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B.Kinzey's F-111 Aardvark PDF

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Get Republic P-47 Thunderbolt Vol.4 PDF

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Warfare at Sea, 1500-1650: Maritime Conflicts and the - download pdf or read online

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British officials recognized that the torpedo boat, being a cheap and small craft, could destroy the mightiest ships afloat with its torpedoes. By the early 1880s, this possibility was substantially greater owing to advances in weapons technology. One version of the torpedo at the close of the 1870s could travel at 18 knots with a maximum range of 600 yards. This advance was only the beginning of subsequent increases in speed, range, and destructive power. Equally alarming to the British was the fact that other naval powers were building far more seaworthy hulls for torpedo boats, enabling them to function outside coastal waters.

As the engines were very lightly built to save weight, the strain at high speed oftentimes led to mechanical failure. This should not be surprising, as oftentimes the boilers needed nonstop stoking to the point where the furnaces glowed white-hot and the stokers needed FROM EXPERIMENTAL VESSEL TO WARSHIP colored glasses to protect their eyes from the heat and extreme light. The vibration of the triple-expansion engines, despite having been balanced to reduce the problem in 1892, received the steam from the boilers and produced enormous strain on the flimsy hulls.

A reflection of this fact presents itself in a proposal that Cobra needed a 59-man engine room staff, with 48 of them stokers. This requirement was indeed a daunting problem given that the entire crew complement of the reciprocating-engine destroyers was 63 officers and men. The Admiralty gave weight to this problem by contracting for a third turbine vessel, Velox, equipped with turbines for its highest speed and triple-expansion engines for normal cruising. Adding to the problem of fuel consumption was the fact that turbine engines could not be reversed so that the ship could back up.

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Buck (knife catalogue)

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