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Pitcairn Autogiro Fsx

This package showcases a completely new model of the autogiro, the Pitcairn PA-18 which has been designed from the ground up as a FSX native aircraft. Included in the package as well is the FSX Native version of our previously released PCA-2 for FS 2004 but in this case it was essentially taken apart and put back together to be fully compatible. Pitcairn PA-18 Autogiro, Jean Harlow & Tito Falconi, Southern California, 1933. Photo by Wayne 'Dick' Whittington. Photo by Wayne 'Dick' Whittington. An acrobat (possibly Marilyn Rich) dangles from a hovering Bell 47B helicopter (r/n NC102B) during a demonstration at the the National Air Races, Cleveland, Ohio. New Standard Aircraft Collection for FSX and P3D with Bonus Scenery of Poughkeepsie Airport $ 24.95 Add to cart; Pitcairn Autogiro Package for FSX $ 19.95 Add to cart; Pitcairn PA-5 Mailwing and Sport Mailwing Collection for FSX and P3D $ 24.95 Add to cart; Porterfield “Collegiate” CP. The Pitcairn PCA-2 Autogiro Package for FS 2004/FSXIf any aircraft is associated with the Golden Age of Aviation, it is the Pitcairn PCA-2 Autogiro, dubbed t.

Pitcairn PA-6 “Mailwing”“P” ListingsPitts S-1S “Special”

Pitcairn PCA-2 “Autogiro” Three-seat open cockpit Autogiro

Archive Photos ¹

Overview ²

Pitcairn PCA-2 Autogiro

Role: Utility autogiro

National origin: United States of America

Manufacturer: Pitcairn Aviation Inc.

Designer: Harold F. Pitcairn

First flight: 1931

Number built: 20-30

The Pitcairn PCA-2 was an autogyro developed in the United States in the early 1930's, Harold F. Pitcairn's first autogyro design to sell in quantity. It had a conventional design for its day, an airplane-like fuselage with two open cockpits in tandem, and an engine mounted tractor-fashion in the nose. The lift by the four-blade main rotor was augmented by stubby, low-set monoplane wings that also carried the control surfaces. The wingtips featured considerable dihedral to act as winglets for added stability.

The Pitcairn PCA-2 was the first rotary-wing aircraft to achieve type certification in the United States, and was used in a number of high-profile activities including a landing on the White House lawn, and the first flight across the United States in a rotor-craft. This latter feat was attempted by Amelia Earhart, flying for the Beech-Nut food company, but was actually accomplished by John M. Miller who completed his flight nine days before Earhart on 28 May 1931, in his Pitcairn PCA-2 named “Missing Link”. Learning of Miller's achievement upon her arrival in California, Earhart set out to turn her flight into a round-trip record by flying east again, but abandoned the attempt after three crashes. Earhart set an altitude record in a Pitcairn PCA-2 on 8 April 1931 with a height of 18,415 ft (5,615 m). This record was broken in another Pitcairn PCA-2 by Lewis Yancey who flew to 21,500 ft (6,600 m) on 25 September 1932.

In 1931, the Detroit News made history when they bought a Pitcairn PCA-2 for use as a news aircraft due to its ability to fly well at low altitude, land and take off from restricted spaces, and semi-hover for better camera shots. This Pitcairn PCA-2 was the ancestor of today's news helicopters. In May 1933, Scripps donated the autogyro to the Henry Ford Museum in Dearborn, Michigan.

The Champion spark plug company operated a Pitcairn PCA-2 as a promotional machine in 1931 and 32 as “Miss Champion”. It was flown over 6,500 miles in the 1931 Ford National Reliability Air Tour. This machine was restored to flying condition in 1982 by Steve Pitcairn, Harold’s son. In 2005, he donated it to the EAA AirVenture Museum. Other Pitcairn PCA-2's are preserved at The Henry Ford Museum and the Canada Aviation Museum.

Variants ²

PCA-2: Major production version.

PCA-3: Version with Pratt & Whitney Wasp Junior engine and 48-ft (14.63-m) rotor (1 built)

PA-21: Version with Wright R-975-E2 engine.

OP-1: Reconnaissance autogyro (1931).

OP-2: Reconnaissance autogyro without wings.

Specifications (PCA-2) ³

Type:

Three-seat open cockpit Autogiro

Rotor System:

Consists of a ball-bearing rotor-hub mounted at the apex of a three-legged pylon.

Check cables to the rotor blades are attached to a cone mounted on the hub.

The blades consists of a tubular steel spar, upon which are mounted wooden ribs, a plywood leading-edge, the whole being covered with fabric.

The cable interbracing of the blades anchored to oleo dampers mounted on each blade.

The blades are started by a mechanical starter driven by the engine, which automatically disengages when desired rotor speed is obtained.

A rotor-brake, actuated by the pilot, is also provided.

Fixed Surface:

Single fixed wing.

Modified M3 wing-section.

The wings are attached to the lower longerons of the fuselage by steel hinged fittings and braced to the undercarriage and the top longerons by streamlined tie-rods.

Structure consists of box-spars and ribs and is braced internally by time-rods and compression ribs.

The leading-edge is covered with plywood, and the whole wing is fabric-covered.

The ailerons, of the “Frise” type, are of wood, with fabric covering.

Fuselage:

Rectangular cross-section structure, built up of welded square steel tubular longerons and round tubular bracing, faired with duralumin faring strips and covered with fabric.

Tail Unit:

Normal monoplane type.

All surfaces are constructed of welded steel tubes and covered with fabric.

Adjustable tailplane.

Undercarriage:

Wide-track divided type.

Consists of two oleo legs, the lower ends of which are changed to two “N”' struts, braced to fuselage and fixed wing by short axles and radius-rods.

Wheel brakes.

A full swiveling tail-skid is sprung with rubber shock-rings.

Power Plant:

One Wright Model R-975, nine-cylinder air-cooled radial engine, rated at 300 hp at 2,000 rpm, on an engine-mounting which is integral with the fuselage.

Two fuel tanks, with a capacity of 52 US gallons, are located approximately on the center of gravity.

A 6 US gallon oil tank is mounted just aft of the engine.

Adjustable blade metal airscrew.

Heywood starter.

Accommodation:

Adjustable pilot's seat in the rear cockpit and accommodation for two passengers, side-by-side, in the front cockpit.

Controls are of the conventional column and petal type, connected to the control surfaces by cables.

Dual control fitted if desired.

Brakes are controlled by pedals adjoining the rudder-pedals.

A compartment is provided for light luggage.

Navigation lights are provided.

Dimensions:

Span (rotor): 45 ft (13.7 m)

Span (fixed wing): 30 ft 33/8 in (11.38 m)

Length overall (excluding rotor): 23 ft 1 in (7.65 m)

Height: 13 ft 2 in (4.01 m)

Wheel track: 13 ft 3 in (4.04 m)

Areas:

Fixed wing area: 88 ft² (8.17 m²)

Weights and Loadings:

Weight empty: 2,025 lb (919 kg)

Crew: 157 lb (79 kg)

Fuel and oil: 357 lb (162 kg)

Pay load: 448 lb (203 kg)

Weight loaded: 3,000 lb (1,363 kg)

Performance: ²

Maximum speed: 120 mph (190 kmh)

Range: 290 miles (466,7 km)

Service ceiling: 15,000 ft (4,575 m)

References

Wikipedia, Pitcairn PCA-2

Bridgman, Leonard. (editor). “The Pitcairn PCA-2 Autogiro”, Jane's All The World’s Aircraft 1931, Sampson Low, Marston & Company, Ltd., London, 1931, page 306c-307c

Prince the work volume 1 rare songs. Pitcairn-Cierva Autogiro Company of America PCA-1A

In the late 1920's, Harold Pitcairn had established a sterling reputation as a builder of rugged biplanes used by airmail services. He had also founded what would eventually become Eastern Airlines. Yet by 1930, Pitcairn had begun dismantling these enterprises to support the highly speculative venture of developing and producing an American version of Juan de la Cierva's experimental Autogiros. Although, the Autogiro would prove to be a minor player in twentieth century aviation, Pitcairn nonetheless was able to succeed, at least temporarily, in his enterprise and, by 1940, had sold scores of the groundbreaking aircraft. The PCA-1 was Pitcairn's first Autogiro project and successfully demonstrated that he and his engineering staff not only understood Cierva's innovation, but also that they were capable of improving upon it.

The word 'Autogiro' is actually a proprietary name coined by Juan de la Cierva. His designs were the first aircraft to fall in the gyroplane category. Nonetheless, nearly all gyroplanes built from the 1920s through the end of World War Two became commonly known as 'autogiros' (or the more generic 'autogyros'), regardless of the manufacturer. A gyroplane is an aircraft that derives most, if not all, of its lift from the unpowered autorotation of a horizontally mounted rotor or rotors. Unlike a helicopter, an engine does not drive the rotor blades while the aircraft is in flight. Instead, the resultant of the lift and drag forces acts to pull the blade forward in rotation while also creating lift - the same effect that turns the sails on windmills. This state of autorotation is only possible with a sustained airflow through the rotor disc, with the air moving from below and in front of the rotor to above and behind it. The gyroplane requires some propulsive force to maintain sufficient speed to sustain autorotation and hold altitude. In the Cierva and Pitcairn Autogiros, an engine driving a tractor propeller supplied the necessary force. If the pilot reduced throttle while flying, the rotors would begin to slow and the autogiro would descend. The increased airflow of the descent allowed the rotors to continue in autorotation and maintain the blades in an unstalled condition - even without the forward pull of the propeller. Although the pilot still had to keep some forward motion for a landing flare-out, and to maintain airflow over the control surfaces, it allowed for unpowered and near vertical descents ending in a very short landing rollout. This was an excellent safety feature in case of engine failure. Nonetheless, until the advent of direct control gyroplanes, the diminished control effectiveness in slow speed flight required a highly experienced Autogiro pilot to perform minimal rollout landings.

Most of the early gyroplanes were nearly identical to single-engine low-wing monoplanes, with the exception of the rotor mounted on a pylon in front of the cockpit that provided the primary source of lift during slow-speed flight. They employed standard airplane-type control surfaces (elevator, aileron, and rudder) and fixed pitch rotor blades. The stubby monoplane wing did not serve primarily for the generation of lift. Rather, it was a convenient means of mounting the ailerons and providing stability. It also had the unintended benefit of making the aircraft appear more conventional to skeptical airplane operators who were doubtful about flying without fixed wings.

Cierva constructed his first Autogiro, the coaxial rotor C.1, in 1920. As the rotors on the C.1 autorotated at different speeds, rendering the aircraft incapable of controlled flight, he decided to switch to a single rotor design. However, the abortive first flight of the new aircraft revealed a problem that he had not considered. As the Autogiro began to gain speed during its takeoff roll, the rotor blade that was turning towards the front of the aircraft received the benefit of additional airspeed because of the forward motion of the Autogiro. However, the blade retreating towards the rear of the autogiro suffered a loss in its airspeed relative to the oncoming air for the same reason. The net effect was a difference in airspeeds of the two blades that naturally caused dissymmetry of lift between the two sides of the rotor disc (as lift is a function of airspeed). In turn, this resulted in the Autogiro to rolling into the retreating blade side. A subsequent Cierva Autogiro also suffered the same problem and failed to take off successfully.

In 1922, Cierva conceived an inspired solution to his problem. By incorporating a hinge that allowed each blade to 'flap' independently at its root, he developed a rotor that equalized lift amongst all of the blades, regardless of whether the Autogiro was flying fast or slow. When the advancing blade generated additional lift because of its higher velocity, the flapping hinge allowed it to rise, which effectively reduced the angle of attack of the blade, thus reducing its lift. On the other side of the rotor, the flapping hinge allow the retreating blade to descend with its reduced lift, which effectively increased its angle of attack, thus generating more lift. This breakthrough was not only an essential component for the Autogiro - it was also necessary for the development of the practical helicopter.

By the late 1920s, Cierva was close to achieving production of the Autogiro. Harold Pitcairn had been fascinated with the possibilities of rotary-wing flight since his youth and had avidly followed Cierva's progress. He had already established himself as a successful manufacturer of rugged airmail aircraft, such as the PA-5 Mailwing (see NASM collection), and as owner of an airmail service that would eventually become Eastern Airlines. Still unable to shake the desire to experiment with helicopters, which had little success up to that time, Pitcairn made two trips abroad to evaluate the licensing the Cierva technology as the basis for his own line of helicopters. By 1928, Pitcairn had decided to risk everything, phase out his fixed-wing production and airmail operations, and produce license-built versions of Cierva Autogiros. He returned to Cierva's facility in England and bought a C.8 equipped with a Wright Whirlwind J-5, designated C.8W (see NASM collection), and had it shipped to his Bryn Athyn, Pennsylvania airfield. Edit msstyles file. On December 18, 1928, one day after the twenty-fifth anniversary of the Wright brothers' first powered flight, the C.8W became the first successful rotary-wing aircraft to fly in America.

Pitcairn's first step in building his own Autogiros was to acquire the American patent rights to Cierva's innovations and to manage and license them under the direction of the Pitcairn-Cierva Autogiro Company of America. This enterprise, later renamed the Autogiro Company of America, would remain separate from the production side of Pitcairn Aircraft, which would become the Pitcairn Autogiro Company, Inc. in 1933. Cierva, when he had sold the patent rights to Pitcairn, had yet to place any aircraft into production, and was naturally elated at the potential American market for his products.

Pitcairn began flying the C.8W around the Northeast and successfully generated a wave of enthusiasm for the aircraft. Meanwhile, his senior engineer, Agnew Larsen, was hard at work evaluating improvements for Pitcairn's own line of Autogiros, designated the PCA-1 (Pitcairn-Cierva Autogiro). In July 1929, Larsen was ready to begin construction on the first three prototypes.

Originally, Pitcairn and Larsen had intended to use the rugged Pitcairn PA-5 Mailwing (see NASM collection) for the tandem open cockpit fuselage and then mate it with Cierva's latest rotor design. However, the biplane fuselage structure clearly carried weight in places that were not necessary for the monoplane, and Larsen designed a new fuselage that was similar in form to the PA-5's, but differed substantially in the structural details. The front cockpit contained room enough to seat two adult passengers side-by-side, while the pilot occupied the rear cockpit.

One area that required special attention was the landing gear that needed to take the punishment of hard landings and the heavy side loads imposed by near-vertical, minimal rollout landings. Larsen thus settled on a wide-track conventional configuration with high-travel struts. This arrangement would also help to eliminate the ground resonance problems encountered by some of the late Autogiros.

Pitcairn Autogyro History

The PCA-1 was a larger, more rugged aircraft than the earlier Cierva designs with a more powerful engine, though its gross weight was similar. The welded square steel tube fuselage that Pitcairn perfected on his Mailwings undoubtedly accounts for much of this accomplishment. The design of the rotorhead resulted in further weight savings, though the RB-55 rotor blades came directly from Cierva and were the same ones used on the C.19, his first production model and consisted of two layers of mahogany. The rotorhead attached to the fuselage with a four-strut pylon, centered over the front cockpit windscreen.

Many Autogiro and helicopter designs utilized fully-articulated rotorheads that incorporated a lead-lag or drag hinge that allowed the blades to pivot slightly fore and aft during rotation to relieve stresses. The PCA-1 and concurrent Cierva designs employed rudimentary drag hinge designs that, in combination with clunky, dynamically unbalanced rotor blades, led to excessive structural loadings in the rotor. The variations in centrifugal forces had to be borne by the blades themselves, which would have resulted in frequent structural failures had an external bracing system not been adopted. Rubber shock-cord bracing wires connected each of the blades and attached to a point almost halfway out along their length. Additional bracing wires, running from a mast on top of the rotorhead, acted as stops to keep the blades from drooping too low and striking the fuselage. As blade and drag hinge design improved in the latter part of the 1930s, along with Pitcairn's discovery of hydraulic dampers, Autogiro manufacturers dispensed with external bracing.

Pitcairn had hoped to enter the PCA-1 in the National Air Tour and the Guggenheim Safe Aircraft Competition, both showcases of the latest advances in light aircraft design, but the Autogiro was not ready for its first flight until October 1929 - too late for entry. Amazingly, Cierva himself performed the first flight of the PCA-1. However, he was only able to fly the aircraft for less than a week before he suffered a substantial crash. A second setback followed, when a devastating fire in the Pitcairn factory destroyed the airframe. Fortunately, the second of the PCA-1 airframes, designated PCA-1A, was nearly ready for flight and indeed took to the air with Cierva at the controls less than a month after the first PCA-1. Cierva had brought a C.19 prototype with him to the United States and used it to drum up enthusiasm for Pitcairn's forthcoming products. The C.19 was similar to the PCA-1 in design, but smaller and considerably lighter.

The PCA-1A was cosmetically similar to its forerunner, but contained some notable structural differences. It was considerably lighter, as duralumin tubing replaced the heavier steel construction and fabric covered the wings instead of plywood. The landing gear underwent further refinement and employed larger 'balloon' tires to further ease the jolt received when performing minimum ground-roll landings.

The PCA-1 and PCA-1A incorporated an unusual 'box' tail design that deflected propwash into the aft section of the rotor disc to bring the rotor rpm up without the need for excessive high-speed taxiing by bringing the blades into autorotation before takeoff. After Pitcairn realized that the solution to the rotor spin-up problem was a power-takeoff controlled by a clutch, he modified the PCA-1A to incorporate a much lighter tail structure with a single vertical stabilizer to replace the original design.

The PCA-1A could carry a respectable payload of 318 kg (700 lb). Its maximum speed was a relatively slow 169 kph (105 mph), but it could maintain altitude at an airspeed of only 32 kph (20 mph). The third of the Pitcairn prototypes, the PCA-1B, was ready for flight a month after the PCA-1A. It was even more advanced than the PCA-1A and illustrated the rapid pace of innovation at Pitcairn's facility, which, in addition to its own talent, benefited considerably from the close oversight of Cierva who observed the experimentation with enthusiasm. The PCA-1B incorporated the revised tail design from the outset. The close association between Cierva and his licensee paid significant dividends for both parties, as their collaboration increased the pace of Autogiro development in both countries. Cierva's C.19 incorporated many of the innovations pioneered on the PCA-1 and entered production concurrently with Pitcairn's initial models.

The PCA-1A and its surviving sibling, rapidly fulfilled their mission and confirmed that the Pitcairn modifications to the Cierva design were sound. Pitcairn began to gear up for production of the PCA-2 - the first Autogiro sold commercially in the Western Hemisphere. In 1930, the National Aeronautic Association awarded Pitcairn the prestigious Collier Trophy because of his pioneering flights in the C.8W and the successful Americanization of the Autogiro in the form of the PCA-1.

The PCA-2 would prove to be a popular aircraft in spite of the fact that the Great Depression was just reaching its stride. While conventional barnstorming had lost its popularity, air races and airshows remained significant draws for a population desperate for distraction and the uniqueness of the Autogiro guaranteed that it would draw crowds wherever it appeared. While the $15,000 price tag was an enormous sum in those troubled times, Pitcairn still sold twenty-one PCA-2s in a two-year period. Many of the operators were pilots who financed their purchase by selling advertising space to corporate sponsors looking for new ways to advertise their products.

Unfortunately, the appeal of the Autogiro as a novelty act did not extend far into the commercial or general aviation fields. While Pitcairn marketed the Autogiro as the ideal personal vehicle for the wealthy, very few went for this purpose. Outside of advertising and exhibitions, some Autogiros performed limited crop-dusting and airmail duties. However, the short takeoff and landing abilities of the type did not compensate for its slower speeds, more limited payloads, and higher acquisition and operating costs relative to conventional aircraft. Despite new innovations, civil sales of the Autogiro had fallen off steeply by the beginning of World War Two. During the war, the introduction of helicopters with true vertical takeoff and landing capabilities and the ability to hover rendered the Autogiro redundant and obsolete. However, the increasing complexity and cost of true helicopters caused a resurgence in gyroplane research in the latter part of the twentieth century.

Pitcairn would die an embittered man, as the patent rights he had owned were usurped by a number of helicopter manufacturers, who, with the exception of Sikorsky, did not pay him any royalties. The helicopter companies had gotten away with this during World War Two because the U.S. Army Air Force had convinced Congress that unless they suspended patent issues relating to helicopter technology, the wartime development of the helicopter would be severely handicapped. After the war, Pitcairn tried to recover his royalties, but the government refused to get involved. Pitcairn filed suit, but the proceedings would came to a conclusion in his favor almost three decades later and several years after his death.

For a brief period, the PCA-1A and PCA-1B continued to serve with Pitcairn as trainers for purchasers of PCA-2s. Pitcairn then donated the PCA-1A to the Franklin institute. In 1955, the Smithsonian Institution acquired the aircraft. In 1997, the National Air and Space Museum loaned the aircraft to Harold Pitcairn's son, Stephen, who fully restored the aircraft to its initial configuration, including the box deflector-tail. In 2000, the aircraft went on temporary display at the American Helicopter Museum in West Chester, Pennsylvania, not far from its original testing ground.

Rotor Diameter:13.11 m (43 ft)

Pitcairn Mailwing Aircraft

Wingspan:10.05 m (33 ft)

Length:6.60 m (21 ft 8 in)

Height:3.89 m (12 ft 9 in)

Weight:Empty, 998 kg (2,200 lb)

Gross, 1,317 kg (2,900 lb)

Engine, Initial Configuration:Wright R-760-E Whirlwind J-6-7, 225 hp

Engine, Final Configuration:Wright R-975-EG Whirlwind J-6-9, 300 hp

Crew:1 pilot, 2 passengers

Pitcairn Aircraft

References and Further Reading:

Brooks, Peter W. Cierva Autogiros: The Development of Rotary-Wing Flight.

Washington: Smithsonian Institution Press, 1988.

Smith, Frank Kingston. Legacy of Wings: The Harold F. Pitcairn Story. Lafayette Hill,

Pa: T.D. Associates, 1981.

Townson, George. Autogiro: The Story of 'the Windmill Plane.' Destin, Fl: Aviation

Heritage, Inc., 1985.

Cierva C.8W curatorial file, Aeronautics Division, National Air and Space Museum

R. Connor

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loadingvoice44 · 4 years ago

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loadingvoice44 · 4 years ago

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Speaker Testing Software

The Speaker Test Software 'RT-Speaker' provides in combination with the FX100 Audio Analyzer a comprehensive solution with a unique and reliable defects analysis. The objective Rub & Buzz analysis correlates 100% to the subjective perception of the human ear. The typical cycle time for a complete speaker test is less than two seconds. With this App you can Test your Sound System. Four High-resolution Audio Files. 2 Sound Files are FLAC 'Free Lossless Audio Codec' and 2 of the Sound Files are WAV 'Waveform Audio File Format'. This 4 Sound Files are Optimated for 5.1 surround sound audio systems.

Testing audio systems doesn’t have to require an expensive consultant, laboratory, or the quietest room on earth. These speaker testing apps help you accomplish that.

Speaker test and tuning mobile apps make it easier for you to get the most out of the space with the least amount of work or gear — all you need is your smart device.

A word of warning: for the most accurate results, you need to be using a professional USB mic to take audio measurements with your mobile device.

Be prepared to tune a spectrum of different speakers, monitors, subwoofers and acoustical environments with your smart device.

Helpful hints for using speaker testing apps

When preparing to tune a speaker system, it is important to have the capacity to not only gauge a variety of frequencies, but keep track of readings and guarantee that your readings are accurate.

Mobile speaker tuners and testers can accomplish a handful of different readings and tasks. Some apps are focused on low end frequencies.

Editing msstyles files. Subwoofer testers are great for reading frequencies from 0hz and 440hz. Other audio tools with RTA or FFT features can read SPL and help you tune your speakers according to reflection and sound dispersion.

Prince the work volume 1 rare. Tuning a space means taking into account not only what is heard on stage, but how the audience hears the performance or application as well.

Speaker Testing Software Program

Speaker Testing Software Programs

Having a mobile option for reading sound levels that is multi-functional and accurate is important to guaranteeing the most of the space.

Clio Speaker Testing Software

When dealing with specifics, such as speech intelligibility, it is key to being prepared to deal with any application of sound with ease.

Another essential feature that mobile speaker test and tuning apps offer is the ability to save, graph and export readings.

While this does not directly enhance or detract from the apps ability to read sound levels, being able to return to previous readings or send readings elsewhere is paramount for consistency within a specific space over a long period of time.

You want the space to sound good all the time, not just once, and having reference to previous levels lets you confidently say that your space sounds great.

This collection of apps showcases a group of speaker testing and tuning apps for your mobile device.

Each app is useful in specific situations — while every app might not be for you, there are guaranteed to be a few that you will find valuable according to your task. Finding the right audio app is completely up to your specific situation.

Additional resources for IT folks testing audio equipment:

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Prince The Work Volume 1 Rare

Prince was well known in the entertainment industry for having a vast body of work that has not been released. It has been said that his vault contains multiple unreleased albums and over 50 fully produced music videos that have never been released, along with albums and other media. The following is a list, in rough chronological order, of the most prominent of these unreleased works. Listen to any one of Prince's guitar solos, and you Greatest Hits 1979-1984, Volume 1. Prince — The Hits / The B-Sides CD2. Prince of Persia: The Sands of Time is a third-person action-adventure puzzle-platforming video game developed by Ubisoft Montreal and released worldwide in November 2003 across most major. Harry Potter and the Half-Blood Prince is the sixth novel in J. Rowling's Harry Potter series. Set during Harry Potter's sixth year at Hogwarts, Lord Voldemort is definitely back, and with a.

Prince The Work Volume 1 Rarest

Prince The Work Volume 1 Rare Songs

#CoverRelease titleTotal tracksDownload mp3 albumRelease dateLabel fo release1 You Scare Me To Death! 132003 Versailles Records 2 The Ultimate Collection 241991 Telstar 3 Teenage Dream 21974 EMI 4 The Very Best Of Marc Bolan And T-Rex 201991 Music Club 5 Millenium Collection 361999 Millenium 6 Born To Boogie (The Soundtrack Album) 332005 Sanctuary Midline 7 Across The Airwaves 211998 A&M Records 8 The Words And Music Of Marc Bolan 1947-1977 251998 A&M Records 9 Prehistoric 151995 Emporio 10 Total T. Rex And The Space Cadets - The Salvador Dali Of Rock 'n' Roll 231993 Magic Artist-Records 11 Marc Bolan / T. Rex 121991 Russian Disc 12 20th Century Boy 41991 Marc On Wax Ltd. 13 Marc - The Words And Music Of Marc Bolan 1947-1977 251985 Cube Records 14 The Collection 161987 Object Enterprises 15 The Essential Collection 242002-00-00 Universal Music TV 16 20th Century Boy 41991 17 Cosmic Dancer 161990 AMIGA 18 20th Century Boy: The Ultimate Collection 232002-08-20 Hip-O Records 19 The Marc Shows 151989 Marc On Wax 20 I'm The Main Man - Club Promo 22004 Sanctuary Records 21 20th Century Boy: The Ultimate Collection 232002-08-20 Hip-O Records 22 Zinc Alloy And The Hidden Riders Of Tomorrow 201997 Chronicles 23 To Know You Is To Love You 21977 Pathé Marconi EMI 24 You Scare Me To Death 21981 25 Get It On 141986 EMI 26 Live 1977 201997 Chronicles 27 The Main Man. 281986 Cambra 28 You Scare Me To Death 121981 Rio Records 29 The Words And Music Of Marc Bolan 1947 - 1977 251985 Cube Records 30 Cosmic Dancer 161987 TELDEC

As of today, 6,446 pages about Prince & related artists

The Estate of Prince Rogers Nelson is not affiliated, associated or connected with PrinceVault.com nor has it endorsed or sponsored PrinceVault.com. Further, the Estate of Prince Rogers Nelson has not licensed any of its intellectual property to the owners of PrinceVault.com. While we appreciate the public expressions of gratitude PrinceVault receives, we want to be very clear that we in no way provide information to, or condone the use of our information for purposes that violate the rights and interests of The Estate of Prince Rogers Nelson in particular and all those in general who have similar interests. In particular we wish to condemn the use of our information, which has been painstakingly researched for the sole purpose of providing a definitive source of accurate information for fans and scholars alike, by those who engage in piracy and bootleg sales of Prince's music. We strongly urge our visitors to not buy bootlegs and support Prince's wishes and those of his estate.

Prince The Work Volume 1 Rare Albums

It is now June 3, 2021 (UTC) – Refresh this page

On This Day

3 June

Recordings

1999 – Ani DiFranco guitar overdubs on Love U, But Don’t Trust U Anymore (Paisley Park Studios, Chanhassen, MN, USA)

1999 – Maceo Parker saxophone overdubs on Prettyman (Paisley Park Studios, Chanhassen, MN, USA)

Concerts

1990 – Rotterdam, Netherlands: Feyenoord Stadion

1991 – Burbank, CA, USA: patio on Warner Bros Studio Lot (matinee)

1991 – Hollywood, CA, USA: The China Club

1992 – Cologne, Germany: Sporthalle (rescheduled to 2 June 1992)

1992 – Frankfurt, Germany: Festhalle

1995 – Chanhassen, MN, USA: Paisley Park Studios (a.m.)

1997 – Stockholm, Sweden: unknown venue (canceled)

1998 – Baton Rouge, LA, USA: Riverside Centroplex (canceled)

2000 – Chanhassen, MN, USA: Paisley Park Studios (a.m.)

2002 – Regina, SK, Canada: Saskatchewan Centre of the Arts

2004 – Los Angeles, CA, USA: Staples Center

2011 – Inglewood, CA, USA: The ForumWelcome 2 America Tour show 16/21, expected for this date never materialized

2014 – Berlin, Germany: Tempodrom (canceled)

Miscellaneous

1986 – A configuration of the album Dream Factory is sequenced

1986 – Parade is certified Gold and Platinum by the RIAA (certifying 1,000,000 copies shipped)

Associated Artists

1992 – Carmen Electra performs in Frankfurt, Germany: Festhalle, supporting Prince

Posthumous

2021 – Born 2 Die is available to stream and download as the second preview track from the Welcome 2 America album

2 June◄3 June►4 JunePrince history calendar

Did You Know?

From our newest additions:

... that Sign O' The Times was the most added single in both Billboard 'Radio Most Added' sections of Hot Black and Hot 100 Singles Actions charts on 7 March 1987?

... that Pain is Prince's reworking of a song called Joy And Pain, written by D. Channsin Berry?

... that 94 East's One Man Jam had already been released in 1979 as Fast Freddie the Roller Disco King?

... that Clouds, U Know and Funknroll had charted in French SNEP Single Top 100 chart?

... that the 'Instrumental' track released on NPG Music Club Edition #6 was essentially an instrumental re-recording of The Holy River?

... that Purple Rain Home Video remained 12 consecutive weeks at position 1 in Billboard Top Videocassette sales chart?

... that Sharon McCormack designed the hologram for the Diamonds And Pearls album cover?

See our archive: Did You Know?

Featured Release

Welcome 2 America

Released: 30 July 2021(announced)

Type: Studio album

Length: CD / 2LP / 2LP + 1CD + 1 blu-ray Label(s): NPG Records / Sony Legacy

Description: Welcome 2 America - the previously-unreleased album recorded in 2010, has been announced for release in July 2021, along with a live blu-ray disc of the 28 April 2011, The Forum, Inglewood, CA show on the Welcome 2 America Tour. A deluxe edition is available with memorabilia from the live tour. A vinyl single of Welcome 2 America is also available. > > > Read More