One “United Aircraft Corporation” bond of $1000 1969-77. Delaware (US). Dates from 1969 to 1977, perforations. Condition: Fine / Very Fine (VF). Pinholes .Tears or cuts : 2 (of 2mm to 5mm )Printed by: American Banknote Company. Size: 20.4cm/30.4cm (average).Later changed the name to: United Technologies corporation.
--------------------------------------------
Old or historical document for exhibition, archive, documentation, collecting, study or decoration purposes only.
Please see below for information found on the web. Use this image for reference only, serial number may be different as well as border or cut limits, number of coupons, dates, signatures or printer may also be different .
Please read the terms of sale, shipping conditions and information below carefully. The buyer accepts those terms, conditions and cost described.
-------------------------------------------------- --------------------------------------
Terms of sale and shipping information
Shipping by Post Office from Valencia (Spain).
Payment by bank transfer , Bizum, Paypal, Western Union.
Maximum preparation time for your shipment 4 days (1 to 4 days)
Shipping costs, including packaging material and handling costs:
Spain €4.99 ,Europe: €7.00 / USA and Rest of the World €9.90. FREE shipping for other items in the same package or letter.
(excluding purchases less than €60.00 with a weight greater than 100 gr. including protection card and packaging) Only one shipping charge per shipment (the highest) no matter how many items are purchased ,combined shipping.
-------------------------------------------------- ---------------------
Guaranteed genuine , fifteen day return policy (retail sales). Returns are accepted without questions asked.
Customers are invited to combine, combine or consolidate purchases to save shipping and handling costs.
As we have (or might have) more than one identical item, the serial number may differ from those shown in the image, which is for reference only.
For purchases over €60.00 we send orders by registered mail with tracking number at no additional charge, for purchases under €60.00 we send as normal letters or ordinary mail at the buyer's risk.
In the event that a certified or registered shipment without insurance is lost, the amount paid by the post office for the same will be returned.
For purchases under €60.00 who want to certify or register your letter with tracking number, please add an extra for: Spain €2, Europe €3.00, USA €4.00, Rest of the world €5.00.
We do not ship to some countries, consult if in doubt.
The shipping cost includes packaging material, handling costs, processing, management and travel as well as the postal rate.
Ordinary shipments are under the responsibility of the buyer in case of loss, once deposited in the mail it is not possible to provide more information. For some destinations and purchases less than €60.00, customers may be asked for this additional shipping payment. to be able to register the shipment with a tracking number.
We reserve the right to cancel transactions that require sending unregistered letters (without tracking number) to some destinations when this extra payment has been requested.
For purchases over €60.00, excess weight will be free
For purchases less than €60.00 with a weight greater than 100 gr. including the protection and packaging card, the buyer is asked not to make payment until receiving the information as the cost will be calculated and the type of shipping (certified or insured or not) and the approximate total of the shipping costs will be assessed. The Post Office fee will be borne by the buyer. In this case, the costs of packaging materials, handling and delivery management are free.
-----------------------
See below related information from the Web:
The United Aircraft Corporation was an American aircraft manufacturer formed by the break-up of United Aircraft and Transport Corporation in 1934. In 1975, the company became United Technologies, which in 2020 merged with Raytheon, later renamed RTX Corporation.[1]
History
Pre-1930s
Main article: United Aircraft and Transport Corporation
1930s
The Air Mail scandal of the early 1930s resulted in a rebuilt air mail system, under the Air Mail Act of 1934, in which carriers and their equipment manufacturers (e.g., of airframes and engines) could no longer be owned by the same company.[2] The United Aircraft and Transport Corporation was broken up on September 26, 1934, as a result of this new law. The corporation's airline interests went on to become United Airlines. Its manufacturing interests east of the Mississippi River—Pratt & Whitney, Chance Vought, and Sikorsky—remained together as the new United Aircraft Corporation, headquartered in Hartford with Frederick Rentschler, founder of Pratt & Whitney, as president.[a] All manufacturing interests west of the Mississippi became part of a revived Boeing Aircraft.[2][4]
The latter half of the 1930s saw military procurement buildups around the world as governments foresaw possible war on the horizon. United Aircraft sold to both the United States Army and the United States Navy, but the Navy's requirements for carrier-based aircraft, with maximized power-to-weight ratios for minimized takeoff runway length, were always more in tune with the specialties of United's subsidiaries (Pratt & Whitney, Chance Vought, and Sikorsky).[2]
United Aircraft became a component of the Dow Jones Industrial Average on March 4, 1939, when United Aircraft and AT&T were added to replace Nash Motors and International Business Machines. United Aircraft, subsequently known as United Technologies, has remained a component of the Dow Jones Industrial Average since that time.
1940s
For the subsidiaries of United Aircraft, and for countless other manufacturing firms, World War II was an exercise in how to attempt to meet limitless demand for production (as well as for R&D).[5][6] The U.S. government encouraged corporations to build up their physical plant, but the corporations knew that there would be a postwar glut of overcapacity if they did so. In many cases a compromise was reached in which the government paid partially or fully for the expansions in the form of tax breaks and accelerated depreciation.[2]
United Aircraft ranked sixth among United States corporations in the value of wartime production contracts.[7] At the close of the war, jet engines and helicopters were both big new things whose coming growth many companies hoped to get in on. United Aircraft entered both industries, via Pratt & Whitney and Sikorsky, respectively.[2]
1950s
Pratt & Whitney feared the head start that Rolls-Royce and General Electric would have in jets, based on their jet programs during the war and the late 1940s. But its jet team, led by Leonard S. Hobbs, successfully developed the Pratt & Whitney J57, which, being the most powerful jet engine on the market for some years, brought Pratt & Whitney profitability in the jet field.[2]
Vought was spun off as an independent business in 1954. Rentschler died two years later.
1960s
The 1960s brought new challenges, from more complex technology and bigger, more expensive aircraft to more mature markets with stiffer competition from GE, Rolls-Royce, and SNECMA.[2] The competitions for the requested aircraft that would become the Lockheed C-5 Galaxy and the Boeing 747 were some of the financially riskier episodes.[2] Pratt & Whitney ended up building the engines for the 747, producing the Pratt & Whitney JT9D, but the program was rocky. For several years Boeing and Pratt & Whitney struggled with an aircraft that was too heavy and underpowered.[2] Eventually, after a lot of continued development work, the 747 redeemed itself.
On the military side of the business, the TFX joint-procurement program led to the General Dynamics F-111 Aardvark powered by the Pratt & Whitney TF30.[2]
UAC acquired Chesapeake and Ohio Railway designed UAC TurboTrain to compete in the DOT's Northeast Corridor Demonstration Project. Two trainsets were built in 1967-1968 by Pullman for use by Penn Central Transportation Company and later Amtrak for service from 1968 to 1980. Five seven car sets were built by MLW for Canadian National Railway
Early 1970s
In the 1970s the jet engine manufacturers found that their products for the commercial (airline) market had been commoditized to a greater extent than in previous decades.[8] Leaving behind a tradition of mating airframes to particular engines (which linked the profitability of an airframe model to that of its exclusive engine supplier), the airframe builders began offering multiple brands of engines.[8][9] Producers had to compete on service, warranties, and eventually even by buying entire aircraft and then leasing them to the airl
¡Descubra la agenda de los coleccionistas!
Descubra la agenda
