Courtesy NASA Apollo 11 Moonwalk Montage This two-minute video montage shows highlights of the Apollo 11 moonwalk Apollo 11 Partial Restoration HD Videos
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Monday, 20 July 2009
Sunday, 19 July 2009
B.S.A & Triumph Renewal
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Towards the end of the 60’s, the British motorcycle industry was in decline under the assault on the market of Japanese bikes in particular by the Honda 450cc DOHC. In an attempt to stem this tide BSA & Triumph management planned the development and sale of a motorcycle which could compete in the marketplace against the Japanese bikes. Thus the BSA Fury & Triumph Bandit were born. Essentially the same bike which were badged under their respective brands..
The Triumph TR6 Trophy was introduced in 1956 and lasted until 1973 when it was replaced by the 750cc TR7. During this time it was a successful model, particularly in the US. The competition variant, the TR6(S)C, popularly known as the "desert sled", won numerous competitions throughout the late 1950s and 1960s. The bike's appearance in The Great Escape and Steve McQueen's fondness for the model are well known. Although not quite as quick as the Bonneville the Trophy is considered by many to be Triumph's best all-round 650cc model.
By the 1960s, small, reliable, oil-tight Japanese machines were gaining momentum. To strengthen its position, BSA merged with Triumph, and had mild success with its Rocket 3, a three-cylinder bike that shared its engine and drivetrain with the Triumph Trident. Nevertheless, by the 1970s, performance Japanese motorcycles had displaced BSAs in the minds of many motorcyclists.
The BSA Lightning was designed as the 'all-round' sportbike of the 1960s, planned largely for export to the US market to complement the touring BSA Thunderbolt and the supersports BSA Spitfire. Development of the engine aimed to make it more reliable, quieter and less prone to oil leaks, with top speed sacrificed to improve mid-range and rideability. With twin carburettors the A65L could still reach 108 mph (174 km/h), however. Improvements included an oil pressure warning light which had a tendency to malfunction, so riders learned to ignore it.
Towards the end of the 60’s, the British motorcycle industry was in decline under the assault on the market of Japanese bikes in particular by the Honda 450cc DOHC. In an attempt to stem this tide BSA & Triumph management planned the development and sale of a motorcycle which could compete in the marketplace against the Japanese bikes. Thus the BSA Fury & Triumph Bandit were born. Essentially the same bike which were badged under their respective brands..
The Triumph TR6 Trophy was introduced in 1956 and lasted until 1973 when it was replaced by the 750cc TR7. During this time it was a successful model, particularly in the US. The competition variant, the TR6(S)C, popularly known as the "desert sled", won numerous competitions throughout the late 1950s and 1960s. The bike's appearance in The Great Escape and Steve McQueen's fondness for the model are well known. Although not quite as quick as the Bonneville the Trophy is considered by many to be Triumph's best all-round 650cc model.
By the 1960s, small, reliable, oil-tight Japanese machines were gaining momentum. To strengthen its position, BSA merged with Triumph, and had mild success with its Rocket 3, a three-cylinder bike that shared its engine and drivetrain with the Triumph Trident. Nevertheless, by the 1970s, performance Japanese motorcycles had displaced BSAs in the minds of many motorcyclists.
The BSA Lightning was designed as the 'all-round' sportbike of the 1960s, planned largely for export to the US market to complement the touring BSA Thunderbolt and the supersports BSA Spitfire. Development of the engine aimed to make it more reliable, quieter and less prone to oil leaks, with top speed sacrificed to improve mid-range and rideability. With twin carburettors the A65L could still reach 108 mph (174 km/h), however. Improvements included an oil pressure warning light which had a tendency to malfunction, so riders learned to ignore it.
Saturday, 18 July 2009
Latecoere Flyingboats
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The Latécoère 300 series of aircraft were a group of civil and military flying boats. They were manufactured by French aircraft manufacturer Latécoère in the 1930s.
A single Latécoère 300 was built; it was flown for the first time in 1931 and sank the same year. It was rebuilt and flown again in 1932, being named Croix du Sud ("Southern Cross"). The 300 was a monoplane of parasol wing construction. It was powered by four engines, each of which produced 650 hp, arranged in two push-pull pairs. The 300 set an international aviation record for seaplanes on 31 December 1933, by flying 3,697 kilometers (2,297 mi) non-stop between Berre Lake near Marseille and Saint-Louis, Senegal.
The aircraft then entered service for Air France, transporting mail across the Atlantic Ocean from Dakar, Senegal to Natal, Brazil. It completed 23 missions before being lost at sea on December 7, 1936.The civilian Laté 301, and military Laté 302 were based on the 300, with some design improvements. A total of three aircraft of each type were built between 1935 and 1936. The first of the 301s was lost, the remaining two were used in South Atlantic service until 1939. In 1939 the last remaining 301 was converted to military service, joining the 302s in patrol duties in West Africa.
Original Laté 302 aircraft had 930-hp engines, bow, beam, and engine nacelle machine gun ports, and a bomb load of 300 kilograms (661 lb). The aircraft supported a crew of four and included sleeping accommodations. Fuel and payload were stored inside the hull. The 302s and converted 301 were in service at the start of World War II, and continued in military service, flying patrols from Dakar until retired due to lack of spare parts, the last aircraft being grounded at the end of 1941.
The Latécoère 300 series of aircraft were a group of civil and military flying boats. They were manufactured by French aircraft manufacturer Latécoère in the 1930s.
A single Latécoère 300 was built; it was flown for the first time in 1931 and sank the same year. It was rebuilt and flown again in 1932, being named Croix du Sud ("Southern Cross"). The 300 was a monoplane of parasol wing construction. It was powered by four engines, each of which produced 650 hp, arranged in two push-pull pairs. The 300 set an international aviation record for seaplanes on 31 December 1933, by flying 3,697 kilometers (2,297 mi) non-stop between Berre Lake near Marseille and Saint-Louis, Senegal.
The aircraft then entered service for Air France, transporting mail across the Atlantic Ocean from Dakar, Senegal to Natal, Brazil. It completed 23 missions before being lost at sea on December 7, 1936.The civilian Laté 301, and military Laté 302 were based on the 300, with some design improvements. A total of three aircraft of each type were built between 1935 and 1936. The first of the 301s was lost, the remaining two were used in South Atlantic service until 1939. In 1939 the last remaining 301 was converted to military service, joining the 302s in patrol duties in West Africa.
Original Laté 302 aircraft had 930-hp engines, bow, beam, and engine nacelle machine gun ports, and a bomb load of 300 kilograms (661 lb). The aircraft supported a crew of four and included sleeping accommodations. Fuel and payload were stored inside the hull. The 302s and converted 301 were in service at the start of World War II, and continued in military service, flying patrols from Dakar until retired due to lack of spare parts, the last aircraft being grounded at the end of 1941.
Friday, 17 July 2009
The Vintage Motocross Club of Western Australia
Check out this excellent website from Australia, those guys are rad, very good site and very nice pictures
VMXWA is the leading body actively promoting Vintage Motocross in Western Australia . The Club runs a full winter calendar from March through to around October. The tracks used by the Club include natural terrain and established 70's era tracks, ideally suited to VMX racing. Racing is low-key with the emphasis on restoring, riding and enjoying your 'vintage' machinery.
Jeff Smith at the 1964 MXdN, Hawsktone Park
Introducing the sport to Western Australia in 1995, VMXWA set out to recreate the sights, sounds, smell and camaraderie of the 'golden years on motocross' - the 60's and 70's. The underlying theme in Vintage Motocross is "the spirit of the era". You won't find any modern "obstacles" on a VMX track, but you will find mud, dirt, dust, hills and a group of riders who love the sport and the bikes they ride.
Jeff Smith at the 2006 Australian Classic MX Nationals
Pre-75 Vintage Motocross
VMXWA is exclusively pre-75 era, so if you own a trail or dirt bike, solo or sidecar built before December 31st 1974, with no more than 7" front wheel travel and 4" rear wheel travel, then it's eligible for vintage motocross with VMXWA.
Want to Know More?
The Club meets every 4th Wednesday of each month at the Como Bowling Club,
99 Hensman Street, South Perth
Start time for club nights is 8:00pm.
VMXWA is the leading body actively promoting Vintage Motocross in Western Australia . The Club runs a full winter calendar from March through to around October. The tracks used by the Club include natural terrain and established 70's era tracks, ideally suited to VMX racing. Racing is low-key with the emphasis on restoring, riding and enjoying your 'vintage' machinery.
Jeff Smith at the 1964 MXdN, Hawsktone ParkIntroducing the sport to Western Australia in 1995, VMXWA set out to recreate the sights, sounds, smell and camaraderie of the 'golden years on motocross' - the 60's and 70's. The underlying theme in Vintage Motocross is "the spirit of the era". You won't find any modern "obstacles" on a VMX track, but you will find mud, dirt, dust, hills and a group of riders who love the sport and the bikes they ride.
Jeff Smith at the 2006 Australian Classic MX NationalsPre-75 Vintage Motocross
VMXWA is exclusively pre-75 era, so if you own a trail or dirt bike, solo or sidecar built before December 31st 1974, with no more than 7" front wheel travel and 4" rear wheel travel, then it's eligible for vintage motocross with VMXWA.
Want to Know More?
The Club meets every 4th Wednesday of each month at the Como Bowling Club,
99 Hensman Street, South Perth
Start time for club nights is 8:00pm.
Thursday, 16 July 2009
Wednesday, 15 July 2009
Brooks England since 1866
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Over almost a century and a half, Brooks England has grown from a small workshop to a byword in quality craftsmanship. Back in 1865, John Boultbee Brooks left his hometown of Hinckley in Leicestershire with just £20 in his pocket.
He headed for Birmingham, where in 1866 he established a business in horse harnesses and general leather goods in Great Charles Street under the name JB Brooks & Co.In 1878, the unfortunate death of Mr Brooks’ horse led to a stroke of inspiration. Unable to afford another horse, he borrowed a bicycle in order to commute to work. But he found the seat so uncomfortable that he vowed to do something about it. On 28 October 1882, Mr Brooks filed his first saddle patent.
Waddling cyclists everywhere threw their hats in the air and the new product was a roaring success. The company became known and respected for its beautiful leather handcrafted saddles, and soon started to make cycle and motorcycle bags and other accessories.
Brooks England is steeped in history, a prestige brand that boasts almost 150 years of tradition and expertise. But quality and style never age. So come on in and take a seat.
Over almost a century and a half, Brooks England has grown from a small workshop to a byword in quality craftsmanship. Back in 1865, John Boultbee Brooks left his hometown of Hinckley in Leicestershire with just £20 in his pocket.
He headed for Birmingham, where in 1866 he established a business in horse harnesses and general leather goods in Great Charles Street under the name JB Brooks & Co.In 1878, the unfortunate death of Mr Brooks’ horse led to a stroke of inspiration. Unable to afford another horse, he borrowed a bicycle in order to commute to work. But he found the seat so uncomfortable that he vowed to do something about it. On 28 October 1882, Mr Brooks filed his first saddle patent.
Waddling cyclists everywhere threw their hats in the air and the new product was a roaring success. The company became known and respected for its beautiful leather handcrafted saddles, and soon started to make cycle and motorcycle bags and other accessories.
Brooks England is steeped in history, a prestige brand that boasts almost 150 years of tradition and expertise. But quality and style never age. So come on in and take a seat.
Tuesday, 14 July 2009
Greeves Motorcycles
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Greeves Motorcycles Ltd is a British motorcycle manufacturer producing motorcycles mainly for the trials and off-road market. Owner Richard Deal bought the rights to the Greeves name in May 1999. The original company had been producing motorcycles since 1952, funded by a contract with the Ministry of Pensions for their Invacar. a three wheeler for disabled drivers. After many wins in motorcycle trials competitions and developing a successful US export market the original company ceased trading following a fire in 1977. The new company continues to develop motorcycles and launched the first new Greeves Trials Bike for 20 years in January 2009, with an innovative new all British two stroke 280cc engine.
Competition success
It was off road competition that was to dominate Greeves production, and in 1956 Greeves signed motocross rider Brian Stonebridge and started competing in the European Motocross Championship. Stonebridge became the company Competitions Manager and Development Engineer, as he was a skilled two stroke tuning specilaist and was able to significantly improve the performance of the Villiers engines. In April 1957 Brian Stonebridge managed to beat the 500cc bikes on the much smaller capacity Greeves round the demanding and hilly Hawkstone Park course, winning the 350cc race and coming second in the 500cc race, establishing Greeves reputation as true off road competition motorcycles. The next Greeves model was called the 'Hawkstone' to capitalise on this success and the company began to specialise in motocross motorcycles, ridden by champions including Peter Hammond, Jack Simpson and Norman Sloper.
Stonebridge led a three man Greeves team to the West German ISDT event in 1958 and had a faultless ride, winning another gold medal. In October 1959 tradgedy struck the Greeves team when Brian Stonebridge was killed in a car accident. Bert Greeves was at the wheel and Stonebridge was in the passenger seat when they crashed returning from a visit to a factory in Bradford. In a head on collision Bert was only slightly injured but in the days before seat belts it proved fatal for Brian, who died at the scene of the accident.
After the death of Stonebridge Greeves signed Dave Bickers who won the 1960 and 1961 250cc championship. The company went on to win the Manx Grand Prix, the Scott Trial, the European Trials Championship and the Scottish Six Days Trial, winning gold medals in the ISDT and the ACU 250cc Road Race. Bert Greeves also managed to sign up Bill Wilkinson, the Yorkshire trials rider who made the headlines when he won the British Experts Trail competition in 1960, the first time it had ever been won on a two stroke motorcycle and a significant result for the Greeves factory.
In 1963 the Greeves range still included the 25DC Sports Twin and two new models with the latest glass fibre tanks and handlebar fairings, as well as plastic mudguards. These were the 25DD 'Essex' and the 250 DCX 'Sportsman'. The same year the Greeves factory was asked to provide the motorcycles for the British ISDT team. This was significant because the team had previously relied on four stroke vertical twins. Greeves produced three special machines for the event, which was held in the Czechoslovakian mountains. The engines were highly modified Villiers MK 36A but instead of the standard Villiers crankshaft they had an Alpha assembly and the squared off cylinder barrels and heads were cast in Bert Greeves' own foundry and painted with matt black heat dispersing paint. Although one of the riders, Triss Sharp, had starting problems his brother Brian Sharp and the third rider Peter Stirland both won gold medals. The only woman to compete in the event was also riding a Greeves machine and won a bronze medal.
Greeves also made a successful entry into road-racing with the 250 cc Silverstone model. Although these were not as fast as some of their competitors, they earned a reputation for reliability and were chosen to be the standard motorcycles for the Mortimer Road-Racing School. As well winning the 1964 Isle of Man Grand Prix, Gordon Keith also took the Greeves racer to the fastest lap of the race at 87.6mph, which proved to be the best speed ever by a British 250cc motorcycle. As well as a boot for the Greeves factory, this was an important win when the sport was beginning to become dominated by foreign motorcycles. This led to a lot of interest in the Greeves road bikes, including from a number of British Police forces for a version of the bigger twin equipped with a radio.
Also in 1964 Greeves launched the 'Challenger', and first time out ridden by Garth Weldon it won the Terry Cups Trail. In 1967 a 346cc version of the successful Challenger was launched, together with a and 350cc road racer called the 'Oulton'. A special export model called the 'Ranger' was also developed but by 1968 Villiers had pulled out of engine production and Greeves decided to leave the trails motorcycle market to concentrate on the development of a motorcross model.
As the Japanese entered the market place - Suzuki dominated the European Championships from 1970 to 1973 - sales began to slow. They were successful in winning an important order to supply the Royal Artillery Motorcycle Display Team with motorcycles and developed the 'Greeves Griffons' but a change in the law meant that the Invacar, which had been the mainstay of the company (even at the peak of motorcycle production Bert Greeves still answered the telephone as "Invacar Limited") was no longer legal for road use so the Ministry of Pensions decided to replace it with a four wheeled car. Bert Greeves decided that it was time to retire from the business and was soon followed by his cousin Derry Preston-Cobb. The company floundered in 1976 and after a fire at the factory were unable to resume production and went into receivership.
Avery good link : http://www.kivas.com/greeves/
Greeves Motorcycles Ltd is a British motorcycle manufacturer producing motorcycles mainly for the trials and off-road market. Owner Richard Deal bought the rights to the Greeves name in May 1999. The original company had been producing motorcycles since 1952, funded by a contract with the Ministry of Pensions for their Invacar. a three wheeler for disabled drivers. After many wins in motorcycle trials competitions and developing a successful US export market the original company ceased trading following a fire in 1977. The new company continues to develop motorcycles and launched the first new Greeves Trials Bike for 20 years in January 2009, with an innovative new all British two stroke 280cc engine.
Competition success
It was off road competition that was to dominate Greeves production, and in 1956 Greeves signed motocross rider Brian Stonebridge and started competing in the European Motocross Championship. Stonebridge became the company Competitions Manager and Development Engineer, as he was a skilled two stroke tuning specilaist and was able to significantly improve the performance of the Villiers engines. In April 1957 Brian Stonebridge managed to beat the 500cc bikes on the much smaller capacity Greeves round the demanding and hilly Hawkstone Park course, winning the 350cc race and coming second in the 500cc race, establishing Greeves reputation as true off road competition motorcycles. The next Greeves model was called the 'Hawkstone' to capitalise on this success and the company began to specialise in motocross motorcycles, ridden by champions including Peter Hammond, Jack Simpson and Norman Sloper.
Stonebridge led a three man Greeves team to the West German ISDT event in 1958 and had a faultless ride, winning another gold medal. In October 1959 tradgedy struck the Greeves team when Brian Stonebridge was killed in a car accident. Bert Greeves was at the wheel and Stonebridge was in the passenger seat when they crashed returning from a visit to a factory in Bradford. In a head on collision Bert was only slightly injured but in the days before seat belts it proved fatal for Brian, who died at the scene of the accident.
After the death of Stonebridge Greeves signed Dave Bickers who won the 1960 and 1961 250cc championship. The company went on to win the Manx Grand Prix, the Scott Trial, the European Trials Championship and the Scottish Six Days Trial, winning gold medals in the ISDT and the ACU 250cc Road Race. Bert Greeves also managed to sign up Bill Wilkinson, the Yorkshire trials rider who made the headlines when he won the British Experts Trail competition in 1960, the first time it had ever been won on a two stroke motorcycle and a significant result for the Greeves factory.
In 1963 the Greeves range still included the 25DC Sports Twin and two new models with the latest glass fibre tanks and handlebar fairings, as well as plastic mudguards. These were the 25DD 'Essex' and the 250 DCX 'Sportsman'. The same year the Greeves factory was asked to provide the motorcycles for the British ISDT team. This was significant because the team had previously relied on four stroke vertical twins. Greeves produced three special machines for the event, which was held in the Czechoslovakian mountains. The engines were highly modified Villiers MK 36A but instead of the standard Villiers crankshaft they had an Alpha assembly and the squared off cylinder barrels and heads were cast in Bert Greeves' own foundry and painted with matt black heat dispersing paint. Although one of the riders, Triss Sharp, had starting problems his brother Brian Sharp and the third rider Peter Stirland both won gold medals. The only woman to compete in the event was also riding a Greeves machine and won a bronze medal.
Greeves also made a successful entry into road-racing with the 250 cc Silverstone model. Although these were not as fast as some of their competitors, they earned a reputation for reliability and were chosen to be the standard motorcycles for the Mortimer Road-Racing School. As well winning the 1964 Isle of Man Grand Prix, Gordon Keith also took the Greeves racer to the fastest lap of the race at 87.6mph, which proved to be the best speed ever by a British 250cc motorcycle. As well as a boot for the Greeves factory, this was an important win when the sport was beginning to become dominated by foreign motorcycles. This led to a lot of interest in the Greeves road bikes, including from a number of British Police forces for a version of the bigger twin equipped with a radio.Also in 1964 Greeves launched the 'Challenger', and first time out ridden by Garth Weldon it won the Terry Cups Trail. In 1967 a 346cc version of the successful Challenger was launched, together with a and 350cc road racer called the 'Oulton'. A special export model called the 'Ranger' was also developed but by 1968 Villiers had pulled out of engine production and Greeves decided to leave the trails motorcycle market to concentrate on the development of a motorcross model.
As the Japanese entered the market place - Suzuki dominated the European Championships from 1970 to 1973 - sales began to slow. They were successful in winning an important order to supply the Royal Artillery Motorcycle Display Team with motorcycles and developed the 'Greeves Griffons' but a change in the law meant that the Invacar, which had been the mainstay of the company (even at the peak of motorcycle production Bert Greeves still answered the telephone as "Invacar Limited") was no longer legal for road use so the Ministry of Pensions decided to replace it with a four wheeled car. Bert Greeves decided that it was time to retire from the business and was soon followed by his cousin Derry Preston-Cobb. The company floundered in 1976 and after a fire at the factory were unable to resume production and went into receivership.
Avery good link : http://www.kivas.com/greeves/
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