by Ventura Mendoza a.k.a. Miurihausen

Limousine Covers|It’s Time For A New Car Cover

This week I’m going to talk about when you can tell it’s time for a new car cover. There are many covers made today and they all have there time for replacement. When you buy a car cover they come with a warranty and this warranty will cover the material, tie down grommet, UV and waterproof protection as well as the seams and elastic hem in the front and back. If any of these has a problem during the warranty period you should contact the seller or manufacturer and inquire about a replacement. So I’m going to explain what your warranty will cover and when you should replace your cover after the warranty has run out and the cover is showing signs of wear.

First let’s talk about the warranty, all warranties vary from type of cover and manufacturing company. (1) Material: the warranty will cover any type of defect in the material under normal use. (2) Tie down grommets: Covers that come with tie down grommets will be covered under the warranty for defects under normal use. (3) UV and Waterproofing: Car Covers come with different types of protection, some are rated low for the UV and water protection and others are rated high for this protection. The warranty will cover you based on which cover you bought and the UV and Waterproof treatment as per each cover type. It should provide the UV and Waterproofing for the covered time under the warranty time period. (4) Seams: This means that seams shouldn’t come apart during the warranty time period under normal use. (5) Elastic Hems: Most Car covers come with elastic hems to help keep the cover on your car, they shouldn’t lose there elasticity or come apart under normal use. All these warranties vary and are up to each company as to how they will handle and respond to there claims.

Now to the cover that needs replacement after the warranty has run out. Most if not all car covers will out last there warranty period, So you need to take a close look at your cover at the end of each season and check for wear and problems that will cause the cover to stop protecting your vehicle. The first thing is checking to see if the material is still in good shape and still protecting your car from the environment. Like is it still preventing the rain to penetrate the cover, and also stopping the UV rays from damaging your finish and interior. The best way is to first clean your cover to get all the dirt off from this past season, check your site where you purchased it for cleaning instructions. Then put the cover on your car and let it completely dry. Then taking your garden hose and simulate a rain storm don’t stand close and blast the cover just let the rain fall on the cover. After you have done this then check if the cover is still stopping the rain from getting to you cars finish. If you find that water is coming through the cover it is time to replace it. To check for UV protection is a bit tricky, take the cover after you have cleaned it and let it completely dried remove it from the car and on a sunny day stand under it and look towards the sun for weak spots in the material where the sun can come through to damage your car. If you see weak spots or thin spots then you should replace the cover. Checking the seams is easy to do just follow each seam and look for damage or sewing coming apart, if you can repair this great if not you may want to replace the car cover. To check the elastic hems check to see if they will still stretch and retract and if they still hold the car cover tight under the front and rear of your vehicle, if they are getting all stretched out or loose and not able to hold your cover securely to your vehicle I would suggest replacing the cover before the next big wind, having a loose cover can damage your finish by rubbing on it. One last thing to check is the tie down grommets located along the bottom hem in the middle of your vehicle cover. Check to see if they are still tight in the material and not beginning to pull out of the cover. These tie down grommets are a great help to keep your car cover on during and windy condition. You can use the cable lock or a bungee cord to secure your car cover.

Well I hope this will help to maintain your car covers and to keep then in good shape for the protection of your investment may it be your car or other vehicle. If you think I may have left out something please comment on this article and let me know and I will respond to your comment.

If you would like more information on car covers or auto accessories please visit us at www.ClickitCoverit.Com

Thank you!,In the blog: car accessories .Not’s about best model trains blog! . .

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Steven F. Udvar-Hazy Center: South hangar panorama, including gangplank

Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Monocoupe 110 Special:

Air show pilot and aerobatic champion W. W. "Woody" Edmondson thrilled audiences with his Monocoupe 110 Special throughout the 1940s. Edmondson, who named the airplane Little Butch for its bulldog-like appearance, placed second to "Bevo" Howard and his Bücker Jungmeister in the 1946 and ’47 American Aerobatic Championships, but he won the first International Aerobatic Championship in 1948.

The Monocoupe 110 Special was a clipped-wing version of the 110, part of a line that began with Don Luscombe’s Mono 22 and continued with the 70, 90, and 110 models. The sport coupes of the 1930s, these fast and maneuverable aircraft were ideal for racers Phoebe Omlie and Johnny Livingston. Ken Hyde of Warrenton, Virginia, restored Little Butch prior to its donation to the Smithsonian.

Gift of John J. McCulloch

Manufacturer:
Monocoupe Airplane Co.

Date:
1941

Country of Origin:
United States of America

Dimensions:
Wingspan: 6.9 m (23 ft.)
Length: 6.2 m (20 ft. 4 in.)
Height: 2.1 m (6 ft. 11 in.)
Weight, empty: 449 kg (991 lbs.)
Weight, gross: 730 kg (1,611 lbs.)
Top speed: 313 km/h (195 mph)
Engine: Warner 185, 200 hp

Materials:
Fuselage: steel tube with fabric cover Physical Description:High-wing, 2-seat, 1940′s monoplane. Warner Super Scarab 185, 200hp engine. Red with white trim. Clipped wings

• • • • •

Quoting Smithsonian National Air and Space Museum | Boeing 367-80 Jet Transport:

On July 15, 1954, a graceful, swept-winged aircraft, bedecked in brown and yellow paint and powered by four revolutionary new engines first took to the sky above Seattle. Built by the Boeing Aircraft Company, the 367-80, better known as the Dash 80, would come to revolutionize commercial air transportation when its developed version entered service as the famous Boeing 707, America’s first jet airliner.

In the early 1950s, Boeing had begun to study the possibility of creating a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers entering service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested million of its own capital to build a prototype jet transport in a daring gamble that the airlines and the Air Force would buy it once the aircraft had flown and proven itself. As Boeing had done with the B-17, it risked the company on one roll of the dice and won.

Boeing engineers had initially based the jet transport on studies of improved designs of the Model 367, better known to the public as the C-97 piston-engined transport and aerial tanker. By the time Boeing progressed to the 80th iteration, the design bore no resemblance to the C-97 but, for security reasons, Boeing decided to let the jet project be known as the 367-80.

Work proceeded quickly after the formal start of the project on May 20, 1952. The 367-80 mated a large cabin based on the dimensions of the C-97 with the 35-degree swept-wing design based on the wings of the B-47 and B-52 but considerably stiffer and incorporating a pronounced dihedral. The wings were mounted low on the fuselage and incorporated high-speed and low-speed ailerons as well as a sophisticated flap and spoiler system. Four Pratt & Whitney JT3 turbojet engines, each producing 10,000 pounds of thrust, were mounted on struts beneath the wings.

Upon the Dash 80′s first flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Company) Boeing clearly had a winner. Flying 100 miles per hour faster than the de Havilland Comet and significantly larger, the new Boeing had a maximum range of more than 3,500 miles. As hoped, the Air Force bought 29 examples of the design as a tanker/transport after they convinced Boeing to widen the design by 12 inches. Satisfied, the Air Force designated it the KC-135A. A total of 732 KC-135s were built.

Quickly Boeing turned its attention to selling the airline industry on this new jet transport. Clearly the industry was impressed with the capabilities of the prototype 707 but never more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. During the festivities surrounding this event, Boeing had gathered many airline representatives to enjoy the competition and witness a fly past of the new Dash 80. To the audience’s intense delight and Boeing’s profound shock, test pilot Alvin "Tex" Johnston barrel-rolled the Dash 80 over the lake in full view of thousands of astonished spectators. Johnston vividly displayed the superior strength and performance of this new jet, readily convincing the airline industry to buy this new airliner.

In searching for a market, Boeing found a ready customer in Pan American Airway’s president Juan Trippe. Trippe had been spending much of his time searching for a suitable jet airliner to enable his pioneering company to maintain its leadership in international air travel. Working with Boeing, Trippe overcame Boeing’s resistance to widening the Dash-80 design, now known as the 707, to seat six passengers in each seat row rather than five. Trippe did so by placing an order with Boeing for 20 707s but also ordering 25 of Douglas’s competing DC-8, which had yet to fly but could accommodate six-abreast seating. At Pan Am’s insistence, the 707 was made four inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage developed for the 707 became the standard design for all of Boeing’s subsequent narrow-body airliners.

Although the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-8 were bigger, faster, had greater range, and were more profitable to fly. In October 1958 Pan American ushered the jet age into the United States when it opened international service with the Boeing 707 in October 1958. National Airlines inaugurated domestic jet service two months later using a 707-120 borrowed from Pan Am. American Airlines flew the first domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the first regularly-scheduled transcontinental jet service in 1959. Subsequent nonstop flights between New York and San Francisco took only 5 hours – 3 hours less than by the piston-engine DC-7. The one-way fare, including a surcharge for jet service, was 5.50, or 1 round trip. The flight was almost 40 percent faster and almost 25 percent cheaper than flying by piston-engine airliners. The consequent surge of traffic demand was substantial.

The 707 was originally designed for transcontinental or one-stop transatlantic range. But modified with extra fuel tanks and more efficient turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with full payload under any conditions. Boeing built 855 707s, of which 725 were bought by airlines worldwide.

Having launched the Boeing Company into the commercial jet age, the Dash 80 soldiered on as a highly successful experimental aircraft. Until its retirement in 1972, the Dash 80 tested numerous advanced systems, many of which were incorporated into later generations of jet transports. At one point, the Dash 80 carried three different engine types in its four nacelles. Serving as a test bed for the new 727, the Dash 80 was briefly equipped with a fifth engine mounted on the rear fuselage. Engineers also modified the wing in planform and contour to study the effects of different airfoil shapes. Numerous flap configurations were also fitted including a highly sophisticated system of "blown" flaps which redirected engine exhaust over the flaps to increase lift at low speeds. Fin height and horizontal stabilizer width was later increased and at one point, a special multiple wheel low pressure landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.

After a long and distinguished career, the Boeing 367-80 was finally retired and donated to the Smithsonian in 1972. At present, the aircraft is installated at the National Air and Space Museum’s new facility at Washington Dulles International Airport.

Gift of the Boeing Company

Manufacturer:
Boeing Aircraft Co.

Date:
1954

Country of Origin:
United States of America

Dimensions:
Height 19′ 2": Length 73′ 10": Wing Span 129′ 8": Weight 33,279 lbs.

Physical Description:
Prototype Boeing 707; yellow and brown.