All language subtitles for How Its Made S26E13 Channel Signs 1080p AMZN WEB-DL DDP2 0 H 264-SLAG_track4_[eng]

--Captions by VITAC--
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Narrator: A CHANNEL SIGN IS MADE
OF INDIVIDUAL LETTERS

THAT ARE FIXED
TO A BUILDING OR BACKDROP.

THE LETTERS HAVE INTERNAL
CHANNELS THAT HOUSE EITHER NEON

OR LED LIGHTS.

AT NIGHT, THE CHANNEL LETTERS

LIGHT UP
AND MAKE A BOLD STATEMENT.

CHANNEL LETTERS
ARE THREE-DIMENSIONAL

AND REALLY STAND OUT
FROM THE REST.

THE ILLUMINATED SIGNS
GRAB PEOPLE'S ATTENTION

AND CONVERT THEM
INTO POTENTIAL CUSTOMERS.

CHANNEL LETTERS
ARE MADE FROM ACRYLIC.

THE FACTORY USES COLORED VINYL
TO TINT THEM.

AN EMPLOYEE PEELS THE LINER
FROM THE VINYL,

EXPOSING THE ADHESIVE BACKING.

HE USES A ROLLER

TO APPLY THE VINYL TO ONE SIDE
OF THE CLEAR ACRYLIC.

THE OTHER SIDE
OF THE ACRYLIC SHEET

IS COVERED WITH A PAPER LINER.

A COMPUTERIZED ROUTER CUTS
THE LETTERS OUT ON THAT SIDE.

THE FONT STYLE AND SIZE
ARE CUSTOM-MADE FOR THE CLIENT.

AFTER THE LETTERS ARE CUT OUT,
THEY REMOVE THE PAPER BACKING.

THE EMPLOYEES USE NAILS

TO HOLD THE LETTERS IN PLACE
AS THEY WORK.

THE WORKER
UNROLLS PLASTIC TRIM CAP

AND CUTS IT
TO FIT AROUND THE LETTER.

HE LINES THE LETTER WITH TRIM

AND HAMMERS IN MORE NAILS,
TO KEEP EVERYTHING IN PLACE.

HE MAKES CUTS TO THE TRIM
TO FORM NEAT CORNERS.

THE TRIM CAP GIVES THE LETTER
A FINISHED LOOK.

IT ALSO CREATES A SURFACE
FOR ATTACHING

THE BACK LETTER ENCLOSURE,
CALLED THE LETTER CAN.

HE SEALS THE TRIM
AROUND THE ENTIRE LENGTH

WITH HIGH-STRENGTH GLUE.

ONCE IT DRIES,
HE REMOVES THE NAILS.

NOW, IT'S READY
FOR THE LETTER CAN.

TO MAKE THE SIDES
OF THE LETTER CAN,

THEY FEED A WIDE STRIP
OF ALUMINUM

INTO A COMPUTERIZED MACHINE.

IT BENDS THE ALUMINUM
TO MATCH THE FACE OF THE LETTER.

IT ALSO FORMS A LIP
AT THE BOTTOM,

TO ATTACH THE CAN
TO THE BACK WALL.

THE SIDE OF EACH CHANNEL LETTER
IS CALLED THE RETURN.

IT ATTACHES THE LETTER FACE
TO THE BACK WALL.

THE RETURN ALSO
CREATES THE CHANNEL

WHICH HOLDS THE LIGHTING
AND DIRECTS THE ILLUMINATION.

THESE ARE THE DIES
THAT CUT AND SHAPE THE ALUMINUM.

USING A COMPUTERIZED MACHINE,
IT TAKES THE WORKER

A FEW MINUTES TO CREATE
THE CHANNEL LETTER RETURN.

IT WOULD TAKE FOUR TIMES LONGER

TO MAKE THE LETTER RETURN
BY HAND.

HERE IS A COMPLETED
CHANNEL LETTER RETURN

WITH THE ENDS WELDED TOGETHER.

AN EMPLOYEE SLIDES THE SIDE
STRUCTURE OVER THE BACK WALL

TO FORM THE LETTER CAN.

HE CHECKS THE FIT, THEN
CLINCHES THE BACK TO THE RETURN.

THIS COMPLETES
THE CHANNEL LETTER CAN.

THEY RUN LED LIGHTS
THROUGHOUT THE CAN.

IN RECENT YEARS, LED LIGHTS
HAVE REPLACED NEON TUBES

BECAUSE THEY ARE MORE
ENERGY-EFFICIENT.

AN EMPLOYEE PAINTS THE ALUMINUM
CAN TO MATCH THE VINYL

ON THE LETTER'S ACRYLIC FRONT.

THEY TEST THE LIGHTS.

IF THEY WORK, THE TECHNICIANS

MOUNT THE LETTER CAN
TO THE SIGN BACKDROP.

THE INSTALLER ATTACHES
THE TRANSLUCENT ACRYLIC FACE

TO THE CAN.

IT TAKES ABOUT AN HOUR
TO MAKE ONE CHANNEL LETTER

AND A COUPLE OF DAYS
TO MAKE AN ENTIRE CHANNEL SIGN.

THE FINAL PRODUCT
IS SURE TO BE NOTICED.

THE WETSUIT WAS INVENTED
IN THE MID-20th CENTURY.

HOWEVER,
IT WASN'T AN IMMEDIATE HIT.

MADE OF A SYNTHETIC RUBBER
CALLED NEOPRENE,

THE EARLY WETSUITS

WERE HARD TO PUT ON
AND IRRITATED THE SKIN.

BUT RECENT NEOPRENE IMPROVEMENTS
HAVE MADE THE WETSUIT

A POPULAR CHOICE FOR PROTECTION
AGAINST THE ELEMENTS.

WHEN THE SURF IS UP, BUT
THE WATER TEMPERATURE IS DOWN,

A NEOPRENE WETSUIT
IS A PRACTICAL SWIMWEAR CHOICE.

EVEN WHEN WET,
IT KEEPS THE BODY WARM.

WETSUITS FIT LIKE A SECOND SKIN,

SO MANY SURFERS AND DIVERS
HAVE THEIRS CUSTOM-MADE.

THE TAILOR MEASURES THE CLIENT
FROM THE NECK TO THE ANKLES.

THE SUIT ALLOWS
A SMALL AMOUNT OF WATER

TO SEEP BETWEEN IT AND THE SKIN.

BODY HEAT WARMS THE WATER,
INSULATING THE SWIMMER.

USING THE MEASUREMENTS, A TEAM
CUTS OUT CARDBOARD PATTERNS.

THEN, A WORKER USES THE PATTERS
TO CUT THE NEOPRENE PIECES.

THEY USE NEOPRENE

BECAUSE ITS CELLULAR STRUCTURE
IS A GOOD INSULATOR.

THE NUMBER OF PIECES
IN EACH SUIT VARIES,

ACCORDING TO THE STYLE
AND SIZE.

EACH SUIT HAS AT LEAST 15 PIECES
AND CAN HAVE AS MUCH AS 30.

FABRIC FOR THE WETSUITS COMES
IN A VARIETY OF COLORS.

SOME FABRIC WILL BE USED
FOR ACCENT PANELS,

WHILE OTHERS
CREATE THE STRUCTURAL ELEMENTS.

THE PIECES FIT TOGETHER
LIKE A JIGSAW PUZZLE.

A WORKER HEATS ONE OF THE PANELS
WITH A HOT PRESS.

THIS SLIGHTLY EXPANDS
THE NEOPRENE.

HE PLACES A DECAL OF THE COMPANY
LOGO ON THE PANEL.

HE LOWERS THE PRESS AGAIN
TO FUSE THE LOGO TO THE PANEL.

AS THE NEOPRENE COOLS,

IT SHRINKS TO ITS ORIGINAL SIZE,

MAKING THE LETTERING
LESS LIKELY TO CRACK.

NEXT, A WORKER APPLIES
WATERPROOF RUBBERIZED GLUE

TO THE EDGES
OF THE NEOPRENE PANELS.

THIS IS ONE OF THE MOST
IMPORTANT PARTS

OF THE WETSUIT'S CONSTRUCTION.

TOO LITTLE GLUE COULD AFFECT
BOTH THE ADHESION OF THE PANELS

AND THE WATERPROOFING
OF THE SEAMS.

BUT IF HE APPLIES TOO MUCH GLUE,

IT COULD BLEED
INTO THE COLORED PANELS.

HE PUSHES THE GLUED PANELS
TOGETHER AT THE SEAMS.

THE PANELS ADHERE INSTANTLY,

AND THE WETSUIT
COMES TOGETHER QUICKLY.

IT TAKES HIM ABOUT 45 MINUTES
TO PUT A WETSUIT TOGETHER.

HE INSERTS PAPER IN THE BOTTOM
HALF OF THE WETSUIT.

THIS PREVENTS THE FRONT
OF THE SUIT

FROM STICKING TO THE BACK

AS HE JOINS THE TOP ASSEMBLY
TO THE BOTTOM.

HE LETS THE GLUE DRY
FOR A FEW MINUTES.

THEN, A SEAMSTRESS
TURNS THE SUIT INSIDE OUT

AND STITCHES THE SEAMS.

SHE USES A CURVED NEEDLE,

SO IT DOESN'T GO ALL THE WAY
THROUGH THE FABRIC.

THIS IS CALLED BLIND STITCHING.

IT DOESN'T PUNCTURE THE FABRIC.

IT ALSO CREATES FLAT SEAMS.

USING A HOT ROLLER,
SHE APPLIES NYLON TAPE

TO THE BACK OF THE SEAMS
FOR EXTRA WATERPROOFING.

A NOZZLE BLOWS HOT AIR TO MELT
THE ADHESIVE ONTO THE FABRIC.

SHE SEWS A PLASTIC ZIPPER
ONTO THE BACK OF THE WETSUIT

AND ATTACHES A HOOK-AND-LOOP
STOPPER, TO PREVENT UNZIPPING.

ANOTHER TEAM MEMBER BRUSHES

RUBBERIZED GLUE
AROUND THE ZIPPER.

HE PRESSES THE EDGES

OF A NEOPRENE PANEL
TO THE GLUED AREA,

CREATING A WATERPROOF BARRIER
AROUND THE ZIPPER.

HE TRIMS THE END OF THE PANEL.

THIS CUSTOM NEOPRENE WETSUIT
IS COMPLETE.

FROM START TO FINISH,
THE PROCESS TAKES 5 TO 6 HOURS.

HE TESTS THE ZIPPER AND CLOSELY
SCRUTINIZES THE WORKMANSHIP.

AFTER PASSING
AN INITIAL INSPECTION,

THIS WETSUIT
IS READY FOR A FITTING.

A GOOD FIT IS CRUCIAL
TO ITS PERFORMANCE.

IF THE WETSUIT
DOESN'T FIT PROPERLY,

COLD WATER WILL PASS THROUGH IT

AND THE SUIT WILL FAIL
TO KEEP THE SURFER WARM.

IT MEETS EXPECTATIONS,
SO SHE'S READY TO TEST THE WATER

WITH THIS CUSTOM
NEOPRENE WETSUIT.

AIRPLANES NEED TO BE DURABLE,
TO WITHSTAND THE WEAR AND TEAR

OF FREQUENT FLYING

AND THE DANGERS OF LANDING
ON RUGGED AIRSTRIPS.

MOST SMALL AIRPLANES
ARE MADE WITH ALUMINUM

BECAUSE IT'S BOTH STURDY
AND LIGHTWEIGHT.

SOME ALUMINUM AIRCRAFT
ARE TWIN ENGINES,

MEANING THEY HAVE A PROPELLER
ON EACH WING.

SINGLE-ENGINE MODELS,
LIKE THIS ONE,

HAVE ONE PROPELLER,
TYPICALLY ON THE NOSE.

THIS AIRPLANE
ALSO HAS A PRESSURIZED CABIN,

SO IT CAN REACH AN ALTITUDE
OF ABOUT 30,000 FEET.

IT ALSO HAS A DEICING SYSTEM
FOR THE WINGS, TAIL,

AND PROPELLER BLADES,

SO IT CAN FLY SAFELY
IN COLD, WET CONDITIONS.

THE ALUMINUM IS DELIVERED
TO THE FACTORY IN LONG ROLLS.

THEY UNWIND EACH ROLL
AND FEED THE ALUMINUM

THROUGH A SERIES OF HEAVY
ROLLERS, TO PRESS OUT THE CURL.

A BLADE AT THE END
OF THE MACHINE

AUTOMATICALLY SLICES THE FLAT
ALUMINUM INTO SMALLER PIECES.

THE THICKNESS
OF THE ALUMINUM VARIES,

DEPENDING ON THE PART
THEY'RE MAKING.

THEY USE A 3-MILLIMETER
SHEET OF ALUMINUM

TO MAKE THE COCKPIT
INSTRUMENT PANEL.

A COMPUTER-GUIDED MILL
CUTS THE PROFILE,

DRILLS SCREW HOLES
FOR INSTALLATION,

AND CUTS ALL THE OPENINGS
FOR THE INSTRUMENTATION.

THE SHEET GOES FROM THIS

TO THIS.

A COMPUTER-GUIDED ROUTER CUTS
OUT MOST OF THE WING COMPONENTS.

WORKERS FEED IT
BETWEEN MACHINE ROLLERS

THAT SLOWLY BEND IT
TO A SPECIFIC ANGLE.

ONCE THE BEND IS COMPLETE,

THEY USE TEMPLATES
TO CHECK BOTH SIDES

AND MAKE SURE
IT MEETS SPECIFICATIONS.

DURING PRODUCTION, RESIDUE
FROM THE FACTORY MACHINES

CONTAMINATE THE ALUMINUM PIECES,

SO, ONCE ALL THE PARTS
ARE CREATED,

THEY ARE THOROUGHLY CLEANED.

THE MACHINE WASHES THEM
IN SOAPY WATER TWICE

AND THEN RINSES THEM OFF.

ONCE THE PARTS ARE CLEAN,

THE MACHINE SUBMERGES THEM
IN AN ACID BATH.

THIS PREPS THE SURFACE
FOR A COAT OF PROTECTIVE PRIMER.

ONCE IT'S PRIMED, WORKERS
CLEAN THE SURFACE WITH SOLVENT.

THEN, THEY LAY THE PART
ON A SHEET OF EPOXY ADHESIVE

AND CUT ALONG THE PERIMETER,
TO CREATE AN ADHESIVE BACKING.

LATER, THEY'LL ACTIVATE THE
ADHESIVE WITH HEAT AND PRESSURE.

ONCE ALL THE PARTS
HAVE THEIR CUSTOM-CUT ADHESIVE,

WORKERS ASSEMBLE THEM
ON A BONDING FIXTURE.

METAL CLAMPS HOLD THE PARTS
IN POSITION.

THIS ASSEMBLY IS
THE INTERNAL STRUCTURE

OF THE WING'S LEADING EDGE.

THE LONG PIECES
ARE CALLED STRINGERS.

THEY'RE CLAMPED
TO OVAL ACCESS PANELS

THAT ENABLE MAINTENANCE
TECHNICIANS

TO GET INSIDE THE WING.

NEXT, WORKERS POSITION
AND CLAMP THE SKIN

OF THE LEADING EDGE ON TOP
OF THE INTERNAL WING STRUCTURE.

THEY HEAT THE ENTIRE ASSEMBLY
IN AN OVEN

FOR 2 HOURS
AT 275° FAHRENHEIT.

THIS ACTIVATES THE ADHESIVE

AND BONDS ALL THE ASSEMBLED
PARTS TOGETHER.

MEANWHILE, ANOTHER TEAM
ASSEMBLES THE ALUMINUM FRAME

OF THE AIRPLANE'S
FUSELAGE SECTION.

THEY LOAD THE PARTS
ONTO AN ASSEMBLY FIXTURE

AND RIVET THEM TOGETHER.

WHEN WE RETURN,

THEY'LL APPLY AN ALUMINUM
COVER TO THE FRAME.

THE ALUMINUM SKIN OF AN AIRPLANE
CONSISTS OF NUMEROUS PANELS,

SO THE BODY IS EASIER TO REPAIR.

TECHNICIANS SIMPLY REMOVE
THE DAMAGED PANEL,

INSTEAD OF REPLACING
THE ENTIRE SECTION.

WORKERS START BY APPLYING
AN AIRTIGHT SEALANT

TO CLOSE ANY GAPS
BETWEEN THE SKIN AND THE FRAME.

THE FUSELAGE MUST BE SEALED,
SO THE CABIN CAN BE PRESSURIZED.

A PRESSURIZED CABIN

ALLOWS PASSENGERS TO BREATHE
COMFORTABLY AT HIGHER ALTITUDES.

ONCE THE SEALING IS COMPLETE,

THEY ATTACH THE CORRESPONDING
ALUMINUM SKIN PANEL.

IT HAS ALREADY BEEN
PRIMED FOR PAINT.

THEY APPLY CLEKO FASTENERS,
TO PROPERLY ALIGN THE PANEL

UNTIL IT'S RIVETED TO THE FRAME.

THEN, THEY SELECT THE RIVETS.

THEY'LL NEED RIVETS
OF VARIOUS SIZES AND STRENGTHS

FOR THE DIFFERENT PARTS
OF THE PLANE.

THEY BEGIN RIVETING THE HOLES

THAT DON'T HAVE
CLEKO FASTENERS IN THEM.

THEN, THEY REMOVE THE CLEKOS
AND RIVET THOSE HOLES AS WELL.

THE FUSELAGE IS BUILT
IN SIX SECTIONS.

THE FRONT SECTION HOUSES
THE ENGINE COMPARTMENT.

ALL THE SECTIONS
HAVE ATTACHMENT PANELS

THAT FIT IN BETWEEN THE FRAME
AND SKIN OF THE ADJACENT PART.

WORKERS RIVET
THE SECTIONS TOGETHER.

ONCE THE BACK SECTIONS
ARE INSTALLED,

THEY RIVET THE COMPLETED
FUSELAGE TO THE MAIN SPAR

THAT CONNECTS THE WINGS.

THEY INSTALL THE RETRACTABLE
LANDING GEAR,

THE TAIL-SECTION RUDDER,
AND STABILIZERS.

THEY ALSO INSTALL THE MOVING
FLAPS AND AILERONS.

WORKERS WELD TOGETHER
STEEL TUBES

TO CREATE THE ENGINE MOUNT.

THE MOUNT WILL BE INSTALLED
IN THE ENGINE COMPARTMENT

IN THE FRONT OF THE FUSELAGE.

THIS SECTION ALSO HOUSES
THE NOSE LANDING GEAR.

THEY PRIME AND PAINT
THE STEEL ENGINE MOUNT,

TO PREVENT CORROSION.

THIS PLANE HAS A 500-HORSEPOWER
TURBINE ENGINE.

WORKERS BOLT IT
TO THE ENGINE MOUNT.

THEN, THEY BOLT THE ENGINE MOUNT

TO THE AIRPLANE'S
ENGINE COMPARTMENT.

THE ENGINE ROTATES A SHAFT
WHICH SPINS THE PROPELLER.

MEANWHILE, ALL THE AIRPLANE'S
ELECTRICAL WIRING

IS MAPPED OUT
ON AN ASSEMBLY BOARD.

EACH WIRE HAS A NUMBER.

THE WIRES ARE ARRANGED
IN A SPECIFIC CONFIGURATION.

THEN, WORKERS GROUP THE WIRES BY
THEIR LOCATION IN THE AIRPLANE

AND TIE THEM
IN A WIRING HARNESS.

THESE WIRES ARE FOR THE BACK
OF THE INSTRUMENT PANEL.

THE CIRCUIT BREAKERS
ARE LOCATED

ON EITHER SIDE
OF THE FLIGHT DISPLAY PANEL.

WITH THE PUSH OF A BUTTON,
THE PILOT CAN CUSTOMIZE

THE INFORMATION DISPLAYED
ON THE CENTER SCREEN.

TECHNICIANS THOROUGHLY TEST
ALL THE ELECTRONIC FUNCTIONS,

AS WELL AS
THE AUTOPILOT SYSTEM.

ONE PILOT
CAN OPERATE THIS PLANE,

BUT IT COMES WITH AN EXTRA YOKE,
TO ACCOMMODATE A COPILOT.

WORKERS INSTALL THE INTERIOR
AND THE WINDOWS.

THEN, MECHANICS VERIFY
THE FLIGHT CONTROL SURFACES,

THE MOVING PARTS
ON THE WINGS AND TAIL

THAT CHANGE ALTITUDE
OR DIRECTION.

HERE, THEY'RE CHECKING
THE AILERONS.

A MECHANIC IN THE COCKPIT
TURNS THE YOKE

WHILE ANOTHER USES
A RIGGING BOARD

TO MEASURE
HOW THE AILERON RESPONDS.

IF THE ANGLE'S OFF,
HE MAKES AN ADJUSTMENT.

THEY CHECK THE LANDING GEAR,
TO MAKE SURE IT DROPS DOWN

FROM THE WING
AND ENGINE COMPARTMENT.

THEN, THEY MASK THE WINDOWS AND
APPLY A SECOND COAT OF PRIMER,

FOR EXTRA PROTECTION
AGAINST CORROSION.

WHEN THE PRIMER DRIES,
THEY PAINT THE PLANE

TO THE CUSTOMER'S
SPECIFICATIONS.

THEN, THEY PAINT THE PLANE'S
REGISTRATION NUMBER

ON BOTH SIDES,
AS REQUIRED BY LAW.

THE AIRPLANE'S DEICING SYSTEM
HEATS THE PROPELLER BLADES

TO MELT ICE BUILDUP.

IT ALSO USES INFLATABLE
RUBBER BLADDERS

ATTACHED TO THE WING
AND TAIL.

THE PILOT THROWS A SWITCH
TO INFLATE THE BLADDERS

AND BREAK ANY ICE,

ENSURING A SMOOTH, SAFE RIDE,
EVEN IN POOR WEATHER CONDITIONS.