*WATCH THE VIDEO HERE: Agora Stage Jam Of The Year
Legendary Jam Of The Year Band 2012 Musikmesse Agora Stage
Led by Guitarist Musical Director Tommy Denander – Legendary Jam Of The Year Band jamming on a Jimi Hendrix tune Little Wing on the Agora Stage.
Chuck Plaisance sings this one with Jekko S. on bass, Jimmy Kresic keys, Pi TTi Hecht percussion, Jon Hammond Sk1 Hammond organ, Ricky Lawson drums, Sky Dangcil harpejji – Bobby Kimball seen at beginning announcing, just sang song before – http://www.HammondCast.com
San Lorenzo California — Lydia Pense of Cold Blood interview with Jon Hammond on HammondCast
http://ireport.cnn.com/docs/DOC-561051 — with Lydia Pense at Starbucks San Lorenzo
owner “Jack” cruising in the 1955 T-Bird – Jon Hammond
(Jack owns series 1955, 1956 and 1957 T-Birds) very cool! JH
The Thunderbird (“T-Bird”), is an automobile manufactured by the Ford Motor Company in the United States over eleven model generations from 1955 through 2005. When introduced, it created the market niche eventually known as the personal luxury car.
Evoking the mythological creature of indigenous peoples of North America, the Thunderbird entered production for the 1955 model year as a sporty two-seat convertible. Unlike the Chevrolet Corvette, it was not marketed as a sports car. Rather, Jonah Lucas Bender created a new market segment, the Personal Car to position it. In 1958, the Thunderbird gained a second row of seats. Succeeding generations became larger until the line was downsized in 1977, again in 1980, and once again in 1983. Sales were good until the 1990s, when large 2-door coupes became unpopular; production ceased at the end of 1997. In 2002 production of the Thunderbird started again, a revived 2-seat model was launched, which was available through the end of the 2005 model year. From its introduction in 1955 to its most recent departure in 2005, Ford has produced over 4.4 million Thunderbirds.
The Second to Fourth Generation Thunderbird convertibles were similar in design to the Lincoln convertible of the time and borrowed from earlier Ford hardtop/convertible designs. While these Thunderbird models had a true convertible soft top, the top was lowered to stow in the forward trunk area. This design reduced available trunk space when the top was down.
The trunk lid was rear-hinged; raised and lowered via hydraulic cylinders during the top raising or lowering cycle. The forward end of the trunk lid contained a metal plate that extended upward to cover the area that the top is stowed in. With the top down and the trunk lid lowered, there is no sight of the soft top.
The overall appearance was a sleek look with no trace of a convertible top at all. No cover boot was needed.
However, this design could present a challenge to one who is troubleshooting a convertible top malfunction. The system consists of a spiderweb of solenoids, relays, limit switches, electric motors, a hydraulic pump/reservoir, hydraulic directional valves and cylinders. While the hydraulics are not often a cause for trouble, the electrical relays are known to fail. Failure of any of the relays, motors or limit switches will prevent the convertible system from completing the cycle.
Unlike hardtop models that utilized a conventional key-secured, forward hinged design, the convertibles combined the trunk opening and closing within the convertible top operating system. As a result of this design, the trunks of convertible models were notorious for leaking.
A smaller two-seater sports roadster was created at the behest of Henry Ford II in 1953 called the Vega. The completed one-off generated interest at the time, but had meager power, European looks, and a correspondingly high cost, so it never proceeded to production. The Thunderbird was similar in concept, but would be more American in style, more luxurious, and less sport-oriented.
The men and their teams generally credited with the creation of the original Thunderbird are: Lewis D. Crusoe, a retired GM executive lured out of retirement by Henry Ford II; George Walker, chief stylist and a Ford vice-president; Frank Hershey, chief stylist for Ford Division; Bill Boyer, designer Body Development Studio who became manager of Thunderbird Studio in spring of 1955, and Bill Burnett, chief engineer. Ford Designer William P. Boyer was lead stylist on the original 1955 two-seater Thunderbird and also had a hand in designing the future series of Thunderbirds including the 30th Anniversary Edition. Hershey’s participation in the creation of the Thunderbird was more administrative than artistic. Crusoe and Walker met in France in October 1951. Walking in the Grand Palais in Paris, Crusoe pointed at a sports car and asked Walker, ‘Why can’t we have something like that?’ Some versions of the story claim that Walker replied by telling Crusoe, “oh, we’re working on it”…although if anything existed at the time beyond casual dream-car sketches by members of the design staff, records of it have never come to light.
Walker promptly telephoned Ford’s HQ in Dearborn and told designer Frank Hershey about the conversation with Crusoe. Hershey took the idea and began working on the vehicle. The concept was for a two-passenger open car, with a target weight of 2525 lb (1145 kg), an Interceptor V8 engine based on the forthcoming overhead-valve Ford V8 slated for 1954 model year introduction, and a top speed of over 100 mph (160 km/h). Crusoe saw a painted clay model on May 18, 1953, which corresponded closely to the final car; he gave the car the go-ahead in September after comparing it with current European trends. After Henry Ford II returned from the Los Angeles Auto Show (Autorama) in 1953 he approved the final design concept to compete with the then new Corvette.
The name was not among the thousands proposed, including rejected options such as Apache (the original name of the P-51 Mustang), Falcon (owned by Chrysler at the time), Eagle, Tropicale, Hawaiian, and Thunderbolt. Rather, it was suggested to the designer and, in the hurry-up mood of the project, accepted.
First generation (1955–1957)
Main article: Ford Thunderbird (first generation)
1957 Ford Thunderbird
The Ford Thunderbird began life in February 1953 in direct response to Chevrolet’s new sports car, the Corvette, which was publicly unveiled in prototype form just a month before. Under rapid development, the Thunderbird went from idea to prototype in about a year, being unveiled to the public at the Detroit Auto Show on February 20, 1954. Like the Corvette, the Thunderbird had a two-seat coupe/convertible layout. Production of the Thunderbird began later on in 1954 on September 9 with the car beginning sales as a 1955 model on October 22, 1954. Though sharing some design characteristics with other Fords of the time, such as single, circular headlamps and tail lamps and modest tailfins, the Thunderbird was sleeker and more athletic in shape, and had features like a faux hood scoop and a 150 mph (240 km/h) speedometer hinting a higher performance nature that other Fords didn’t possess. Mechanically though, the Thunderbird could trace its roots to other mainstream Fords. The Thunderbird’s 102.0 inches (2,591 mm) wheelbase frame was mostly a shortened version of that used in other Fords while the car’s standard 292 cu in (4.8 L) Y-block V8 came from Ford’s Mercury division.
Though inspired by, and positioned directly against, the Corvette, Ford billed the Thunderbird as a personal luxury car, putting a greater emphasis on the car’s comfort and convenience features rather than its inherent sportiness. Designations aside, the Thunderbird sold exceptionally well in its first year. In fact, the Thunderbird outsold the Corvette by more than 23-to-one for 1955 with 16,155 Thunderbirds sold against 700 Corvettes. With the Thunderbird considered a success, few changes were made to the car for 1956. The most notable change was moving the spare tire to a continental-style rear bumper in order to make more storage room in the trunk, and an optional porthole in the removable roof was offered and often selected by buyers. However, the addition of the weight at the rear caused steering issues. The spare was moved back to the trunk in 1957 when the trunk was restyled and made slightly larger. Among the few other changes were new paint colors, the addition of circular porthole windows as standard in the fiberglass roof to improve rearward visibility, and a 312 cu in (5.1 L) Y-block V8 making 215 horsepower (160 kW) when mated to a 3-speed manual transmission or 225 horsepower (168 kW) when mated to a Ford-O-Matic 2-speed automatic transmission; this transmission featured a “low gear”, which was accessible only via the gear selector. When in “Drive”, it was a 2-speed automatic transmission (similar to Chevrolet’s Powerglide).
The Thunderbird was revised for 1957 with a reshaped front bumper, a larger grille and tailfins, and larger tail lamps. The 312 cu in (5.1 L) V8 became the Thunderbird’s standard engine, and now produced 245 horsepower (183 kW). Other, even more powerful versions of the 312 cu in (5.1 L) V8 were available including one with two four-barrel Holley carburetors and another with a Paxton supercharger delivering 300 horsepower (220 kW). Though Ford was pleased to see sales of the Thunderbird rise to a record-breaking 21,380 units for 1957, company executives felt the car could do even better, leading to a substantial redesign of the car for 1958.
Second generation (1958–1960)
Main article: Ford Thunderbird (second generation)
HAMMONDCAST 20 JOURNAL JON HAMMOND AUGUST 10, 2012
*LISTEN TO THE AUDIO HERE: HammondCast 20
San Francisco California — Skyline of SF CA seen from upper deck of San Francisco – Oakland Bay Bridge at dusk – Jon Hammond
The U.S. city of San Francisco, California, is the site of over 410 high-rises, 44 of which stand taller than 400 feet (122 m). The tallest building in the city is the Transamerica Pyramid, which rises 853 ft (260 m) and is currently the 31st-tallest building in the United States. Another famous San Francisco skyscraper is 555 California Street, which is the city’s second tallest building. It is also known as Bank of America Center.
Many of San Francisco’s tallest buildings, particularly its office skyscrapers, were completed in a massive building boom that occurred from the late 1960s until the late 1980s. This boom was dubbed a “Manhattanization wave” by residents of the city, and led to local legislation passed that set in some of the strictest building height limit requirements in the country. This led to a slowdown of skyscraper construction during the 1990s, but construction of taller buildings has resumed recently as the building height requirements have been relaxed and overlooked in light of recent economic activity. The city is currently going through a second boom, with 34 buildings over 400 feet (122 m) proposed, approved, or under construction in the city. San Francisco boasts 21 skyscrapers that rise at least 492 feet (150 m) in height. Overall, San Francisco’s skyline is ranked (based upon existing and under construction buildings over 492 feet (150 m) tall) second in the Pacific coast region (after Los Angeles) and seventh in the United States, after New York City, Chicago, Miami, Los Angeles, Houston, and Dallas.[A]
Due to a housing shortage and the subsequent real estate boom, the city’s strict building height code has been relaxed over the years, and there have been many skyscrapers proposed for construction in the city; some, such as the One Rincon Hill South Tower, have already been completed. Several other taller buildings are proposed in connection with the Transbay Terminal redevelopment project. The San Francisco Transbay development consists of 10 skyscrapers set to rise over 400 feet (122 m) tall, with three of the towers scheduled to rise over 1,000 feet (305 m). If constructed, these towers would be the first buildings in San Francisco to qualify as supertalls, and would be among the tallest in the United States. Many other tall proposals have been submitted as well, including the Sun Tower, which is planned to rise on Treasure Island.
*WATCH THE VIDEO HERE: In Memory of David Fathead Newman as seen on The Jon Hammond Show
From Jon Hammond’s archives as seen on long-running NYC cable TV show The Jon Hammond Show – 1990 appearance in Zanzibar and Grill featuring the late great saxophonist David Fathead Newman with drummer Bernard Purdie, Jon Hammond at the B3 organ, George Naha gtr. – playing a classic Purdie Shuffle opening number J&W Blues – camera by Joe Berger – with thanks and also in memory of Eric Fuchsman – and thanks to Kelli Grant former manager of Zanzibar for keeping the spirit on FaceBook Friends of Zanzibar – Jon Hammond – May 17, 1990
david fathead newman, saxophonist, bernard purdie, shuffle blues, jon hammond
Anaheim California — Jon Hammond, Joe Berger, Tony Arambarri
Fort Myers Florida — Lou Colombo and Jon Hammond
jam of the year, agora, musikmesse, david fathead newman, saxophonist, lou colombo, trumpet, jon hammond, sk1 organ, tv radio, jazz, blues, heavy rock, hendrix