Tin Whistles Horn Products Formula F Race Cars
Today on "how it's made"... The distinctive sound of the tin whistle is characteristic of the traditional music of england, ireland, and scotland. When this flute was first manufactured in the mid-19th century, it sold for just a penny, making it affordable and earning its nickname "the penny whistle". This u.k. company was the first factory to make tin whistles. In 1843, the company produced whistles using tinplate-- that's tin-coated steel--  from british metal foundries. A press strikes each sheet with a dye 20 times, stamping out 20 flat shapes called blanks. Each blank contains six finger holes toward the bottom and a rectangular opening called a fipple near the top. A technician inserts one blank at a time into a custom-made mandrel, then turns the crank. The mandrel rolls the flat blank into a tube. While some tin whistles are straight, this company's tin whistles are tapered. The signature shape creates a distinctive sound. Next, a technician slides four tubes into tapered slots on a custom-built jig. The slots align the tube's edges, creating a seam that will prevent air blown into the instrument from leaking out. The seam is coated in a chemical called flux. Without it, solder wire won't adhere to the tinplate. Using a custom-designed soldering gun, the technician melts lead-free solder wire onto the edges, fusing them together. The flux and solder are both nontoxic since they're being used on an instrument that goes into the mouth. A worker washes the tin whistles in mild soap and water to remove any excess flux. Another technician uses a custom-made file to scrape off any excess solder and ensure the seam is smooth. Then he shapes the top end of the tin whistle with this custom-made squaring tool. The round top of the instrument is now square. The tin whistles are sent to the factory's paint shop. An operator hooks the whistles onto a track that moves through a paint chamber. Inside, automated nozzles spray the instruments with powder paint. Then the tin whistles head to an oven, which bakes the paint for 20 minutes, at a temperature of 255 degrees fahrenheit. As each instrument exits the oven, the operator inspects the paint job. A pad printer spreads gold ink into the engraved company logo and design. The pad picks up the ink, and stamps the logo and design on the instrument. To create the narrow air channel that produces sound, a wooden plug is created and placed above the mouthpiece, or fipple. The plug is made from cedar or beechwood. This type of wood contains closed grains that prevent swelling. After pieces of wood are cut to the required shape, a tin whistle tuner applies a water-based, nontoxic adhesive inside the top of the instrument. Then he takes a plug, sands the cut edge, and glues it into the top. Once he's completed sanding, the whistle specialist tunes the tin whistle by inserting a sizing tool in the gap between the tinplate and the plug. He gently hammers the tinplate against the plug and tool. This step adjusts the air channel to the required width, perfectly tuning the instrument. After tuning 50 or so tin whistles, he performs a musical spot-check. Once the adhesive has cured for 24 hours, the tin whistle is ready for packaging. After the instrument has been cleaned, a technician includes a fingering chart and a sheet of tunes in the package so that beginners can teach themselves how to play. The tin whistle comes in the key of c and d. the musical landscapes of jigs, reels, highland flings, and other traditional melodies of the british isles. Animal horns are made from meat-industry by-products. They can be shaped and cut easily, while remaining incredibly durable. In the 20th century, synthetic plastics largely replaced horn, but today, it's making a comeback as an all-natural biodegradable material. In 1749, this manufacturer made inexpensive utensils for people on a tight budget. Two and a half centuries later, horn products are desirable luxury items. This facility sources its horns from nigeria where ankole cattle are known for their long, magnificent horns. A craftsman cuts the horns on a band saw. Horn is formed from keratin, the same material in hair and nails. Even though it's hard, woodworking tools can easily cut and shape the horn. The horn is also biodegradable. The craftsman uses a sanding disk to shape the edges. This particular horn will become a drinking mug. Horn is thermoplastic. It can be shaped when heated and will retain its new shape when cooled. An artisan heats a thin section and bends the tip. He heats the base of the thin section over an open flame and then carefully folds it over to form a perfect handle for the mug. The craftsman puts the mug into a vice to ensures that the handle will retain its new shape once cooled. In just a few steps, this cattle horn has been transformed into a unique mug-shaped object. Now the mug needs a bottom. A technician glues a set of mugs to wooden planks and then pours in a food-safe resin to form a watertight seal. It takes 24 hours for the resin to cure. Once cured, a craftsman uses a band saw to separate the mugs. Then he trims the wood until there's only a small amount left around the edges. The sanding disk easily removes the excess until the wood is even with the horn. A specialized wheel with sandpaper edges smoothes hard-to-reach areas of the mug. A craftsman sands and polishes each mug thoroughly until they shine. For constructing other types of products, this facility uses a deep fryer to heat sections of horn in 392-degree cooking oil. A hydraulic press flattens the heated material by applying pressure, then it's set aside to cool. After 10 minutes, the horn will retain its new shape, which is called a plate. Flat horn plate is used to make a variety of products. Here, a cutting form stamps out spoons. Artisans use a sanding disk to refine the spoon's shape. Another press hollows out the end of the spoon. Horn is a naturally non-stick material that won't absorb odor or color from food. Beside their many other products, this facility also manufactures shoehorns. Shoehorns get their name from the horn material used to make them. A sanding disk is used to shape the horn. It takes artisans years to develop this particular set of skills. The horn, which has been straightened in a specialized press is now ready for the final phase. A craftsman refines the shape of the horn by using a specialized tool, equipped with a narrow belt of sandpaper he smoothes the inner curve of the shoehorn by pressing on the sandpaper belt. This operation requires a high degree of concentration and skill. Too much pressure will remove more of the horn material than necessary. Polishing wheels give the shoehorn its final sheen. Once polishing is complete, the horn's color is revealed. The colors of a horn are near the surface, so the sander must be careful not to remove too much material. Skilled craftsmanship has transformed a raw horn into a shoe horn in just a few steps. A laser engraving machine brands the shoehorn with the manufacturer's mark. Horns may be an ancient material, but they still make relevant instruments for modern life. Many professional race-car drivers got their start in a formula f car, an entry-level racing car developed in britain in the 1960s. Initially called "formula ford," the name was changed to formula f when a motor other than a ford was permitted. A formula f racecar is driven by both aspiring professionals and amateurs. This car can give drivers a start in the sport and hopefully a strong finish. Productions starts with a steel tube skeleton known as a space frame. The frame is designed to be lightweight yet rigid. The technician measures a piece of steel to be trimmed. Using a band saw, he cuts the steel to its specified length. This piece will be used for the roll hoop, which protects the driver's head in the event the car rolls. He measures the tubing one last time. When satisfied with its placement, he lowers the saw and cuts off any excess steel. He clamps the tubing in a hydraulic bending device. Once activated, the device wraps the tubing around a dye forming it to the desired curvature. Next, he builds the car's front bulkhead. He arranges steel tubing in the desired configuration and clamps them to the work bench to hold them steady. Using angle-measuring tools, the craftsman verifies that the corners of the bulkhead structure measure 90 degrees. This confirms that the bulkhead is perfectly square. Next, the bulkhead structure is welded at the joints. The space-frame tubing is made up of varying thicknesses. This ensures the bulkhead steel is strong and protected in the event there's a frontal collision. He compares the newly fabricated bulkhead to the standard. Once the frame is complete, the builder applies epoxy to the base in preparation for floor installation. Since the steel floor is substantial in thickness and weight, it takes two technicians to lift it onto the epoxied section of the space frame. In addition to the epoxy, a craftsman uses rivets to fasten the floor to the frame. The floor will be the only barrier between the driver and the track. With the space frame and floor secured, the racecar is ready for mechanical-component assembly. After installing adapter plates to the engine, the engine is hoisted into the back of the space frame. Then the adapter plates are bolted to the frame, securing the engine in place. The technician uses a hoist to carry the transmission system to the motor. Once in position, he connects the input shaft to the engine. He straps a fire extinguisher to the cockpit floor using metal bands. Then he runs wires from the instrument panel to the extinguisher for easy activation. He screws the panel to the cowl. Moving to the front, the technician bolts the foot pedals to the floor. Next, he works on the rack-and-pinion steering system. This assembly will convert the rotational motion of the steering wheel to the lateral motion of the rack. Tie rods link the tires to the system. The technician tests the movement of the rack to confirm that it's operating smoothly. At another station, computerized tools drill holes in a solid piece of aluminum. This step transforms the aluminum into a part called the bell crank. The bell crank will provide a link between the car's suspension rods and the shock absorbers. It takes about 10 minutes for these computerized tools to turn a piece of aluminum into a precision-crafted bell crank. The technician installs the bell crank onto the car frame. With that, they've turned a production corner, and it's full speed ahead to the next phase, coming up. A formula f car is designed to make semi-professional racing accessible to amateurs. This vehicle's steel space frame is inexpensive to produce and easier to repair in comparison to frames made of carbon fiber. With the steel frame complete and the engine and transmission installed, the technician bolts shock absorbers to the chassis, one for each wheel's suspension system. A technician connects the shock absorbers to the bell crank, linking it to the rest of the suspension system. He bolts suspension arms to mounts on the frame. A push rod links the arms to the bell crank. He bolts the wheel hub assembly to the suspension arms. He assembles a brake rotor to the hub. Then he installs the drive shaft assembly. This assembly connects the transmission to the wheel hub. That completes the push-rod suspension system for one wheel. This sheet of aluminum will be used for the back of the fuel-cell compartment. He measures and marks the sheet accordingly. He clamps the sheet in a press brake along the measured line and activates the press brake. The bend forms a flap that will be used to attach the sheet to the car frame. He measures and marks spots for mounting holes so they'll be evenly spaced when drilled. The panel is placed in the space frame behind the cockpit with the flap resting on lateral tubing. The fuel cell is made of a flexible rubber-like material that's unlikely to rupture if in an accident. He assembles the sides and front panels to the back, creating a compartment that encloses the fuel cell. Next, the technician wires the racecar's electrical systems together. He crimps connectors to the ends of the wires and plugs them into their corresponding electrical components. He routes wiring through the car and plugs in the alternator. He installs fiberglass support parts to the radiators, attaching one to each side of the car. He runs hoses from the radiators to the engine. With the radiators now on the supports, the packing material is removed. A cone-shaped air filter located on the engine's throttle body will keep dirt out of the engine. After installing front shock absorbers, he assembles the steering column and shaft to the car. He slides the steering wheel onto the column. He tucks a special safety seat into the cockpit. The seat has been custom-made for the driver. The harness has six straps for upper-body protection. Then he connects an exhaust pipe to the engine and hangs it to the car with metal bands. After the fiberglass body parts are molded, he maps out holes for components. He cuts out the holes with a rotary sanding tool. The cockpit's side panels are fitted to the space frame and screwed into place. The nose of the car is made of carbon fiber. The strength of the carbon fiber provides additional crash protection. The body panels are attached with fasteners that can be quickly during a race. With the front suspension installed, this racecar is ready for wheels. The technician torques the locknut that holds the wheel in place and slides a pin onto the axle. It takes about two to three months to build this formula f racecar. Now that it's left the shop, things are sure to accelerate.