Torsional Tubes
Torsional Tubes
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The effect of openings on the torsional stiffness of rectangular section tubes, (A.R.C. technical report) … |
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National Advisory Committee for Aeronautics (NACA): Torsional Strength of Stiffened D-Tubes: May 1951 … |
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Libec LS-70(2A) Professional Tripod System with T98 Aluminum Tripod, H70 Fluid Head, PH-7 Pan Arm, SP-1 Spreader & SC-9 Softcase, Supports 33 lbs $1,792.80 The Libec LS-70(2A) is a Professional Tripod System. The dual leg tubes afford it superior torsional resistance while cine-style rotary clamps ensure dependable stage locking regardless of ambient temperatures. The included SP-1 ground-level spreader prevents foot slippage on hard surfaces, is adjustable and folds for transport. Firmly seated in the T98′s 100 mm half-bowl, the H70 fluid head sport… |
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Libec LS-70M(2A) Professional Tripod System with T98 Aluminum Tripod, H70 Fluid Head, PH-7 Pan Arm, MS-2 Spreader & SC-9 Softcase, Supports 33 lbs $1,792.80 The Libec LS-70M(2A) is a Professional Tripod System. The pillar of strength in this system is the T98 aluminum alloy tripod. Dual leg tubes afford it superior torsional resistance while cine-style rotary clamps ensure dependable stage locking regardless of ambient temperatures. The included MS-2 mid-level spreader prevents foot slippage on any surface and folds neatly into the tripod legs for tra… |
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Libec LS-55M(2A) Two-Stage Aluminum Tripod System with T72 Tripod, H55 Fluid Head, MS-2 Mid-Level Spreader & TC-60 Transport Case, Supports 22 lbs $1,120.00 The Libec LS-55M(2A) Two-Stage Aluminum Tripod System has two-step fluid drag and fixed spring counterbalance which delivers the slippery-smooth feeling of a high-end head without sacrificing ease of setup. Attach the head and level quickly with the industry-standard 75 mm claw ball, select the appropriate drag mode for the camera in use and start shooting. For fine tuning, the camera plate has 40… |
Tatra T111
History
The T111 was developed and manufactured during World War II as heavy truck for use by the Wehrmacht. Production started in 1942 and continued for twenty years, ending in 1962 when it was replaced by the Tatra T138. Despite being built for the Nazi war machine, the vehicle ultimately played important role after the war ended. The Tatra T111 contributed significantly to the rebuilding effort during the postwar era, mainly in Eastern Europe and the USSR. To its chief designer however it brought the charges of treason and collaboration with Nazi regime after communists takeover of Czechoslovakia and contributed to the imprisonment of Tatra design guru Hans Ledwinka.
Design and technology
The design was based on the proven Tatra concept of a backbone tube chassis construction with swing half axles, a modular gearbox and differential assemblies. The main advantages of the central load carrying backbone tube are its high torsion and bend strength, which protects the truck body against load stresses. The secondary advantage is that it houses all important parts of the drivetrain. Due to its torsional stiffness and use of differentials locks the vehicle had an exceptional offroad capabilities. Of note was the ability to use a cranking handle to start the engine.
Engine
Model V910 – the first Tatra aircooled powerplant V12 75 degree V developed from Tatra V850 engine intended for use in Tatra 103 (Sd Kfz. 234 Puma).The engines had power output of 210 horsepower at 2250 RPM mainly for war use (An average life expectancy during combat for Wehrmacht was 6 hours.) which was later reduced to 180 hp at 1800 rpm to increase reliability.
Chassis
Central backbone tube , front and rear axles with independent swing half axles. Front axle suspended on quarter elliptic leaf springs , rear axles suspended on half elliptic longitunal leaf spring. The service brakes were air all-round drums , parking brake was mechanical acting on rear end of backbone tube output shaft via rotating drum.
Front track = 2,080 mm (81.9 in)
Rear track = 1,800 mm (70.9 in)
Wheelbase = 4,175 mm (164.4 in)+1,200 mm (47.2 in)
Road clearance = 300 mm (11.8 in)
Transmission
Drive – 6×6 Selectable front wheels drive
Main gearbox – 4+1 (1 and 2 gears synchronized)
gear ratios – 5.29, 2.78, 1.62, 1.00, R 5.91
Auxiliary gearbox – 2 speed
gear ratios – offroad – 4.52, highway – 1.82
Differentials – ratio 3.19
Clutch – 2x plate, dry
Bodywork
The cab originally used wood for its construction due to strategic unavailability of steel during the war, in later years the wooden frame was steel plated and the last models used an all steel cabin. The vehicle was capable of a top speed of approximately 65 km/h (40 mph). The maximum cargo capacity was 10.3 tonnes and it had the ability to tow up to 22 tonnes trailer.
T111 army tanker
Production
The Tatra T111 was in production for 20 years, with a total of approximately 34,000 units made. The T111 engine was widely used in the variety of other vehicles such as a heavy tractor T141, a railway car M 131, airport tugs and pontoon bridges used by the army. The engine was also “halved” to create an inline 6 cylinder version for the Praga V3s 6×6 light utility military truck and civilian Praga S5T light truck. T111 main product range was in flatbed , tipper , tanker and crane configuration.
Models
T111VVN military
T111 R – Flatbed
T111 NR – Flatbed with auxiliary gearbox powered winch
T111 N Special – Flatbed with foldable sides , winch military specs
T111 S – Three way tipper with wooden sides
T111 S2 – All steel three way tipper heavy duty
T111 C – Tanker
T111 D – Bodybuilders chassis
Legacy
The Tatra T111 exploits at Siberia had earned its reputation and its legendary reliability contributed to its iconic status among those who had driven and lived in those conditions. The T111 concept and technology continued its evolution in following years with successful line of Tatra models.
References
Tatra a.s.
Tatra141.jpg
Wikimedia Commons has media related to: Tatra 111
Categories: Tatra vehicles
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