All language subtitles for How.Its.Made.S32E11.Tin.Whistles.1080p.AMZN.WEB-DL.DDP2.0.H.264-SLAG_track4_[eng]

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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.

Narrator: 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.

Narrator: 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.

Narrator:
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.