over loading, strong winds were encountered and the aft engines broke down.
At approximately 2 am the R101 passed over Beauvais, a French city to the north-west of Paris. Already flying at very low altitude she went into a dive and despite all the efforts of the crew she crashed just south of the city. The airship ran along the ground for some distance before being engulfed by flames. Forty eight people died in the tragedy. National feeling surrounding the disaster was huge; the funeral procession through London was watched by thousands. The bodies were then taken by special train to Bedford to be laid to rest in a communal grave in Cardington cemetery.
Boeing 307 Stratoliner
The Boeing Model 307 Stratoliner was the first fully pressurized airliner to enter service anywhere in the world. Being able to fly 20,000 feet higher than the 5,000 to 10,000 foot-altitude unpressurized airplanes a that time, it was said that it could "fly above the weather." It carried five crew members and 33 passengers and had a nearly 12-foot wide cabin for overnight berths. The Stratoliner was also the first land-based airplane to have a flight engineer as a member of the crew.
Boeing's Model 299, prototype for the military bomber aircraft, which duly became the B-17 Flying Fortress, was developed in parallel with a civil version of the same aircraft, which had the company designation Boeing Model 300. The Model 307, or Stratoliner, was a straight-forward conversion from the supremely successful B-17 Flying Fortress bomber. It employed the wings and tail surfaces of the B-17C Flying Fortress. The Boeing 307 was developed to start another era, that of pressurized comfort at higher altitudes than had been previously contemplated.
The aircraft was the result of considerable research in high altitude flying by "Tommy" Tomlinson, of TWA, who was estimated to have flown more hours above 30,000 feet, than all other pilots combined. With his recommendations, Boeing produced an airliner which could cruise at 14,000 feet.
The Boeing 307 first flew on December 31, 1938, and TWA put it into service on the transcontinental route on 8 July 1940, reducing the time to 13 hrs. 40 min., and cutting two hours off the DC-3's time.
Three (S-307) Stratoliners flew on Pan Am's South American routes; five (SA-307B) served with TWA, and a ninth (SB-307B) Stratoliner was supplied to Howard Hughes. One Boeing 307 (prototype NX 19901) crashed on March 18, 1939 during a test flight. Each aircraft cost $315,000 in 1937 when ordered. During World War II Stratoliners were employed as military transports (C-75s), flying principally to South America and across the Atlantic. In 1951 the ex-TWA machines, replaced the Four 900 hp (671-kw) Wright GR-1820 Cyclone radial piston engines, with Wright Cyclone 1,200 hp (894 kw) engines. The wings were replaced with B-17G wings. They were then sold to Aigle Azur in France, operating to French IndoChina. Here they became involved with the Vietnam War, worked with operators such as Air Laos and were still flying into the 1970s.
One example survives, The Flying Cloud, and is owned by the National Air and Space Museum of the Smithsonian Institution. After a six year restoration by volunteer Boeing retirees, it was rolled out of the hangar on June 23,2001. Unfortunately, the plane was almost lost, when during a test flight, it ran out of fuel and ditched into Elliot Bay, just west of downtown Seattle. Luckily, the airplane did not suffer severe damage and it was recovered and repaired again. It is currently on display at the museum's Steven F. Udvar-Hazy Center, at Washington/Dulles International Airport.
High Quality available.
Boeing's Model 299, prototype for the military bomber aircraft, which duly became the B-17 Flying Fortress, was developed in parallel with a civil version of the same aircraft, which had the company designation Boeing Model 300. The Model 307, or Stratoliner, was a straight-forward conversion from the supremely successful B-17 Flying Fortress bomber. It employed the wings and tail surfaces of the B-17C Flying Fortress. The Boeing 307 was developed to start another era, that of pressurized comfort at higher altitudes than had been previously contemplated.
The aircraft was the result of considerable research in high altitude flying by "Tommy" Tomlinson, of TWA, who was estimated to have flown more hours above 30,000 feet, than all other pilots combined. With his recommendations, Boeing produced an airliner which could cruise at 14,000 feet.
The Boeing 307 first flew on December 31, 1938, and TWA put it into service on the transcontinental route on 8 July 1940, reducing the time to 13 hrs. 40 min., and cutting two hours off the DC-3's time.
Three (S-307) Stratoliners flew on Pan Am's South American routes; five (SA-307B) served with TWA, and a ninth (SB-307B) Stratoliner was supplied to Howard Hughes. One Boeing 307 (prototype NX 19901) crashed on March 18, 1939 during a test flight. Each aircraft cost $315,000 in 1937 when ordered. During World War II Stratoliners were employed as military transports (C-75s), flying principally to South America and across the Atlantic. In 1951 the ex-TWA machines, replaced the Four 900 hp (671-kw) Wright GR-1820 Cyclone radial piston engines, with Wright Cyclone 1,200 hp (894 kw) engines. The wings were replaced with B-17G wings. They were then sold to Aigle Azur in France, operating to French IndoChina. Here they became involved with the Vietnam War, worked with operators such as Air Laos and were still flying into the 1970s.
One example survives, The Flying Cloud, and is owned by the National Air and Space Museum of the Smithsonian Institution. After a six year restoration by volunteer Boeing retirees, it was rolled out of the hangar on June 23,2001. Unfortunately, the plane was almost lost, when during a test flight, it ran out of fuel and ditched into Elliot Bay, just west of downtown Seattle. Luckily, the airplane did not suffer severe damage and it was recovered and repaired again. It is currently on display at the museum's Steven F. Udvar-Hazy Center, at Washington/Dulles International Airport.
High Quality available.
Bristol Brabazon
Britains white elephant the Bristol Brabazon, a remarkable achievement that was too expensive to operate to ever turn a profit. Collected in newsreels from the late 40's and early 50's
Saro Princess, also UK
Britain's other white elephant the Princess Flying Boat, another remarkable achievement with no economic use. Collected in newsreels from the 40's and 50's
Една хубава продукция на колегата Стелиос ..
.. посветена на красивото градче Моливос, о-в Лесбос.
Забележка: филмчетата на ниво HQ (High Quality) излизат директно с активирано високото качество.
Забележка: филмчетата на ниво HQ (High Quality) излизат директно с активирано високото качество.
Хората искат самоуправление и демокрация !
Rare video of Papua's freedom fighters filmed by a British activist
http://news.bbc.co.uk/2/hi/asia-pacific/7942026.stm
http://news.bbc.co.uk/2/hi/asia-pacific/7942026.stm
Последната промяна е направена от gigatev на Съб 14 Мар 2009, 07:34; мнението е било променяно общо 1 път
gigatev- Брой мнения : 298
Registration date : 26.01.2009
The joy of life !
http://www.autoblog.com/2009/03/10/video-euro-trucker-sought-by-police-after-releasing-drive-danci/
The joy of life !
The joy of life !
gigatev- Брой мнения : 298
Registration date : 26.01.2009
Re: Video selections
Много добре направено филмче!
jovina- Брой мнения : 1792
Registration date : 18.05.2009
Re: Video selections
има gentle touches: девойка, която минава пред централата на феодалните старци...
Re: Video selections
"Хиляди се сбогуваха с Иван Славков-Батето"
http://dariknews.bg/view_article.php?article_id=711532
http://www.cross-bg.net/balgariya/88-novini-i-sabitiya/1211100-hilyadi-se-prostiha-s-ivan-slavkov-bateto
Между тях - и президентът Първанов.
http://dariknews.bg/view_article.php?article_id=711532
http://www.cross-bg.net/balgariya/88-novini-i-sabitiya/1211100-hilyadi-se-prostiha-s-ivan-slavkov-bateto
Между тях - и президентът Първанов.
Уникален човек, страхотен приятел и най-позитивният човек, когото познавам. Това каза за покойния Иван Славков председателят на БОК Стефка Костадинова пред Информационна агенция КРОСС. „Невероятно чувство за хумор, самокритичен и критикуващ хората, независимо кои са. Емблема! Като кажеш Иван Славков, слагаш тире спорт", заяви още председателят на БОК.
Re: Video selections
Taky Video 2011
Този път предлагам директен запис от новото ми ТВ LG 42 LE 7500, със старото ми SONY HX1. Стоте Херца на ТиВито, в съчетание с високото качество на конкретното предаване (което не е задължително, но възможно за ТV+) предлагат една съвсем различна картина, в сравнение с близкото минало. Монтажът е направен с Windows Live Movie Maker 2011.
Този път предлагам директен запис от новото ми ТВ LG 42 LE 7500, със старото ми SONY HX1. Стоте Херца на ТиВито, в съчетание с високото качество на конкретното предаване (което не е задължително, но възможно за ТV+) предлагат една съвсем различна картина, в сравнение с близкото минало. Монтажът е направен с Windows Live Movie Maker 2011.
Re: Video selections
мда...Жижек е интересен философ, макар и доста спорен.
жалко е, че нашата културна среда изобщо не е способна да създава подобни личности...
жалко е, че нашата културна среда изобщо не е способна да създава подобни личности...
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