Panzer IIThe main German light tank of WW2. Both the Panzer I and II were considered as stopgaps before the arrival of more advanced models, namely the Panzer III and IV. Despite of this, the Panzer II remained in service throughout the war, being the main light tank in German service and being used as a scout, although many wheeled vehicles preformed this specialized task far better. In this particular role, the Panzer II lacked both speed and range. Union Pacific operated the largest fleet of gas turbine-electric locomotives (GTELs) of any railroad in the world. The prototype, UP 50, was the first in a series. However, this isn’t the first time Moller has tried to sell his prototype on eBay. Back in 2006 the vehicle went up for auction as well, but the reserve was never met. XB-1 is a one-third scale realization of the Boom passenger airliner. It will demonstrate in flight the key technologies for practical supersonic travel. About This Game Welcome to New York Zero. The sequel to Radical Entertainment’s best-selling open-world action game of 2009, Prototype® 2 takes the unsurpassed. The Bourke Engine was designed by Russell Bourke in the 1920s, as an improved two stroke engine. Despite finishing his design and building several working engines. Autoblog Alerts Want to get notified as soon as we write about the topics you're interested in? Click here to sign in and then look for the around the site to. ![]() The latest news and headlines from Yahoo! Get breaking news stories and in-depth coverage with videos and photos. Jurassic Park had just six minutes of computer-generated dinosaurs in it, compared to modern blockbusters which can have thousands of shots requiring complex visual. Prototype 2 Free Download PC game setup in direct single link for windows. Prototype 2 is an open world and action adventure video game. Prototype 2 Overview. It was gradually improved and produced until 1. The origins of this model date back to 1. Waffenamt (military ordnance bureau) that delays in the production of the Panzer III and IV led to the need of a new design to quickly replace the Panzer I. The specifications required a 1. Krupp, AG, Daimler- Benz, MAN, Henschel, Sohn AG were contacted, and submitted their designs to the Waffenamt in 1. The Krupp design was rejected, and a marriage of the Daimer- Benz hull and MAN chassis was chosen instead. This led to ten prototypes during late 1. La. S 1. 00. Production was approved the same year. Panzer II general features. Basically, the accepted design was an enlarged Panzer I with a turret bearing the new Rheinmetall Kw. K3. 0 L5. 5 2. 0 mm (0. The armament was derived from the 2 cm Fla. K 3. 0 anti- aircraft gun, capable of a firing rate of 6. The purpose of such a gun was to have good armor- piercing capabilities, due to its high velocity and high rate of fire, being especially effective at short range against most light and medium tanks of the time. The Kw. K 3. 0 was aimed through a TZF4 gun sight. Normal provision was 1. Rheinmetall- Borsig model 3. Elevation/depression for the gun mount was +2. As the Spanish Civil War showed, a dramatic increase in armor was urgently needed, and the first designs incorporated integral 1. However, it was not immune to many high velocity 3. AT weapons of the time, or the French 2. Soviet 4. 5 mm (1. The engine of nearly the entire series was the gasoline 6- cylinder Maybach HL6. TRM providing 1. 40 hp, coupled with a ZF transmission with 6 gears plus reverse. It was reliable, although it limited any major increases in armor and armament, due to significant losses both in speed and range. The first pre- series vehicles were fitted with small wheels sprung in pairs under three bogies, a system very similar to the Panzer I suspension. However, for reliability and mass production, a new system of five individually sprung, larger wheels was chosen. The upper part of the track was supported by three return rollers, increased to four on the production version. The crew- size of three was a progress over the Panzer I, but the commander was also the main gunner, sitting on the turret seat. The driver sat at the front of the vehicle. The loader/radio operator was situated on the floor under the turret, operating a Fu. G5 USW receiver and 1. The radio gave a clear advantage to the Panzer II over previous models and foreign opponents. Panzer II Ausf. a/b/c: The pre- series. Contrary to the Panzer I, which entered mass- production relatively quickly with the Ausf. A version, gradual development of the Panzer II by various constructors led to a “pre- series”. These “minor” versions are identified by their minuscule letters in the designation. The Ausf. a (7. 5 units) was sub- divided into three minor variants, featuring a cast idler wheel (then welded) with rubber tire, some engine improvements and then improved suspension and engine cooling. This version had a 1. Maybach HL 5. 7 TR engine coupled with a ZF Aphon SSG4. They were known also as the “short hulls”, but were under- protected, with just 1. The Ausf. b (2. 5 units) featured a reworked suspension, wider tracks, longer hull (now 4. Maybach HL6. 2TR engine and corresponding new drivetrain. Turret armor was increased to 1. The Ausf. c version was the last pre- series, with a brand new suspension featuring five larger independently sprung road wheels and four return rollers. The length was further increased, to 4. The cost of these models decreased in time. A single Ausf. a was worth 5. RM, but an Ausf. c costed only 3. RM. Large- scale production versions were not cheaper. The Ausf. F from 1. RM complete with its armament. Main production models: Panzer I Ausf. A, B and CThese were the main production variants. The Ausf. A benefited from all previous improvements, with upgraded in armor, now 1. This version was produced from July to December 1. The Ausf. B, which succeeded it, was almost unchanged except for minor aspects. They were visually identical and all parts were interchangeable. The Ausf. C appeared in June 1. Ausf. B. Production rate was increased because more contractors joined in, namely Alkett, FAMO, MAN, Daimler- Benz, MIAG, Wegmann and Henschel. The early production vehicles can be visually distinguished from the later by their rounded front hull. The later were up- armored significantly, notably with extra plates bolted to the frontal glacis and turret. The last produced, during the war, even received additional, moderately sloped side armor plating. They also received the new Kw. K 3. 8 gun. The Ausf. C was the main variant used throughout the war, produced until mid 1. During 1. 93. 9- 4. Panzertruppen. Ausf. F: Last version. Wartime experience quickly led to major improvements being implemented on the Panzer II, notably its armor. A new single- piece frontal 3. A new commander cupola was also fitted, as well as the new Kw. K 3. 8 2. 0 mm (0. Consequently, the weight rose to 9. From March 1. 94. December 1. 94. 2. This was the last major version, all others being redesigns that were more or less related to the Panzer II series, some sharing only the name. The Ausf. F was still a scout tank, with far better survivability than the previous models, but with some sacrifices in the speed department. The 2. 0 mm (0. 7. However, it was in limited supply. Ausf. D and E: The redesigned scout tanks. In 1. 93. 8, when both the Panzer III and IV came into production, the Waffenamt considered converting the existing production line to build true scout tanks, or Schnellkampfwagen. MAN designed the first prototype, based on the relatively unsuccessful FAMO/Christie suspension recently acquired from USA. At first, this new suspension gave excellent results, achieving 5. Production commenced shortly after. They were completely redesigned, the turret being the only part shared with the Ausf. C. They received extra armor, up to 3. Maybach HL6. 2TRM engine and a new transmission, with Maybach Variorex VG 1. The only differences between the D and E were the tracks and wheels. These fast reconnaissance tanks were given to cavalry units. Only 4. 3 had been completed by MAN when their poor cross- country performances became obvious in Poland. The chassis were then converted into the Flamingo flame- thrower variant. Panzer II Ausf. G,H,J and M heavy reconnaissance tanks. In April 1. 94. 1, an ambitious program was poised to release 3. Gefechtsaufklarungs (heavy reconnaissance tanks) along with 1. This led to various prototypes, all built by MAN, part of a new breed of up- armored models (neue Art verstarkt) conceived between April 1. August 1. 94. 2. There were some upgunning attempts, first with captured French 3. SA 3. 8 guns, later with a German 5. Pa. K 3. 8 L/6. 0 gun (on the VK 9. The Ausf. H had a properly redesigned turret, new hull, engine, tracks and new interleaved wheeltrain, but a sole prototype was completed. The Ausf. G (three sub- variants) saw limited production, also by MAN (1. This version was armed with a 7. EW- 1. 41 heavy machine gun. The Ausf. M was similar, but only 4 were completed when the entire project was cancelled in September 1. The Ausf. J was also a completely new tank, which bore no resemblance and shared no parts with previous models. It was a very wide, highly armored small support tank, with large tracks, the fruit of war experience in Russia. They joined the 1. Panzer Division and fought at Kursk, in Russia. All these models had interleaved road wheels and large tracks. The most ambitious of all was the Leopard, which was to replace the Ausf. L “Luchs”. Also known as the VK 1. Ausf. J, with an improved sloped hull which strongly resembled the Panther’s. Officially called the Leopard, weighing nearly 3. But the whole project, too costly, was cancelled before the only prototype was completed, in late 1. Ausf. L “Luchs”: The ultimate scout tank. The VK 1. 3. 0. 3 prototype was a Panzerspahwagen, studied by MAN and built afterwards by MAN and Henschel under the name of Panzerspahwagen II Ausf. L “Luchs” (Lynx) from September 1. January 1. 94. 4 (1. The Sd. Kfz. 1. 23 was the final version of the Panzer II, largely based on previous models. It was up- armored and fitted with the interleaved wheels and new tracks developed for the semi- experimental Ausf. G. It also had a new, more powerful (1. Maybach HL6. 6P engine, coupled with a ZF Aphon SSG4. The new rearranged hull was fitted with bigger fuel tanks. Range was increased to 2. The hull superstructure, chassis, drivetrain, turret, were all modified. Armor was raised to 3. The weight soared to 1. The crew- size was now four. This meant the commander could focus on his own tasks, and he also had a newly designed cupola. The radio (Fu. G1. MW receiver and 8. The gun was still the 2. Kw. K 3. 8 L5. 5, but with 3. AP rounds. The secondary MG 3. The Luchs fought until the end of the war, both on the Eastern and Western front, in Panzer- Aufklarungs- Abteilungen (armored reconnaissance units) affected to Wehrmacht and SS units. Main variants: Marder, Wespe, Flamingo & Bison. Many Panzer II chassis, particularly those of early versions (Ausf. A to C) were used for special versions. And the production line, which stopped producing the Panzer II, kept churning chassis for the production of new variants. The most famous derivative was this successful tank hunter, using captured Soviet 7. AT guns (Sd. Kfz. German Pak 4. 0 (Sd. Kfz. 1. 31). 7. 44 of both versions were built or converted until 1. Union Pacific GTELs - Wikipedia. Union Pacific GTELs. UP 1. 8, a third generation GTEL with four three axle . Cooper- Bessemer 8. W) 3rd Generation. Traction motors. GE 7. E1 1st and 2nd Generation, GE 7. E3 3rd Generation. Safety systems. Twin Leslie Tyfon A- 2. Leslie S- 5. T- RF air horn 3rd generation. Performance figures. Maximum speed. 65 mph (1. GE tests). Power output. W) 1st & 2nd Generation. W) 3rd Generation. Tractive effort. 21. N) 3rd Generation. Career. Operators. Union Pacific Railroad. Class. 1Number in class. Numbers. UP5. 0 Demonstrator Prototype. Generation. 6. 1- 7. Generation. 1- 3. Generation. Official name. GTEL, Gas Turbine Electric Locomotive. Nicknames. The prototype, UP 5. General Electric for Union Pacific's long- haul cargo services and marketed by the Alco- GE partnership until 1. The prototype was introduced in 1. At one point, Union Pacific said, GTELs hauled more than 1. This was initially not a problem, because Union Pacific's turbines burned Bunker C heavy fuel oil that was less expensive than diesel. But this highly viscous fuel is difficult to handle, with a room- temperature consistency similar to tar or molasses. To solve this problem, a heater was built into the fuel tanks (and later into fuel tenders) to heat the fuel to 2. Eventually UP switched from Bunker C to modified No. Changes to the air intake systems on the production turbine locomotives improved the quality of the air that reached the turbines, which in turn reduced the wear to the turbine blades and increased the turbine's running life. The GTELs were operated into late 1. Cheyenne roundhouse in operating condition until being retired in February 1. In the 1. 93. 0s, a pair of steam turbine locomotives were tried but rejected. Before World War II, Union Pacific had been adding diesels to its roster, but none pulled road freight trains. The idea of using four diesels to equal the power of a steam locomotive was unappealing, so the search began for something bigger. General Electric had been building gas turbines for aircraft and proposed using something similar on a locomotive. Union Pacific thought maintenance costs for a locomotive were largely independent of its power, so a smaller number of more powerful locomotives would save money. Union Pacific decided the best way for the turbine locomotives to realize their potential would be to put them on mainline freight trains. The long runs and relatively high speeds would maximize the turbines' efficiency. After Union Pacific expressed interest, GE built a prototype, GE 1. November 1. 94. 8. After tests in the Northeast during June 1. UP 5. 0. Painted in Union Pacific Armour Yellow, UP 5. Union Pacific never took ownership of this locomotive, however. This was one of the few internal combustion locomotives in North America that had a cab at each end. The cabs themselves resembled the FA units being built by Alco- GE at that time. The sides of the locomotive had numerous air intake louvers that could be opened and closed in varying patterns. UP 5. 0 was a carbody unit with a B+B- B+Bwheel arrangement – four two- axle trucks, with pairs connected by span bolsters. The turbine produced 4,8. MW), of which 4,5. MW) was available for traction. This power output was more than double that of diesel- electric units of that era. For starting, the unit's auxiliary diesel generator would power a set of windings in the gas turbine's main generator, causing the generator to rotate. The generator's rotation would begin to spin up the turbine, at which point diesel fuel would be used to start combustion. A steam generator would heat and liquefy the turbine's primary fuel supply (heavy Bunker C oil). When the turbine and fuel oil reached their minimum operating temperatures, the fuel to the turbine would be switched from diesel to the primary fuel. This machine weighed 5. The turbines were delivered in three main groups after extensive testing of the prototype. Union Pacific intended to use the turbines to replace the famous Big Boys which were about to be retired. First generation. Each cost US$5. 40,0. The locomotive frame carried 7,2. US- gallon (2. 7,0. The GTELs initially pulled freights between Ogden, Utah and Green River, Wyoming, passing through Weber Canyon and Echo Canyon, Utah. In 1. 95. 4 they began running Ogden- Laramie and, soon after, Ogden- Cheyenne. In 1. 95. 5- 5. 6 2. US- gallon (9. 1,0. Council Bluffs, Iowa. UP 5. 3 was used to test an improved roof- mounted air intake, which proved successful, and locomotives 5. This fuel burned cleanly and didn't degrade the turbine blades as Bunker C oil did but was more difficult to transport and there were safety concerns. The project ended in January 1. UP 5. 7 was converted back to Bunker C. No other conversions were done. Difficulties were encountered due to the trailing turbine flaming out in tunnels. Despite modifications to minimize these difficulties, the experiment was discontinued, in favor of running additional diesel locomotives with the turbines. The outside walkways along their flanks earned them the nickname . The turbine and electrical equipment were about the same, though the side louver air intakes were replaced by the large roof mounted intake first tested on UP 5. These tests were successful and eventually all but six of the 4,5. W) GTELs were equipped to run with diesels. As tonnage requirements increased, trailing diesel locomotives in multiple unit operation became more commonplace. The verandas were retired between August 1. June 1. 96. 4. Each would be two units plus a fuel tender, rated at 8,5. W). The A unit contained the control cab and an auxiliary diesel engine generator. The B unit carried the turbine and main generators to provide electricity to the traction motors on both the A and B units. The turbine was a new design GE Frame 5 simple cycle gas turbine with a sixteen- stage compressor, ten combustion chambers and a two- stage turbine. No steam generator was needed to heat and liquify the heavy Bunker C fuel because the tenders were insulated. The original plan was to number these units in the 7. They were delivered to Union Pacific between August 1. June 1. 96. 1. These units were very different from the previous generations, having a wheel arrangement of C- C on each of their units (not including their tenders). The locomotive weighed about 6. Continuous tractive effort was 1. Cheyenne and 5. 18. Ogden. With 8,5. 00 hp (6,3. W) from a single prime mover these engines set a record that still stands. That rating was claimed. Trains says . There had been problems with fuel filters clogging on the earlier turbines, so it was decided to filter the fuel before filling the locomotive fuel tanks and the tender. Unlike the earlier turbines, the 8,5. W) turbines came with 2. US gal (9. 1,0. 00 l) fuel tenders, in addition to the 2,5. US gal (9,5. 00 l) of diesel fuel in the locomotive tank. They had Leslie S- 5. T- RF air horns on the cab roof (later moved to the mid radiator section of the A unit, in response to ice build- up in the bells). The turbines in these units are the most powerful prime movers ever installed in any North American locomotives. Retirement. Their running gear was recycled into the GE U5. Trucks, traction motors and span bolsters from locomotives 5. U5. 0, and trucks and traction motors from locomotives in the 1 to 3. U5. 0C. Several of the tenders were retained and converted to hold water for maintenance of way purposes and later to be used for Union Pacific's operating steam locomotives, UP 8. UP 3. 98. 5 and UP 4. Two of the turbines survive - UP 2. Utah State Railroad Museum in Ogden, Utah. None of the first generation turbines or the second generation turbines were preserved. UP 1. 8's tender UP 9. UP's FEF series steam locomotives before conversion to turbine use, it served as a water tender from the 1. Expo '7. 4 and the American Freedom Train before being donated to the Kansas Railroad Museum, and then acquired by the IRM. The PA- 1's 2,0. 00 hp (1. MW) diesel engine was retained and the B unit carried the main power plant for the main generators, which contributed 5,0. MW) for a total power output of 7,0. MW). The coal tender was rebuilt from that of Challenger steam locomotive number 3. The setup was numbered 8. EMDDD3. 5s then being introduced. The blade erosion and soot build- up problems encountered in the earlier locomotives were magnified with the coal turbine. Grinding coal into fine particles was also troublesome but necessary because any oversized coal particles could damage the turbine blades. Ultimately, the experiment was declared a failure and was scrapped after spending only 2. The conventional gas turbines each racked up well over 1,0. UP roster on March 1. The PA- 1 control unit was traded to EMD, while the turbine unit and tender were scrapped at the Omaha shops.
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