text:
Talk:Burt Rutan

Burt's wife
What's the point of wikilinking her name if it redirects to Burt's article?--Anchoress 21:51, 10 April 2006 (UTC)
 * You should always wikilink even if it redirects to the same article because that subject might become notable later on. For example, if Burt Rutan's wife goes insane and murders 12 people, an article about her would be created and Burt Rutan's article would already be prepared for that. --Stellis 04:59, 4 June 2006 (UTC)
 * Gee, I can hardly imagine little Tonya doing that! :} Akradecki 20:36, 25 July 2006 (UTC)

Health
There are some mentions that Burt has had health problems recently. Does anyone know what they are? —Preceding unsigned comment added by 76.169.244.14 (talk) 04:45, 31 January 2008 (UTC)

 * Quite a bit of info is in the early 2014 article linked to in the section below entitled "Sources", q.v. See the entry from 28 February 2014.  N2e (talk) 04:11, 28 February 2014 (UTC)

Image
The current image is grainy and is full of JPEG artifacts. Would it be possible to find a higher quality picture somewhere? Ilikefood (talk) 01:30, 8 April 2008 (UTC)

Many sections of the article have virtually no references
This is a very interesting article on an extremely interesting aerospace pioneer. Unfortunately, many sections of the article have not a scintilla of a verifiable source on which to base the many assertions made. This is particularly true of the section on Air and space craft designs. Without valid citations, a large amount of this interesting material will be, and properly should be, removed by any WP editor who questions it. N2e (talk) 02:58, 15 May 2009 (UTC)

 * I have rather gradually removed a good bit of previously-tagged unsourced material over the past year or so — each time inviting editors who might have a source to add the material back in if they can verifiably cite it. Only a little has been added back in with sources.
 * Recently, I learned of a 1991 book about Rutan, Burt Rutan: reinventing the airplane, by Vera A. Foster.  I have not been able to find a copy in a library, but did find source info on Google books,  here.  If anyone has a copy, or can obtain one, it might very well allow proper sourcing, and therefore retention of potentially good information, on many of Rutan's aircraft, at least up through 1991.  N2e (talk) 19:51, 7 March 2010 (UTC)

"eve"
The "Eve" launch vehicle event (related to White Knight 2?) is in the news a lot recently. More material would be great!

Does someone want to clean-up the phrasing in the White Knight Two section? "Prophecy" is not a verb as used in that sentence. I suggest, "At the time, Branson predicted the maiden space voyage would have taken place in 18 months"... — Preceding unsigned comment added by 68.102.35.14 (talk) 02:58, 6 March 2012 (UTC)

Early-2010 articles on Burt Rutan
1. January 2010: There is a significant article about Rutan just published in New Scientist. Here is the link: Burt Rutan: The maverick of Mojave, New Scientist, 2010-01-28. It may be useful for editors who want to support some of the unsourced claims in the article. N2e (talk) 04:36, 29 January 2010 (UTC)

2. March 2010: Another recent long-form interview with Burt Rutan was just posted at Big Think: Burt Rutan: Aerospace Engineer, March 3, 2010. The interview is indexed with some subheads so one can view a part of the interview based on subject. N2e (talk) 01:00, 7 March 2010 (UTC)

Did Burt Rutan write this article?
Because it seems like who ever wrote this article seems he as God himself. —Preceding unsigned comment added by 72.190.38.84 (talk) 04:57, 19 February 2010 (UTC)

 * Ha Ha Ha! That's funny!  Indeed, in the aviation and aeronautical engineering community, Rutan IS God! (figuratively of course).  I tried to remove some of the gushing in the first paragraph.  He has done many great things in aeronautics though and I can see how first drafters could find it hard to restrain from honoring his holiness .... um.... ah.... I mean "...restrain from honoring him".  :-)  108.7.3.86 (talk) 05:14, 19 February 2010 (UTC)

 * Rutan is obviously a much heralded aviation pioneer, as is supported by many well-referenced claims about his various accomplishments in aviation design. Still, if claims are made in this Wikipedia article that reflect synthesis or original research rather than well-written summaries of reliable, published, secondary sources, then those specific claims ought to be fixed, tagged or removed.  N2e (talk) 18:50, 28 March 2010 (UTC)

External links modified
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BLP noticeboard
Section = 109 BLP articles labelled "Climate Change Deniers" all at once. This article was placed in a "climate change deniers" category. After discussion on [//en.wikipedia.org/wiki/Wikipedia:Biographies_of_living_persons/Noticeboard/Archive232#109_BLP_articles_labelled_.22Climate_Change_Deniers.22_all_at_once WP:BLPN] and [//en.wikipedia.org/wiki/Wikipedia:Categories_for_discussion/Log/2015_October_16#Category:Climate_Change_deniers WP:CFD] the category was deleted. Peter Gulutzan (talk) 17:18, 20 December 2015 (UTC)

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Designs
"each of Rutan's designs have often been quite dissimilar from their predecessors" States the current article, section 2 Aircraft designs. Translated from the original Gibberish? (LAT Website currently unavailable in Europe). If the designs were that "quite dissimilar" they would not fly. If the designs are different they are ALWAYS different, not "often". AnnaComnemna (talk) 13:24, 29 May 2018 (UTC)

FYI, Discussion at BLPN
Here: Biographies_of_living_persons/Noticeboard -- Yae4 (talk) 21:20, 29 January 2020 (UTC)

WP:FRINGE statements
"He went on to say of the publication, "They drink Kool-Aid instead of doing research. They parrot stuff from the IPCC and Al Gore"

That adds nothing substantial. He is just parroting fringe propaganda, which in this case does not even contain anything beyond empty rhetorics. He could say exactly the same about every other scientific body he chose to disagree with: the University of XXXX drink Kool-Aid instead of doing research. They parrot stuff from YYYY and ZZZZ. How exactly does the article get better by us repeating his anti-scientific delusions? Anybody who wants to read such primitive shite can go to the original source. Wikipedia is not a medium for propagating denialist chest-beating. --Hob Gadling (talk) 16:15, 8 June 2020 (UTC)

 * It's his opinion attributed and offers additional understanding why he refused the interview. His opinion might not be "correct" but how does it hurt the readers by letting them know Rutan's opinion?  The idea we need to remove any text that could possibly be seen as questioning anything related to climate change is problematic.  Springee (talk) 16:20, 8 June 2020 (UTC)
 * WP:FRINGEBLP "Fringe views of those better known for other achievements or incidents should not be given undue prominence, especially when these views are incidental to their fame."
 * WP:PROFRINGE "The neutral point of view policy requires that all majority and significant-minority positions be included in an article. However, it also requires that they not be given undue weight."
 * The readers already know his opinion from the previous sentence. No useful purpose is served by adding details of his baseless ad-hominem attacks on a respectable publication.
 * If you think I want to delete that mediocre, unoriginal crap because it "could possibly be seen as questioning anything related to climate change", you are wrong. I want to delete it because it is mediocre, unoriginal crap and because it is not balanced by a majority position directly contradicting it. Thus, it is given undue weight, contrary to the rules. --Hob Gadling (talk) 16:31, 8 June 2020 (UTC)
 * FRINGEBLP doesn't really apply here since this isn't a question of not talking about his climate change views at all. It's not like this section was added as a platform to promote his particular views.  I personally don't think he is really know for his views on climate change and the whole section could be removed.  However, if we are to keep it, it makes sense to keep some of his reasoning.  Certainly if one sentence is OK, a second isn't going to tip us over the line.  Last January you removed much of his concerns, in particular his view that he was worried about government overreach.  As for Profringe, no, that doesn't apply here.  This isn't a case of a long section where he offers some alternative theory on why the climate data doesn't say what the experts say.  This is his statement as to why he won't grant an interview to a particular publication.  That this single sentence which focuses on his opinion of the publication is somehow going to propagate a fringe theory is an abuse of those guidelines.  Springee (talk) 17:14, 8 June 2020 (UTC)
 * Well put. By the way Hob Gadling was partially reverting this edit so I ping the editor who added it, Harryzilber. Peter Gulutzan (talk) 17:26, 8 June 2020 (UTC)
 * "Reasoning"... even if it were reasoning instead of pure bile, it would have to be balanced by mainstream scientists contradicting him. See WP:FRINGE. --Hob Gadling (talk) 06:25, 10 June 2020 (UTC)

What is the lasting impact of Rutan's statements? He was briefly profiled about them years ago in some mainstream publications, but his presentations themselves have had no lasting impact and it isn't even clear to me why he decided to go on about this particular bit of science-denial that he seems to have adopted other than a political affinity. jps (talk) 17:13, 8 June 2020 (UTC)
 * I would be OK with removing the whole section. It doesn't appear that he did much with climate change outside of the one presentation over 10 years ago.  Additionally, it seems his biggest concerns were that various governments would use climate change concerns as a power grab.  I suspect that view is not wp:fringe even among many who agree that climate change is a problem.  Springee (talk) 17:23, 8 June 2020 (UTC)
 * Well, it was a few rather over-the-top presentations he did at pretty obscure events over three successive years, but even still it's a pretty minor aspect of his biography in my opinion. It may be notable that he was a signatory of that nasty WSJ Op-Ed and that he snubbed SciAm (but not New Scientist which publishes equally forceful commentary on climate change -- so go fig). An argument could be made for WP:ONEWAYing this list of signatories at climate change denial instead of singling it out on the biographies themselves. At the very least, we can consider whether this particular opinion is worth the WP:PROMINENCE of its own section. Do we have other examples of his conservative politics to outline? If we couch it as a general political bent, this might serve the reader better anyway. jps (talk) 17:45, 8 June 2020 (UTC)
 * I'm not sure but honestly I've only followed Rutan for his work in aviation. I would fully support removing the section if that is satisfactory to others. Springee (talk) 18:02, 8 June 2020 (UTC)
 * If it's not something he's known for, I also have no objection about removal. — Paleo  Neonate  – 18:14, 8 June 2020 (UTC)
 * I'll let others opine, but I do think the section as-is might be a bit overweighted. I think the section was inserted back when he was making a lot of noise about global warming. But long about 2012, it seems he just shut up about the whole thing. Not sure why. jps (talk) 18:17, 8 June 2020 (UTC)
 * , actually it's quite a big deal. Imagine Cliff Richard covering a Sex Pistols song complete with swearing: the fans would not be happy. So it is with Rutan. He's an icon in the self-build light aircraft frtaternity, and that includes a lot of science literate people, so it generated a seismic level of WTF. Guy (help!) 09:55, 10 June 2020 (UTC)
 * I guess that since it's clearly attributed as his statement and short, it could be WP:DUE. For the WP:NPOV concern, is it that it shows Rutan in a bad light (the quote is not an example of a valid argument)?Face-smile.svg  — Paleo  Neonate  – 18:04, 8 June 2020 (UTC)

Based on the above discussion I'm going to be BOLD and remove the section. Springee (talk) 15:33, 9 June 2020 (UTC)
 * Good. --Hob Gadling (talk) 06:25, 10 June 2020 (UTC)

Prior discussions
Yae4 wanted this removed and consensus was against. Don't ping Yae4 because he's now topic-banned from climate change. Guy (help!) 10:02, 10 June 2020 (UTC)
 * I think that mention is likely appropriate, but question as to whether it is worth a devoted section especially as it is really an outgrowth of his "unconventional" conservative/libertarian political views. Here is a source from August 3, 1995 New York Times which documents this :
 * Mr. Rutan's political views are somewhat unconventional, too. He firmly believes that a 1967 book entitled "Report from Iron Mountain" (Dial Press), an account of a plan for a totalitarian, left-liberal new world order, was compiled by a secret cabal of Government officials. Other readers to the left of Mr. Rotan contend that "Iron Mountain" is actually a dark satire. In an article in The Wall Street Journal in May, Leonard Lewin, a book editor, reiterated his authorship and called it a work of fiction.
 * "What you fell for was the disinformation story," Mr. Rutan says....
 * "Mr. Rutan goes on to predict that practical applications of quantum physics theory will solve the world's energy problems within the next few decades and that 'manufacturing on the molecular level' -- to be made possible by exponential advances in computer power -- will mean that toxic waste and environmental pollution will be a thing of the past much sooner than most people expect."
 * In short, I see this as an outgrowth of an incurious mind when it comes to politics and futurism colliding with his engineer's ego that he knows better than everyone else. This is not unlike the various engineers who parrot creationist claims.
 * We cannot/should not connect the dots necessarily on this, but I think pointing out his unorthodox political views is perhaps the way into this point about him. It's part of a larger issue with respect to his approaches to things other than flying around or building interesting houses. jps (talk) 15:31, 10 June 2020 (UTC)
 * I find my self normally not agreeing with jps but I think this is a really good point. If you look at the climate change quote that was removed not long back it seems Rutan's more concerned about a government power grab that would be justified based on climate change rather than climate change in and of itself.  Kind of a fear of a climate change industrial complex if you will.  Rolling his climate change views into a small section on his political views in general would make more sense especially if his attitude towards climate change is actually a reflection of his attitude towards government and politics in general.  I'm not sure if it needs to be called out as a sub-section or should just be a paragraph.  Something like Rutan's has a xxx view of politics.  This view has been expressed in the form of xxx.  Preferably with better prose.  Springee (talk) 15:56, 10 June 2020 (UTC)

31 Jan edits to lead
, I think you added a good content to the article with your edit here but it might be better to put more of this into the article body rather than the lead. For example, the part about Rutan getting started by copying sailplanes is good info for perhaps the history Life and career section or perhaps the aircraft section. It doesn't seem to rise to the level of most significant aspects about Rutan and thus placed in the lead (which is was already a bit long). Is there enough information in the source to expand the information about his material use? If yes I think it would be good to perhaps add a paragraph or two in the body as part of a lead section of the Aircraft Designs section. The current LA Times quote is nice and fluffy but short on facts/evidence. I like your content better in that regard (though I would keep both). Springee (talk) 03:32, 1 February 2023 (UTC)
 * Hi. Thanks for your insight. I will see what I can do about your suggestions once I am able to edit from my rig. Regards, Darwin Naz (talk) 23:20, 1 February 2023 (UTC)

“Sources can be confirmed in each award’s article”
An editor removed a citation on an award received by Burt Rutan stating, “sources can be confirmed in each award’s article”. While that is true, it seems to be contrary to WP:WINARS. Even if the wiki-linked award article has a verifiable source, using another article’s reference seems contrary to WP:CW. Years ago, I ran into a similar issue when creating a list of people and was told one should not rely on other articles to provide citations. That is, each article should provide stand-alone citations. It seemed like overkill to me at the time, but I agree that standalone citations are probably better for WP:BLP. I searched hoping to find some unambiguous advice for this situation but no luck. I did search featured articles (representing the best wiki has to offer) on aviation individuals, and the following have their own separate citations for each award and do not rely on the award’s article: Neil Armstrong, Buzz Aldrin, Mike Collins, John Glenn, Christopher C. Kraft Jr., Glynn Lunney, Alan Shepard, and John Young. Any thoughts on best practice for this issue? Skeet Shooter (talk) 17:05, 22 June 2024 (UTC)

title: Talk:Burt Rutan


text:
Chevrolet Chevy II / Nova

The Chevrolet Chevy II/Nova is a small automobile manufactured by Chevrolet, and produced in five generations for the 1962 through 1979, and 1985 through 1988 model years. Built on the X-body platform, the Nova was the top selling model in the Chevy II lineup through 1968. The Chevy II nameplate was dropped after 1968, with Nova becoming the nameplate for all of the 1969 through 1979 models. It was replaced by the 1980 Chevrolet Citation introduced in the spring of 1979. The Nova nameplate returned in 1985, produced through 1988 as a S-car based, NUMMI manufactured, subcompact based on the front wheel drive, Japan home-based Toyota Sprinter.

Origin
Chevrolet designer Clare MacKichan recalled about creating the Chevy II: "There was no time for experimentation or doodling around with new ideas from either the engineers or from us in design; And it had to be a basic-type car." The 1962 Chevy II rode a 110 in wheelbase, compared to 109.5 in for the Ford Falcon, at which Chevy's new compact was aimed. "I think that was the quickest program we ever did at any time," he continued. "We worked night and day on that car, and it didn't take very long to run it through our shop because we had a deadline." And that is what made the Chevy II one of the fastest new-car development programs in GM history – just 18 months after the designers got the green light, the first production Chevy II rolled off the Willow Run, Michigan, assembly line in August 1961, in time for its September 29 introduction. Unlike the Corvair, the 1962 Chevy II design team deliberately avoided any revolutionary features in concept or execution; their mission was to give Chevrolet buyers a simple, back-to-the-basics compact car. When he announced the Chevy II to the press, Chevrolet General Manager Ed Cole described the car as offering "maximum functionalism with thrift." When the Chevy II was introduced, it was the second post-WWII American made car from the "Big 3", after the Pontiac Tempest (and the first Chevrolet since the 1928 Chevrolet National), to use a four-cylinder engine.

There was a lot of debate within the Chevrolet organization over just what to call this new car, and the decision to go with "Chevy II" was a very late one. Among the finalists was Nova. It lost out because it didn't start with a "C," but was selected as the name for the top-of-the-line series. Ultimately the Nova badge would replace Chevy II, but that wouldn't happen until 1969. In almost every way, the creators of the Chevy II used Falcon as a benchmark. The 1962 model range included sedans and wagons, as well as a two-door hardtop and a convertible. The only body styles it didn't offer which the Falcon did were a 2-door wagon/sedan delivery and coupe utility (the Ford Falcon Ranchero).

First generation (1962–1965)
After the rear-engine Chevrolet Corvair was outsold by the conventional Ford Falcon in 1960, Chevrolet completed work on a more conventional compact car that would eventually become the Chevy II. The car was of semi-unibody construction having a bolt on front section joined to its unitized cabin and trunk rear section, available in two- and four-door sedan configurations as well as convertible and 4-door station wagon versions. The 1962 Chevy II came in three series and five body styles—the 100 Series, 300 Series and Nova 400 Series. A 200 series was also introduced, but was discontinued almost immediately. The sportiest-looking of the lot was the US$2,475 ($0 in dollars ) Nova 400 convertible—23,741 were produced that year.

Available engines for the Chevy II in 1962 and 1963 included Chevrolet's inline-four engine of 153 CID and a new 194 CID Hi-Thrift straight-six engine. All Chevy II engines featured overhead valves. A V8 engine was not available in 1962 and 1963. With no documentation proving it, the legend of a dealer installed V8 engine being in a 1962 or 1963 model year Chevy II is a myth. Refer to the GM Heritage Center 1963 Chevrolet Nova information available on the GM Heritage site. In addition, that documentation does not list a V8 engine as a possible dealer installed option.

In 1962 and 1963 the Nova option for the Chevy II was available in a convertible body style, and a two-door hardtop was available from 1962 to 1965, although the hardtop was dropped when the 1964 models were first introduced, but subsequently brought back to the line later in the model year. Like all Chevy two-door hardtops, the body style was marketed as the Sport Coupe.

For 1963, the Chevy II Nova Super Sport was released, under RPO Z03. It featured special emblems, instrument package, wheel covers, side moldings, bucket seats, and floor shifter, and was available only on the 400 series sport coupe and convertible. Cost of the package was US$161.40, equal to $0 today. As mentioned above, the Nova option could not officially have V8 engines at this time—the standard SS engine was the six-cylinder (this was also applicable to the Impala (and later the early Chevelle c. 1964–65) when the SS was a sport and appearance package)—but small-block V8 engine swaps were commonplace among enthusiasts.

For 1964, sales were hit hard by the introduction of the new Chevelle, and the Chevy II received its first factory V8 option, a 195 hp 283 CID, as well as a 230 CID straight six. The six-cylinder was all-new, replacing the older Stovebolt engine. Rival manufacturer Chrysler had earlier developed the Slant Six in their Plymouth Valiant, a Chevy II competitor, when the cars were introduced to the public in late 1959 as 1960 models. At introduction in the fall, the hardtop coupe was missing in the lineup, contributing to a loss of sales (as well as showroom appeal). Chevrolet subsequently reintroduced the Sport Coupe in the lineup later in the model year, and it remained available through 1967.

The 1965 Chevrolet Chevy II and Nova were updated with cleaner front-end styling courtesy of a fresh full-width grille with new integrated headlight bezels. Parking lights moved down to the deep-section bumper, and sedans gained a new roofline. Taillight and backup lights were restyled, as was the rear cove. The 1965 Chevy II came in entry-level 100 form or as the posher Nova 400, each in three body styles. The Nova Super Sport came as a Sport Coupe only, and its production dipped to just 9,100 cars. Super Sports had a new brushed-chrome console with floor-mounted four-speed manual transmission or Powerglide automatic, but a column-mounted three-speed manual remained standard. Bucket seats wore textured vinyl trim, and the dashboard held ammeter, oil pressure, and temperature gauges. An expanded engine lineup gave customers six power choices of the six-cylinder or V-8 engines; the four-cylinder was available only in the 100. But, for Chevy II enthusiasts, 1965 is best remembered as the year the Chevy II became a muscle car. A 327 CID V8 was available with up to 300 hp, suddenly putting Nova SS performance practically on a par with the GTO, 4-4-2, and 271 bhp Mustang 289s-at least in straight-line acceleration. Midyear also brought a more potent 283 with dual exhausts and 220 horsepower.

The Chevelle Malibu SS continued to eat away at the Nova SS market: Out of 122,800 Chevy IIs built for 1965 (compared to 213,601 Falcons), only 9,100 were Super Sports. For 1965, Chevy II had the dubious distinction of being the only car in GM's lineup to suffer a sales decline. It is possible that some Chevy II sales were lost to the brand-new '65 Corvair, which addressed virtually all its 1960–64 problems, got rave reviews from automotive journals and featured sleek new (Z-body) styling along with a brand-new chassis.

Second generation (1966–1967)
1966 Chevy IIs introduced an extensive sharp-edged restyle based in part on the Super Nova concept car. In general, proportions were squared up but dimensions and features changed little. Highlights included a bold grille and semi-fastback roofline. "Humped" fenders in an angular rear end were reminiscent of larger 1966 Chevrolets, though the 1966 Chevy II and Nova had vertical taillights and single headlights. The lineup again started with Chevy II 100 and Chevy II Nova 400 models.

For just $159 (equal to $0 today) more than a Nova 400, buyers could choose a Super Sport. Available only in a Sport Coupe, the SS was top of the line. The 194 CID inline-six was standard on the Super Sport, but any Chevy II (excluding four-cylinder) engine could be coupled with the SS. The SS was visually distinguished by wide rocker panels and a bright aluminum deck lid cove. It had a bright SS emblem on the grille and in the ribbed rear panel, and Super Sport script on the quarter panels. Wheel covers were inherited from the 1965 Malibu SS. Strato-bucket front seats were included, but a tachometer cost extra. The ’66 Chevy II sales brochure clearly promoted the Super Sport as the “Chevrolet Chevy II Nova Super Sport,” but the name "Nova" was not used anywhere on the body. Front and rear emblems displayed "Chevy II SS." In 1967, Chevy II was still the name of the vehicle, but the Nova SS option package replaced all Chevy II badging with Nova SS badging.

The 90 hp 153 CID inline-four engine was only offered in the base Chevy II 100 series models. Buyers could also order a 194 CID inline-six engine (std. in the SS), a 230 CID inline-six, a 195 hp or 220 hp 283 CID V-8, a 275 hp 327 CID V-8 and the top engine, a new Turbo-Fire 327 CID V-8 delivering 350 hp. This engine was first seen in the Chevelle. This engine with the close-ratio four-speed manual transmission turned the normally mild Nova into a proper muscle car. The Powerglide automatic was not available with the 350 hp engine.

The 1967 models received nothing more than a touch-up after a restyling for 1966. All Novas got a crosshatch pattern that filled the deck lid trim panel. The Nova officially was still called the Chevy II Nova and had overtaken the bottom-rung Chevy II 100 in sales. The Chevy II 100 lacked much in the way of trim or brightwork. 1967 models carried significant improvements in the area of safety equipment. A government-mandated energy-absorbing steering column and safety steering wheel, soft interior parts such as armrests and sun visors, recessed instrument panel knobs, front seat belt anchors and dual brake master cylinders, were included in all 1967 models.

The 1967 Chevy II and its deluxe Nova rendition continued to attract compact-car shoppers, but the Chevrolet Camaro, introduced for 1967, took away some Nova sales. Available only in hardtop coupe form, the 1967 Chevrolet Nova SS got a new black-accented anodized aluminum grille. SS wheel covers were again inherited, this time from the 1965–66 Impala SS. The 1966 "Chevy II SS" badges were replaced with "Nova SS" emblems for the '67s. Nova versions started with the 194 CIDin-line six engine but new was an optional 250 CID inline-six. Further powertrain options included a 195 hp 283 CID V-8 and, for $93 more, a 275 hp 327 CID V-8. Nova SS coupes had a console-mounted shift lever with their Powerglide automatic transmission or a four-speed manual. Other models had a column-mounted gearshift. Compared to the 1966 model year output, sales of the 1967 models dropped by more than a third to 106,500 (including 12,900 station wagons). About 10,100 Nova SS Chevrolets went to customers this year, 8,200 of them with V-8 engines. In the Chevy II 100 and regular Nova series, six-cylinder engines sold far better than V-8s.

Third generation (1968–1974)
The 1968 models were fully-redesigned with an extensive restyle on a longer 111-inch wheelbase that gave Chevrolet's compacts a chassis that was just one inch shorter than that of the midsize Chevelle coupe. The station wagon and hardtop sport coupe were discontinued, the former in line with an industry trend which left AMC the only American maker of compact station wagons until Chrysler rejoined the market in 1976 (the 1966–70 Ford Falcon wagon was actually midsize, using a bodyshell identical to the Fairlane wagon's). One notable change was the front subframe assembly — as compared with Ford, Chrysler and AMC, in whose cars the entire front suspension was integrated with the bodyshell, a separate subframe housing the powertrain and front suspension (similar to the front part of the frame of GM's full-size, full-framed vehicles) replaced the earlier style. Although the front subframe design was unique for the Nova, the Camaro introduced a year earlier was the first to incorporate such a design; the redesigned Nova was pushed a year ahead to 1968 instead of 1969. The sales brochure claimed 15 powertrain choices for coupes and a dozen for sedans. Options included power brakes and steering, Four-Season or Comfort-Car air conditioning, rear shoulder belts, and head restraints. There were a few Chevrolet Novas built with the 194 ci (3.1 L), the same motor that had been used in the previous generations of the Chevy II. Sales of the 1968 Chevy II Nova fell by half.

In 1969 Chevrolet dropped the Chevy II portion of its compact car's name; it was now known simply as the Chevrolet Nova. The 153 CID four-cylinder engine was offered between 1968 and 1970, then was dropped due to lack of interest (besides its other usage in the Jeep DJ-5A a.k.a. the Postal Jeep or a marine/industrial engine) and to clear the field for the Vega. Far more popular were the 230 CID six-cylinder and the base 307 CID V8, which replaced the 283 CID V8 offered in previous years. Several units were produced with the 327 CID, 275 hp, engine, four-barrel quadrajet carb and four-speed Saginaw transmission with a heavy-duty 12-bolt positraction rear as a "towing option' package. At mid-year, a semi-automatic transmission based on the Powerglide called the Torque-Drive (RPO MB1) was introduced as a low-cost option (~$100 less than the Powerglide) for clutchless motoring. The Torque-Drive transmission was only offered with the four and six-cylinder engines. The two-speed Powerglide was still the only fully-automatic transmission available with most engines, as the more desirable three-speed Turbo-Hydramatic was only available with the largest V8 engines.

Nova SS
The Nova Super Sport was transformed from a trim option to a performance package for 1968. One of the smallest muscle cars ever fielded by Detroit, the Nova SS now included a 295 hp 350 CID V8 engine along with a heavy-duty suspension and other performance hardware, priced at US$312. Optional V8 engines included two versions of the big-block 396 CID rated at 350 bhp; and 375 bhp at 5600 rpm and 415 lbft at 3600 rpm of torque, which went for US$348. Both engines were offered with a choice of transmissions including the M-21 close-ratio four-speed manual, the heavy-duty M-22 "Rock Crusher" four-speed manual, or the three-speed Turbo-Hydramatic 400 automatic transmission. A total of 5,571 SS coupés were produced for 1968. Novas sported the SS badge until 1976. Front disc brakes were optional on the 1968 Nova SS.

1969–1972
For 1969 the Chevy II nameplate was retired, leaving the Nova nameplate. The "Chevy II by Chevrolet" trunklid badge was replaced with "Nova by Chevrolet" and the "Chevy II" badge above the grille was replaced with the bowtie emblem and the 1969 model was promoted under the Nova model name in Chevrolet sales literature.

As with other 1969 GM vehicles, locking steering columns were incorporated into the Nova. Simulated air extractor/vents were added below the Nova script, which was relocated to the front fender behind the wheel-well instead of the rear quarter panel. The 350 CID V8 with four-barrel carburetor that came standard with the SS option was revised with a 5 hp increase to 300 hp, while a two-barrel carbureted version of the 350 CID V8 rated at 255 hp was a new option on non-SS models. The SS option price remained US$312 A new Turbo-Hydramatic 350 three-speed automatic was made available for non-SS Novas with six-cylinder and V8 engines, although the older two-speed Powerglide continued to be available on the smaller-engined Novas. 1969 SS models were the first Nova SS models to have standard front disc brakes.

The 1970 Nova was basically a carryover from 1969. The side marker and taillight lenses for the 1970 Nova were wider and positioned slightly differently. This was the final year for the SS396 (actually, a 402 cubic in. engine now). All other engines were carried over including the seldom-ordered four-cylinder which was in its final year. The car finally became simply the Chevrolet Nova this year after two years of transitional nameplates (Chevy II Nova in 1968 and Chevrolet Chevy Nova in 1969). Out of 254,242 Novas sold for 1970, 19,558 were the SS 350 or SS 396 version. Approximately 177 Central Office Production Order (COPO) Novas were ordered, with 175 converted by Yenko Chevrolet. The other two were sold in Canada. The Nova was used in Trans-Am racing this year.

Year 1971 Novas were similar to the previous year. The 396 CID engine was replaced with the 350 CID in the SS model. 1971 also saw the introduction of the Rally Nova, a trim level that only lasted two years (until it resurfaced as the Nova Rally in 1977). The Rally kit included black or white stripes that ran the length of the car and between the taillights in the back, a Rally Nova sticker on the driver's side of the hood, 6-slot 14X6" Rally wheels, heavy duty suspension with mono-leaf or multi-leaf in the rear depending on optional equipment ordered., and a "sport" body colored driver's side mirror that was adjustable from the interior. The well-hyped Vega stole sales from the Nova this year, but the compact soon would enjoy a resurgence of popularity that would last deep into the 1970s. A mid-year production change was the front door hinges spot welded to the A-pillar and the door shell, a design shared with the Vega and later implemented by GM's subsequent light-duty trucks and vans which later was used with the S10, Astro van, and full-size trucks commencing with the GMT400 a decade later.

The 250 CID six-cylinder engine was now the standard Nova engine with the demise of the 153 CID four-cylinder and 230 CID six-cylinder engines. The 307 CID and 350 CID V8s were carried over from 1970 and all engines featured lowered compression ratios to enable the use of unleaded gasoline as a result of a GM corporate mandate that took effect with the 1971 model year.

After 1971, other GM divisions began rebadging the Nova as their new entry-level vehicle, such as the Pontiac Ventura II (once a trim option for full-size Pontiacs to 1970), Oldsmobile Omega and the Buick Apollo. This was considered to build brand loyalty with respective GM divisions although the company later fused their badge engineering with platform sharing to cut expenditures. The initials of the four model names spelled out the acronym NOVA (Nova, Omega, Ventura, Apollo). The 1973 introduction of the Omega and Apollo coincided with the subsequent oil crisis where sales of the X and H platform increased.

The 1972 Nova received only minor trim changes. The Rally package option with heavy duty suspension returned and was a rather popular choice, with 33,319 sold. SuperSport equipment went on 12,309 coupes. Nova production moved to Norwood, Ohio, where it would be assembled alongside the Camaro. At mid-year, a sunroof option called the Sky Roof became available on two-door models. Also, the optional Strato bucket seats available on coupes switched from the previous low-back design with adjustable headrests to the high back units with built-in headrests introduced the previous year on Camaros and Vegas. Despite the lack of change, Nova had its best sales season in years, with the production of the 1972 models reaching 349,733. Of these, 139,769 had the six-cylinder engine.

Rally Nova 1971-1972

Mid 1971 saw the introduction of the Rally Nova (RPO-YF1) available with the Nova coupe (X27) model only. The Rally Nova option was basically an appearance option but did include heavy duty front and rear suspension (RPO-F40) which could be mono-leaf or multi-leaf in the rear depending on optional equipment ordered. The Rally Nova was a would-be Muscle Car. It had the look of a Muscle Car with stripes, black grill, left hand sport mirror and 14X6" 6-slot Rally wheels but it could not be ordered with the SS-only 200 hp Turbo-Fire 350 V8 4V (RPO-L48) engine. This was done for two reasons, people who wanted the Muscle Car look could have it without paying for the more expensive Super Sport option. The other reason was because of insurance surcharges that applied to owners of "real" Muscle Cars. The SS was more expensive to insure because of the 200 hp Turbo-Fire 350 V8 engine.

The Rally Nova option included black or white tapered stripe decals that ran the length of the car with "Rally Nova" wording in the stripes toward the rear of both quarter panels. A stripe decal between the taillights on the back, a "Rally Nova" decal on the driver's side of the hood, 6-slot 14x6" Rally wheels with special center caps, driver's side body colored remote adjustable Sport mirror, black painted grill with bright upper and lower horizontal bars, black accent headlight bezels, bright roof drip moldings and color-keyed floor carpeting.

Available engines for the Rally Nova were the 110 hp Turbo-Thrift 250 L6 1V (RPO-L22), 130 hp Turbo-Fire 307 V8 2V (RPO-L14) and 165 hp Turbo-Fire 350 V8 2V (RPO-L65). Available transmissions were 3-Speed manual (RPO-ZW4) (all engines), Powerglide automatic (RPO-M35) (standard engines only) and the Turbo-Hydra-matic automatic (RPO-M40) (V8 only). The Rally Nova only came with 2" single exhaust since the 2-1/4" dual exhaust was reserved for the SS-only 200 hp Turbo-Fire 350 V8 4V (RPO-L48).

Optional interior trim levels Custom (RPO-ZJ1) and Special (RPO-ZJ3) could be ordered. Custom Exterior (RPO-ZJ2/YF8) and Exterior Decor Package (RPO-ZJ5) were not available when the Rally Nova was ordered. This means bright rear panel trim plate, bright side window moldings, sill moldings, fender moldings, side molding and accent striping would have never come on a Rally Nova. The only allowed exterior options were a vinyl roof (RPO-C08), engine badges for 307 or 350 engines and for mid 1972 the newly available Sky Roof.

Other available optional accessories and equipment that could be had with the Rally Nova included - Sport steering wheel (RPO-NK4), vinyl rim steering wheel (RPO-NK2), color-keyed floor mats - front and rear (RPO-B37), color-keyed seat belts front, shoulder and rear (RPO-AK1), AM (RPO-U63) or AM/FM (RPO-U69) radios, windshield antenna (RPO-U76), rear speaker (RPO-U80), clock (RPO-U35), special instrumentation (RPO-U17)(Required V8 coupe with bucket seats and console), rear window defogger (RPO-C50), auxiliary lighting (RPO-ZJ9), A/C (RPO-C60)(with V8 engine only), bucket seats (RPO-A51), console (RPO-D55) (with bucket seats only), softray tinted glass (RPO-A01), trailering rear axle 3:42 ratio (RPO-YD1), positraction (RPO-G80), wheel trim rings (RPO-P06), power drum brakes (RPO-J50), power disk brakes (RPO-JL2), E78X14 bias ply belted single white stripe tires (RPO-PL3), power steering (RPO-N40), front and rear bumper guards (RPO-V30), heavy duty radiator (RPO-V01) and heavy duty battery (RPO-T60).

Production numbers for the Rally Nova were 7,700 built in 1971 and 33,319 in 1972 of 403,450 total Nova 2-door coupes produced from 1971-1972.

Yenko Novas

Retired race car driver and muscle car specialist Don Yenko of Yenko Chevrolet in Canonsburg, Pennsylvania, refitted a series of third-generation Novas, as well as Chevelles and Camaros for optimum performance to compete with the frontrunning Ford Mustangs, Plymouth Barracudas and Dodge Challengers. The specially redesigned Nova (sometimes known as the "Yenko Supernova") had a stronger body frame and suspension system to house the powerful and heavy 427cid (7.0 L) V8 engine that powered the Yenko Super Cars. Only 37 were known to be produced with an original selling price of $4,000.00. Today, only seven units are registered and known to exist. In 1970, emissions standards and fuel economy were taking a toll on muscle cars. To counter this, Yenko requested a high-output Chevy 350cid V8 in his special line of Novas, the same engine that the new Z-28 Camaro and LT1 Corvette shared. Additionally, the new "Yenko Deuce", as it was known, had extensive suspension, transmission, and rear axle upgrades along with some very lively stripes, badges, and interior decals.

Facelift (1973–1974)
The 1973 model year introduced a hatchback body style based on the 2-door coupe. The front and rear of the Nova were restyled, following a government mandate for vehicles to be fitted with front bumpers capable of withstanding 5 mph impacts and rear bumpers capable of absorbing 2.5 mph impacts. To go along with the bigger bumpers, stylists gave the Nova a new grille with a loosely patterned crosshatch insert and parking lights located inboard of the headlights. In 1974, the rear bumper could absorb 5 mph impacts. Fuel tank capacity increased to 21 gallons, which required a redesigned trunk pan where a circular section was stamped to house the space-saver spare tire used on hatchback models.

An SS option remained available, but it was merely a $123 dress-up package that included a blackout grille and Rally wheels. It could be ordered with any of the Nova engines. 35,542 SS packages were installed, making 1973 the best-selling year for the option. A modified rear side window shape was also introduced, eliminating the vent windows on both two- and four-door models. A revised rear suspension was adapted from the second generation Camaro with multi-leaf springs replacing the mono-leaf springs used on Novas since the original 1962 model. By this time, six-cylinder and V8 engines were de rigueur for American compact cars, with the 307 CID and 350 CID V8s becoming fairly common. The 1973 Nova with a six-cylinder engine or 307 cu. in. (5.0 L) V8 were among the last Chevrolets to be offered with the two-speed Powerglide automatic transmission, which was in its final year. A dressy Custom series (which became a mid-level trim package in 1975) joined the Nova line and a Custom hatchback listed for $2,701 with a six-cylinder engine. That was $173 more than the six-cylinder base-model two-door hatchback. Air conditioning added $381. Every 1973 Chevrolet Nova got side guard door beams and additional sound insulation, as well as flow-through ventilation systems. A sunroof could be installed, and fold-down rear seats were available.

For 1974, the Chevrolet Nova got a centered bow-tie grille emblem, as well as modified bumpers that added two inches to the length and helped cushion minor impacts. The Powerglide was replaced by a lightweight version of the three-speed Turbo-Hydramatic 350 ( THM 250 ) already offered with the 350 CID V8, which was the only V8 offered for 1974. Nova sales continued the surge they had enjoyed since 1972 and approached 400,000 cars for 1974. Six-cylinder Novas were the fastest gainers, as sales of V-8 Novas declined. These were the years of the first energy crisis as Middle Eastern countries cut back on oil exports. After waiting for hours in gas lines and fretting about the prospect of fuel rationing, thrifty compacts looked pretty good to plenty of Americans and it fit the bill.

The 'Spirit of America' Nova was introduced in 1974. In anticipation of the US bicentennial in 1976, the limited edition Nova Coupes were painted white and featured blue and red accent stripes as well as red and blue interior carpets and fabrics. Oldsmobile and Buick entered the compact car market; both the Apollo and Omega debuted, using the same body styles from the Nova lineup. Additional options were included on these Nova-like models, such as lighting under the dashboard and in the glove compartment. Pontiac's final GTO of this era was based on a facelifted 1974 Ventura coupe, itself based on the Nova, but fitted with a shaker hood scoop from the Trans Am.

Novas and all 1974 cars were fitted with a weight-sensitive relay within the front seat that prevented the vehicle from being started until the driver's seatbelt had been fastened, following a safety mandate from the NHTSA. Later, Congress repealed the mandate requiring this type of device, declaring that it infringed on a driver's freedom of choice, and allowed owners of 1974-model cars to have the seat belt interlock bypassed. The devices were not included in future Nova models. Along with this controversial seat belt interlock, a new, more convenient "inertial reel" one-piece lap/shoulder safety belt assembly was standard for both front outboard passengers, along with a plastic clip attached to the headrest to guide the belt across the wearer's shoulder.

Prices
Original manufacturers sales prices for the third generation Nova were:

Fourth generation (1975–1979)
The 1975 Chevrolet Nova was the most-changed Chevy car for that model year. "Now it's beautiful," said the brochure of Nova's all-new sheet metal, "refined along the lines of elegant European sedans." Chevrolet wisely maintained a visual kinship with the 1968–1974 design, and also retained Nova's efficiently sized 111-inch wheelbase. Front tread grew by an inch and a half, and the front stabilizer bar had a larger diameter. Novas now had standard front disc brakes and steel-belted radial tires. The front suspension and subframe assembly was similar to the one used in the second generation GM F-body cars (the Camaro and Pontiac Firebird), whereas the rear axle and suspension were carried over from the previous generation. Coupes, including the hatchback, had fixed side windows (or optional flip-out windows) - the first for a GM vehicle later optioned throughout the 1980s with its light duty trucks (S10, Astro/Safari, and GMT400 trucks to the K2XX series) and vertical vents on the B-pillar. All Novas now had cut-pile carpeting, formerly installed only in the Custom series. Speedometers had larger, easier-to-read graphics. Windshields offered greater glass area. Front-door armrests were redesigned with integral pull bars. The base model carried the inline six-cylinder 250 CID, 105 hp, three V8 engines (262 CID, a 1975-only option, a 305 CID and a 350 CID) for 1976 only, were offered. Mated to a three-speed automatic, 3-speed manual or 4-speed – V8s only – Which remained the norm through the end of the decade (and the end of the rear-wheel drive X platform). By then, Cadillac had developed its own version of the X-body, called the K-body which was named the Seville, whose styling was distinct from those of its corporate cousins, and Buick replaced the Apollo with the Skylark name that had been inactive since the previous incarnation ended production at the end of the 1972 model year.

The LN (Luxury Nova) package (which was the top luxury trim similar to the Caprice and Malibu Classic) sent Nova into the luxury portion of the compact market; some actually thought of it as competing against a few high-end European imports. The Nova LN was called "the most luxurious compact in Chevrolet's history," with wide-back reclining front seats that "look and feel like big, soft lounge chairs." LN equipment included additional sound insulation, map pockets, an electric clock, a smoked instrument lens, floor shifter and center console, and a day/night mirror. Taillight lenses have additional white accents unavailable with the base model and a chrome plated grille. Above the front marker lenses, the LN had 4.3 LITER (or 5.7 LITER) decals - making it the first Chevrolet product with metric displacement badges sold in the Americas. Swing-out quarter windows could be ordered for the coupe. "Thanks to LN," the sales brochure announced, "Nova's image will never be the same again." The LN was more Eurocentric as opposed to the Custom which became the mid-level trim option.

For 1976 the Nova LN was rebranded Concours to rival the Ford Granada and the Mercury Monarch, as well as upscale versions of the Dodge Dart and Plymouth Valiant. Like regular versions of the 1976 Nova, the Concours came in three body styles: coupe, hatchback coupe, and four-door sedan. Concours was the most luxurious Chevrolet compact to date. Rosewood vinyl decorated the upper door panels, instrument panel, and steering wheel. Concours models had an upright hood ornament, bumper guards, bright trim moldings, black bumper impact strips, and full wheel covers; more-basic Novas came with hubcaps. The Concours coupe also was the first Chevrolet coupe with a fold-down front center armrest. A V8 Concours coupe sold for $547 more than the comparable base Nova. Engines for the 1976 Chevrolet Nova were a 105-horsepower inline-six, a 165-horsepower 350-cubic-inch V-8, or a 140-horse 305-cubic-inch V-8. 1976 GM vehicles first saw use of the THM200 — from the GM T platform to GM X-Bodies (Chevrolet Nova et al.). A lighter duty, 10-bolt rear differential with a 7.5" ring gear (also used with the Vega/Monza and produced until 2005) was phased into production - being standard equipment with the base inline-six. A "Cabriolet" padded vinyl top was available for Nova coupes. Modest revisions were made to the brakes, and also to fuel and exhaust system mountings. Dashboards contained new knobs. After testing the 1976 Chevrolet Nova, the Los Angeles Sheriff's Department placed the largest order for compact police cars ever seen in the U.S.

The $187 Nova SS option group included a black grille with unique diamond-mesh pattern, Rally wheels, four-spoke steering wheel, and heavy-duty suspension.

Minor changes for the 1977 model year included a more modern round gauge cluster to replace the long sweeping speedometer, and a revised dash panel which changed to a flatter design. Some new colors were offered (as with the rest of the divisions) and some small trim added. A separate brochure was printed for the Concours while the "1977 Nova" brochure detailed only base and Custom versions. The Nova SS previously offered for 1975 and 1976 was discontinued, the option code for the SS — RPO Z26 — continued as the Nova Rally from 1977 through 1979. A badged-engineered Nova Malibu Rallye (1977 and 1978 model years – not related to the USA market Chevelle-based model and based on the Nova hatchback coupe) was sold in Mexico using the RPO Z26 package but fitted with 'Malibu Rallye' graphics and a front grille emblem.

Three engines and four transmissions were available for every 1977 Chevrolet Nova, including Concours. Buyers could choose from a 110-horsepower 250-cubic-inch inline six, a 145-horsepower 305 cubic-inch two-barrel V-8, or 170-horsepower 350 cubic-inch four-barrel V-8. Shifting was accomplished by three-speed (column or floor shift) and four-speed manuals or Turbo Hydra-Matic. Novas might also be equipped with a heavy-duty suspension or the F41 sport suspension. A surprising number of police departments ordered Novas with either a 305- or 350-cubic-inch V-8 engine, following the lead of the Los Angeles Sheriff's Department, which had given the compacts an exhaustive evaluation.

Promoted as "Concours by Chevrolet", the 1977 Concours featured a new vertical bar grille and a revised stand-up hood ornament. The rear of the Concours also got new triple unit taillamps reminiscent of the Caprice. It also boasted newly designed wheel covers and wider bright wheel-opening moldings. "International in style, it is American in function," the sales brochure insisted of the Concours. The brochure went on to note that Concours offered a "very special blending of classic style and good sense." That last comment referenced Nova's sensible size. Novas themselves, the marketing materials said, were "not too small, not too big, not too expensive."

For 1978 the Concours was discontinued to clear the way for the newly downsized Malibu, and the Nova Custom inherited much of the Concours' exterior finery but lacked the stand-up hood ornament displayed by the Concours. Upholstery choices included all-vinyl or Edinburgh woven sport cloth/vinyl. More basic versions of the 1978 Chevrolet Nova had the same grille as used in 1976-1977 and added a gold-tinted Chevy bowtie emblem at the leading edge of the hood. For '78 Nova was also available with Rally equipment, which included yet another front-end layout: a diamond-pattern grille with horizontal parking lights and black headlight bezels (basically the 1976-1977 SS grille), plus triple band striping and color-keyed Rally wheels. All Nova drivers faced a new dual-spoke, soft vinyl-covered steering wheel; the same one found in the Caprice and Malibu.

Any 1978 Chevrolet Nova could be ordered with a 250-cubic-inch six-cylinder engine, a 145-horsepower 305-cubic-inch V-8, or a 170-horsepower 350-cubic-inch V-8. Law enforcement agencies in 48 states were driving Novas by now, as the sales brochure boasted. Production dropped almost 100,000 for the model, to 288,000, making Nova the only Chevrolet series to show a sales decline for 1978. Sales of the Nova hatchback body style lagged well behind regular coupes and sedans, and base models handily outsold Customs.

Upon introduction of the downsized GM A-body (later G-body) mid-size cars in 1978, the X-body and downsized A-platform had similar exterior dimensions. The roomier and more modern downsized A-bodies outsold their X-body counterparts.

The 1979 Chevrolet Nova marked the end of the line for the rear-wheel-drive Nova. The front end was revised with rectangular headlights and a new grille for the short run (matching that of its Pontiac Phoenix cousin, which replaced the Ventura for 1977); a modified horizontal-bar grille contained vertical parking lights. New chromed hood and fender moldings were installed, and new front-bumper filler panels gave the front end a more finished look. The Custom went back to the base dual section taillights since the triple section taillights were discontinued. The lineup was the same as in 1978; the base-level hatchback, coupe, and sedan, plus the Custom coupe and sedan. As usual, base coupe and sedan proved to be the best sellers. Nova Customs had a special acoustical package including improved headlining and full hood insulation, along with other luxury extras, while the Rally Package returned, this time using the same grille as other 1979 Novas. These final Novas were promoted for their "solid value" and "reputation for dependability," capitalizing upon a 17-year heritage that had begun with the Chevy II. Fewer than 98,000 examples were produced. Regular production ended on December 22, 1978, but some cars badged "Nova Custom" were built on special order with luxury amenities in early 1979. The final Chevrolet Nova (Custom) built on special order would roll off the line on March 15, 1979, and this would be the end of the rear-drive Nova for good. Chevrolet's compact models were headed into the front-wheel-drive age and for 1980, Nova's place in the lineup would be taken over by the new and very different Chevrolet Citation (the Phoenix, Omega and Skylark carried over to this platform as well, and the Seville was reassigned to another front-drive platform).

Fifth generation (1985–1988)
The Chevrolet Nova nameplate returned in spring 1984 as a front-wheel drive subcompact vehicle for the 1985 to 1988 model years. It was assembled in Fremont, California, by NUMMI, a joint venture between General Motors and Toyota of Japan, resulting in various Corolla-based cars sold under General Motors brands, also referred to as the S-car within GM. It resurrected a name last used on the compact-sized rear-wheel drive 1979 Chevrolet Nova. The new Nova was a rebadged and mildly restyled Japanese market Toyota Sprinter, a model sold in Japan as a badge engineered version of the Toyota Corolla. Nova shared the Corolla's AE82 platform, 1.6 L 4-cylinder engines and was available with 5-speed manual, 3-speed or 4-speed automatic transmissions. For the first time ever, quad headlights were used on the Nova (mimicking most other models at the time, such as the slightly-larger Chevrolet Cavalier). It was designed for manufacturability and reached an unusually high level of quality and production speed at NUMMI, compared to other US factories.

1985 model The 1985 Chevrolet Nova was initially offered only in a four-door three-box, notchback sedan body style and in the Midwestern states. A five-door hatchback was added shortly after its introduction, and the line was distributed throughout the US and Canada beginning around traditional new-model introduction time in the fall (as were the other Chevy imports, the Suzuki-based Sprint which had been first launched on the West Coast and the Isuzu-based Spectrum which had initially been available on the Eastern Seaboard and throughout New England and New York State). The only engine was a carbureted 1.6-liter four-cylinder with 74 hp. It teamed with either a five-speed manual or three-speed automatic transmission. This was the same powertrain as offered in the Corolla. The four-door sedan listed for $7,435, a rather stiff tariff by Chevrolet standards. The five-door, which added a split-folding rear seat, started at $7,669. All Nova options were grouped into seven packages, which did away with the long list of optional equipment that accompanied such cars as the Chevrolet Chevette. (Simple though it was, the subcompact Chevette offered nearly 30 options). However, adding one of the costlier packages could easily push the Nova's sticker to over $10,000.

1987 model The 1987 Chevrolet Nova saw only minor changes after its introduction two years earlier as a near-twin to the front-wheel-drive Toyota Corolla. A rear-window defogger was added to the list of standard equipment, while visual changes were limited to lighter silver highlights on the vertical grille bars and a change of turn signal lens colors from amber to clear/white front and red rear. CL models also got red reflective panels carrying the taillights onto the trunk/hatch, body-colored bumpers, and new aluminum wheels. The 1987 Chevrolet Nova continued in two body styles, a four-door sedan and five-door hatchback. The four-door proved by far the more popular – by about three to one. Nova's only engine was again a 74-horsepower 1.6-liter four designed by Toyota, mated to either a five-speed manual transmission or four-speed automatic. Though Corollas were priced slightly below competing Novas, Chevy's version of the car could often be bought for less because slow sales encouraged dealers to discount prices. "Slow sales," however, meant slow by Chevy standards, for the Nova sold about as well as the Corolla, and buyers would find that their discounted Nova in turn had a lower resale value than the equivalent Toyota, a pattern that would persist for GM-branded NUMMI cars. Aside from some minor interior and exterior trim differences, the cars were much the same, though Novas had a slightly softer suspension that favored ride over handling. 1988 model The 1988 Chevrolet Nova added a sporty model to its lineup of subcompact front-wheel-drive cars. This new 1988 Chevrolet Nova Twin-Cam got its name from a double-overhead-cam version of the Toyota-built 1.6-liter four-cylinder. Novas continued to share their basic design with the Corolla, and this engine had previously been used in the Toyota FX-16, a performance version of the Corolla. The twin-cam produced 110 hp, 36 more than its single-cam sibling. A five-speed manual transmission was standard, as in the regular Novas, but the Twin-Cam offered a four-speed automatic as an option versus the three-speed offered on other models. The more potent engine elevated the 1988 Chevrolet Nova Twin-Cam into junior sport-sedan territory, but the advancement didn't come cheaply. The base Nova listed at about $8,800, the Twin-Cam went for $11,395. That price included fuel injection, sport suspension, power steering, leather-covered steering wheel, tachometer, four-wheel disc brakes, and wider tires on aluminum wheels, but it was a stiff tariff, and few were ordered (approximately 3,300 Twin-Cam models were built). There were no color choices; all 1988 Chevrolet Nova Twin-Cams wore black metallic paint with a grey interior; and there was no hatchback version offered. Every 1988 Chevrolet Nova got rear shoulder belts, rear window defogger, and AM/FM stereo radio as standard equipment. This was the last model year for the Nova name at Chevrolet. Starting with 1989, Chevrolet pushed this car into its new Geo division and renamed it the Prizm. Geo was Chevy's effort to come up with an import-sounding label to attract buyers who were not inclined to shop American.

Production Figures:

Reviews

The reaction to the 1962 Chevrolet Chevy II was mainly positive. Veteran Mechanics Illustrated tester Tom McCahill was favorably impressed with a Chevy II 400 Series Nova convertible he drove at a press preview for Chevy's 1962 models, held at GM's Milford, Michigan, test track. "Flat out, which with Powerglide was 91 mph, this little car never wavered and even over some rough strips it was one of the safest feeling 91's I have ever driven." The styling reminded "Uncle" Tom of a "small Mercedes-Benz", and he concluded that "with a little hopping up, a stick shift and its low price, it should sell like cold beer on a hot Fourth of July."

Car Life was even more enthusiastic, honoring the Chevy II with its "Award for Engineering Excellence". "We think the Chevy II, in either 4- or 6-cylinder form, represents an important development in the American automotive field," reported the magazine. "We think it represents a return to sensibility in terms of basic transportation; it is a car of reasonable size, adequate performance and simple elegance." The award was mentioned in a 1962 Chevrolet Nova advertisement. (see right)

Consumer Reports described the six-cylinder Chevy II as an "ultra-sensible, conventional car with outstanding interior space," but also reported "higher than average" interior noise levels. There were also complaints about the four-cylinder version's lack of refinement. "CR hesitates to recommend the Four for normal use. The Four is an excellent hackabout for specialized local use – if you can stand the vibration." McCahill put it this way: "The four wasn't the smoothest four I have ever driven, but it had nice response and will probably still be running long after Castro shaves his beard off." Consumer Reports in 1963: "New last year, the Chevy II has not yet developed into a smooth-riding, quiet, or in any sense luxurious car. It is an easy driving, agile one. By far its most important asset is a body with substantially the room of intermediate cars, but with a very compact silhouette and especially good entrance height."

Motor Trend called the new Chevy II "a most straightforward car – simple, honest and conventional." Editor Jerry Titus was fascinated with the new rear single-leaf suspension: "How it actually works seems almost contradictory. There is a great deal of body roll, but the car does not feel unstable. The ride is soft and pleasing, but not seasick-soft with the constant pitching and rolling that some cars have." Interior room, steering, and brakes were commended. Performance was rated as "moderate" for a six-cylinder Nova convertible with Powerglide: 0-60 came up "a shade under 16 seconds," and the top speed was reported to be 98 mph, but Titus felt that "the car seems at its best below 75, where it did not feel as though it was working hard." The four, meanwhile, took 20 seconds to make it from 0 to 60 mph. In comparison, a 1960 90 bhp Falcon with stick shift took 21 seconds 0 to 60, also according to Motor Trend, while the 101 bhp six introduced for 1961 required 14.3 seconds with stick and 15.2 with the two-speed Fordomatic.

Motor Trend tested a 1964 195-bhp, two-barrel SS with Powerglide, recording 0 to 60 in 11.3 seconds, 18.0 seconds and 75 mph in the quarter-mile, and 100 mph all out. Fuel economy ranged from 12.3 mpg in heavy traffic to 19.6 on the highway. Motor Trend concluded that "By adding a V-8 and bigger brakes, plus detail changes, Chevrolet has made a nice compact even more desirable and a much better performer."

The mid-1980s Nova made no attempt to recapture the former "Muscle" glory that it once had, with the Twin Cam performance variant appearing only in the final year of the nameplate after Toyota had already moved on to the next generation of the platform.

Canada

While the Chevy II and Nova were also sold in Canada, from the beginning a mildly re-trimmed version was also sold by Pontiac-Buick dealers as the Acadian.

The Acadian was produced between the years 1962 and 1971. It was a stand-alone make based upon the Chevy II, which was produced in both the U.S. and Canada and sold exclusively through Canadian Pontiac – Buick – GMC dealerships. Due to the Canadian tariffs on imports put into place many years before, there was no compact car available to the Canadian Pontiac dealer. The U.S. built Pontiac Tempest, which started production in 1961 was not available initially to the Canadian buyer – import duties would have made it too expensive to compete in the thrifty Canadian compact market. The Acadian was introduced to give the unhappy Canadian Pontiac – Buick dealer a car he could sell in the growing compact market. During its entire run, the Acadian offered the same body styles as were offered in the Chevy II/Nova, and the cars were virtually the same, save minor trim and badging details.

Originally offered in top-line Beaumont and base Invader trim, the top trim line was renamed Canso in anticipation of the Chevelle-based Acadian Beaumont which would arrive for 1964. A sporty model, the Sport Deluxe (or "SD"), was equivalent to the U.S.-market Nova SS, and it also featured bucket seats, deluxe exterior trim, and special badging.

Base price for the 1966 Acadian was $2,507. The 327-350 hp (L79) was available; 85 were produced. The Acadian line was now down to six models; 7,366 Acadians were sold in 1966. It survived until mid-1971, after which it was replaced by the Pontiac Ventura II.

Argentina

In 1962 Argentina offered the 1962–1964 Chevy II as the Chevrolet 400 through 1974, and the 1968–1972 Nova as the Chevrolet Chevy from late 1969 through 1978, both models overlapping for several years. An upscale model (Chevy Super) was produced from about 1973 with different trim, front turn indicators and taillights, a much better appointed interior with plastic "wood" trim, named Malibu with no relation to the American Chevelle. All engines were inline-sixes. The first and second generations were available, depending on year and model, with the 194 CID, 230 CID and 250 CID engines.

The third generation ("Chevys") were produced with the 230 CID and 250 CID engines with specially tuned carburetors for sporting models. The "Chevy" metal emblem for the third generation had the same font as the "Nova" emblem of 1968–1974 American Novas, and was, for the first few years, in the rearmost section of both rear fenders. Later, it was moved to the rearmost section of both front fenders, as it was in the American cars from 1969. Sidemarker lights were not mandatory and changed much during the production run, from being deleted, to leaving a small chrome plate, to the same light as in the American cars. Rear deck emblems just said " CHEVROLET " in chrome letters, obviating the typical "Model by Chevrolet" used in the American cars at the time. The hood emblem was similar to the 1969 American Novas: the bow tie, either in blue or just chrome.

Initially, the Argentinian Chevy used very similar trim to the American counterpart, while more luxurious – a "big" car by local standards. They there standard models without accessories and were often used for taxi service. The interior layout remained the American 1968 version for the entire run. The ignition switch remained dash mounted as the U.S.-mandated steering lock was not required in Argentina. Power steering became available at the end of the production run. V8s versions weren't produced: Power windows were not available, tinted windows were darker than American versions, and the darker band on the upper edge of the windshield was not present.

Popular accessories were vinyl roofs, rally wheels, sport steering wheels, bucket seats with high backs, and tufted leatherette upholstery (many sedans were produced this way). Interiors were usually black. Steering wheels and instrument panels were only black for many years, as were seatbelts. American style interior color coordination was absent. The last year of the Nova in Argentina is called locally "Opus 78" (because the slogan of the publicity) and it was the most well-equipped, adding simil-leather bucket seats, air conditioning, power steering, electric antenna, and a new dashboard with integrated central console. During its run on certain models, the "Chevy" was also available with the 3-speed Turbo Hydra-Matic automatic transmission as an option. It was marketed with the name "Chevromatic."

Their Super Sport ("SS") counterparts were both coupés and 4-door sedans. A majority were fitted with inline-sixes with a single two-barrel Holey 2300 RX 7214-A carburetor giving out 168 hp, coupled to a four-speed ZF manual transmission. Corsa, a local auto publication magazine, tested a Chevy Coupé SS Serie 2 and obtained a 0–100 km/h (0–62 mph) time of 11.1 seconds.

Urban legend
A popular but false urban legend claims that the vehicle sold poorly in Spanish-speaking countries because no va translates to "doesn't go". However, in Spanish 'nova' is a distinct word primarily used to refer to the astronomical event, and doesn't have the same meaning as 'no va'. In fact, the car actually sold quite well in Mexico, as well as many Central and South American countries. Nova was also the name of a successful brand of gasoline sold in Mexico at the time, further proving that the name confusion was not a problem.

A similar story has been told of the British Vauxhall Nova (a small car that was completely unrelated to the Chevrolet Nova aside from both being built by GM). According to the story, it had to be sold as an Opel Corsa in Spain due to the same alleged language confusion. This version of the story is also a myth, as the Spanish-market version of the car was known as a Corsa from the outset. In fact, the car was called the Corsa in all markets except the United Kingdom.

There was also a Nova kit car designed and built by A.D.D. from 1971. It lost a court case with GM Vauxhall over the use of the name, after it was shown that GM's Chevrolet had a prior claim.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Chevrolet Chevy II / Nova


text:
Grenville County, Ontario

Grenville County is a former county in the Canadian province of Ontario. It fronted on the north shore of the Saint Lawrence River, between the towns of Kingston and Cornwall. The county was created in 1792, and named in honour of William Grenville, 1st Baron Grenville, who was the British Secretary of State responsible for the colonies in 1790. It consisted of five townships, which were settled primarily by United Empire Loyalists in the late 1700s after the Revolutionary War. Prior to being settled by Europeans, the area was home to many generations of native cultures. Grenville County merged with Leeds County in 1850 to create Leeds and Grenville County. The county covered an area of 272261 acre.

History
Prior to European settlement, numerous Native American villages were present in Grenville County; when the settlers first arrived, these natives still occupied the area and were essentially forced out by the settlements. The French briefly occupied this area at present-day Johnstown, in what was to become Edwardsburgh township, and at Pointe au Baril (present day Maitland) in what would be Augusta township. These French settlements date back to 1670 and 1759 respectively.

In the late 1700s while the region was part of the British Lununberg District in the Province of Quebec, land was surveyed in and around what would later become Grenville County to be distributed as land grants to the United Empire Loyalists and their families for their loyalty to the Crown. The emphasis of the Crown government was on military defense, economic growth and political stability. The strategy was to increase the population, maintain efficient military districts, and develop political counties and townships to be dotted with agricultural hamlets and towns and commercially-oriented cities. There was not emphasis on industrial development because of lack of basic infrastructure in the region. The first townships laid out were called the Royal Townships. Situated along the St. Lawrence River where land was most productive and travel was convenient, two of these townships were to become part of Grenville County – Edwardsburgh, Royal Township Six, and Augusta, Royal Township Seven. In 1791 the Province of Upper Canada was created from part of the Province of Quebec. The Upper Canada partition of Lunenberg District was renamed Eastern District in 1792; Grenville County was one of the counties created in 1792. Shortly after the Loyalist refugee arrivals, Irish and Scottish immigrants began to settle in the area as well.

The European settlers dotted the new townships with small agricultural communities which were mostly self-sustaining. These communities were established out of necessity, as roads in the area were not well-established during nineteenth century and people were travelling on foot or via horse and buggy. Every few kilometres, a village or hamlet was usually present; these villages usually each had their own churches, schools, cemeteries and temperance halls, as well as pioneer businesses such as cheese factories, saw and grist mills, blacksmiths, limekilns, post offices, general stores or asheries. Most residents made their living through small-scale mixed farming operations. But there was an ennui; the Durham Report led to merging the Colony of Upper Canada on 10 February 1841 as Canada West into the (United) Province of Canada, thus assuring lower cost funding for long term improvements in Canada West and more dynamic prospects in British North America.

One reason counties existed was so inhabitants could conduct legal transactions efficiently, as each county was the seat of a county court. As transportation improved within some counties, their political consolidation with neighboring counties could occur leading to better integration and centralization efficiencies. On 1 January 1850, Grenville county was amalgamated with the neighbouring county of Leeds, to become the United Counties of Leeds and Grenville, while Johnstown District was abolished. Prior to confederation, the area of Upper Canada was divided by districts, which held the counties, which held the townships; districts changed often in name and in area making records from this era appear confusing. During the mid-1800s within Canada West, counties began amalgamating as transportation improved and the districts were dropped as counties increased in population. At the founding of the Dominion of Canada on 1 July 1867, Grenville County, amalgamated with Leeds, became part of Ontario, with Ontario now being divided neatly by counties.

Territorial evolution
The original county was constituted in 1792, and was an electoral district for the new Legislative Assembly of Upper Canada:

"... which county is to bounded on the east by the westernmost line of the county of Dundas, on the south by the river St. Lawrence, and on the west by the easternmost boundary line of the late township of Elizabethtown, running north twenty-four degrees west until it intersects the Ottawa or Grand river, thence descending the said river until it meets the northwesternmost boundary of the county of Dundas. The said county of Grenvill is to comprehend all the islands in the said river St. Lawrence nearest the said county, in the whole or greater part fronting the same."

In 1798, the Parliament of Upper Canada withdrew parts of Grenville and Leeds to form Carleton County and the three counties together were constituted as Johnstown District, effective at the beginning of 1800. Grenville consisted of the following townships:

In 1838, the townships of Marlborough and North Gower were transferred to Carleton County, and the township of Montague was transferred to Lanark County.

When the Johnstown District was abolished in 1850, Grenville County was united with Leeds County to form the United Counties of Leeds and Grenville.

Original townships
The five remaining townships at 1838 were Augusta, Edwardsburgh, Oxford-on-Rideau, South Gower, and Wolford.

 * Augusta township (still exists), covers an area of 75,083 acre. It was first surveyed in 1783, and was named in honour of Princess Augusta Sophia, second daughter and sixth child of George III. This township is located along the southern border of Leeds and Grenville along the St. Lawrence River.
 * Edwardsburgh township (now Edwardsburgh/Cardinal), covers an area of 66669 acre. The township was first surveyed in 1783, and was named in honour of Prince Edward, fourth son and fifth child of George III. This township is located along the southern border of Leeds and Grenville along the St. Lawrence River, east of Augusta township.
 * Oxford-on-Rideau township (Now part of North Grenville), covered an area of 59350 acre and was first surveyed in 1791. The township was later amalgamated in the 1990s with South Gower township and the town of Kemptville to become North Grenville. This township was located north of both Edwardsburgh and Augusta townships, between Wolford and South Gower.
 * South Gower township (Now part of North Grenville), covered an area of 27709 acre and was first surveyed in 1799. This township was located north of Edwardsburgh.
 * Wolford township (now the village-status municipality of Merrickville-Wolford) covered an area of 46851 acre and was first surveyed in 1795. It was named for the Devonshire seat of John Graves Simcoe. This township was located west of Oxford-on-Rideau, and north of Augusta. In the 1990s, Wolford township became known as its own municipality, and was renamed Merrickville–Wolford.

title: Grenville County, Ontario


text:
HMS Newmarket

Several ships of the British Royal Navy have been named HMS Newmarket.

 * HMS Newmarket (1907), an auxiliary minesweeper active during the First World War and sunk on 17 July 1917.
 * HMS Newmarket (G47), a Town-class destroyer provided under lend-lease from the US Navy in 1940 and scrapped in 1945.

title: HMS Newmarket


text:
Leeds County

Leeds County is a historic county in the Canadian province of Ontario. The county was first surveyed in 1792 as one of the nineteen counties created by Sir John Graves Simcoe in preparation for the United Empire Loyalists to settle here. The county took its name from Francis Osborne, 5th Duke of Leeds; the "Leeds" of the Dukedom referred to Leeds in West Yorkshire, England and not for Leeds, Kent, England. In 1850, Leeds County merged with Grenville County to create the United Counties of Leeds and Grenville. This county was home to several townships as well as the city of Brockville.

History
The original county was constituted in 1792, and was united with Frontenac County as an electoral district for the new Legislative Assembly of Upper Canada:

"... which county is to bounded on the east by the westernmost line of the county of Grenvill, on the south by the river St. Lawrence, and on the west by the easternmost boundary line of the late township of Pittsburgh, running north until it intersects the Ottawa or Grand river, thence descending the said river until it meets the northwesternmost boundary of the county of Grenvill. The said county of Leeds is to comprehend all the islands in the said river St. Lawrence nearest the said county, in the whole or greater part fronting the same."

In 1798, the Parliament of Upper Canada withdrew parts of Leeds and Grenville to form Carleton County and the three counties together were constituted as Johnstown District, effective at the beginning of 1800. Leeds consisted of the following townships:

In 1838, the parts of the townships of Burgess and Elmsley north of the Rideau Canal were withdrawn from Leeds and transferred to Lanark County.

When the Johnstown District was abolished in 1850, Leeds County was united with Grenville County to form the United Counties of Leeds and Grenville.

Municipal restructuring

 * 1998:
 * The townships of Bastard, North Crosby, South Burgess, South Crosby and South Elmsley amalgamated to become Rideau Lakes Township.
 * The townships of Lansdowne, Leeds, and most of Escott (the southern portion) amalgamated to become Leeds and the Thousand Islands Township.
 * 2001:
 * The townships of Elizabethtown and Kitley amalgamated to become Elizabethtown-Kitley Township.
 * The northern portions of Escott and Yonge Townships amalgamated to become Athens Township.
 * The southern portion of Yonge Township became Front of Yonge Township.

title: Leeds County


text: Category:Danish astrologers

title: Category:Danish astrologers


text:
HMS Mansfield

Two ships of the British Royal Navy have been named HMS Mansfield after Captain Charles Mansfield who commanded HMS Minotaur at the Battle of Trafalgar:

 * HMS Mansfield (1914), a Hawthorn M-class destroyer launched in 1914, sold for breaking up in 1921.
 * HMS Mansfield (G76), previously USS Evans (DD-78) launched in 1918, transferred from the US Navy in 1940 as a Town-class destroyer, decommissioned in 1944.

title: HMS Mansfield


text:
Talk:Zone plate

Not Invented by Fresnel
The zone plate seems to have been invented by Lord Rayleigh, as evidenced by his notebook entry on 4/11/1871: "The experiment of blocking out the odd Huygens zones so as to increase the light at centre succeeded very well." —Preceding unsigned comment added by 128.112.50.118 (talk) 20:15, 14 April 2008 (UTC)

What does a spiral diffraction grating form? lysdexia 16:33, 22 Oct 2004 (UTC)

I don't think that a spiral diffraction grating forms any sort of coherent image, because it would pass through light at all radii somewhere, rather than like a fresnel lens, only passing through light at radii that will constructively interfere to produce focused images. Laura Scudder 01:22, 6 Nov 2004 (UTC)

should move this to "zone plate lens"
Zone plates are useful for more than just lenses. They are good for testing video systems, printing processes, image scaling algorithms, alpha blending, gamma correction errors... AlbertCahalan 01:20, 16 Jun 2005 (UTC)

 * Then you should add descriptions of these uses here. The general rule of thumb is to write on one topic until the article becomes long enough to spin subtopics out as their own articles rather than vice versa.  In other words, this article should strive to collect all uses of zone plates until enough material is here for spin-offs, at which point the appropriate spin-off topics should be apparent by the article's organization.  So far I only wrote about uses I know of personally, and no one has added to that section since then.  --Laura Scudder | Talk 07:29, 16 Jun 2005 (UTC)

Problems with zone plates are:
 * INSANE chromatic aberration (linear z-dispersion with wavelength)
 * Multiple orders of diffraction (the spot that has the 1st order in focus also shows the higher orders unfocused)
 * VERY low efficiency (about 1/100 of the photons actually get where they are supposed to)

Using the formulae given produce different results for zone radii. If you use the chirp formula to generate a zoneplate scaled to the the size of the last ring as computed by using the fl * lamda * ringnumber formula then the inner rings seem to be off. For instance, generating a binary zoneplate using the chirp function means, I think, that the zero crossings are the zone boundaries. These boundaries don't match as stated above. Mrpinhole (talk) 19:38, 18 December 2008 (UTC)MrPinhole 18 dec 08

Given formula for radii only approximate
The Formula given for the radius is only valid as an approximation when the radius of the zone plate is much less than the focal distance, otherwise higher order terms come into play. The exact formula can be found by application of Pythagoras: The distance from a point at radius r on the zone plate to the focus, a perpenidcular distance f from the the zone plate, is $$\sqrt{r^2 + f^2}$$. Thus the optical path difference (OPD) as r varies is $$\sqrt{r^2 + f^2} - f$$. The radius of the nth half-period zone, rn occurs when the OPD is n half-wavelengths: $$\sqrt{r_n^2 + f^2} - f = n\lambda/2$$. Expanding this square root with the binomial expansion and taking only the first two terms yields the approximate formula $$r_n = \sqrt{n \lambda f}$$, but rearranging without making any approximations gives the correct formula $$r_n = \sqrt{n \lambda f + \frac{n^2\lambda^2}{4}}$$.131.111.213.211 14:38, 16 January 2006 (UTC)

"Video" section
Regarding the discussion in relation to video resolution: Is this really a zone plate? Isn't it just a high-frequency test sample? That is, doesn't it have nothing to do with diffraction? 155.212.242.34 17:52, 29 October 2007 (UTC)

It's both, of course. Yes, it's a test target and not a piece of optics, but it's still the "zone plate" pattern. See (under THE SINUSOIDAL ZONE PLATE) for a reference (and, given that it links here, probably the inspiration for adding the section in the first place). Andrew Rodland 04:50, 4 December 2007 (UTC)

Relation between free parameters
The article uses the focal length f as the free parameter in the early part but then switches to another parameter k which is not defined. Comparing the r_n for n=1 with the zero of the cosine (pi/2) gives me k=2*pi/(4*lambda*f+lambda^2), but I'm not sure if that interpretation is correct. --Ralf Muschall (talk) 19:01, 20 February 2012 (UTC)

Free plate pictures (CC0)
Just in case, this page has two free as in Creative Commons Zero/Public Domain zone plates: http://www.thetenthplanet.de/archives/3859 — Preceding unsigned comment added by 37.209.110.47 (talk) 16:46, 23 April 2014 (UTC)

Relation to a Fresnel lens
I removed the following material, because the claimed connection between the Fresnel zone plate and the Fresnel lens is not supported by a citation. It's not clear to me that the claimed connection is true. --Srleffler (talk) 05:02, 28 May 2014 (UTC)

"Wave propagation can be calculated by summing over all possible ray paths. For short wavelengths, it is usually only where many paths sum coherently, meaning that they have close to the same phase (are on the same half of the complex plane), that propagation is significant, because contributions with different phases cancel each other. (For electromagnetic radiation, for example, opposite fields cancel.)

A zone plate works by blocking the paths with contributions of the opposite phase. If a phase shifter such as a refractive material is available, one can increase the collected light (or other wave) by replacing the absorbing rings with half wavelength phase delays. Side lobes can be reduced by sloping these dielectric rings thicker on the inner side than on the outer. With optimal slope of the dielectric or other phase shifter, (in the thin lens approximation) the contributions from all parts of the lens can be the same, making it an ideal lens for one wavelength. The jump between zones can be any integer number of wavelengths. If there is a range in wavelengths (the source is not monochromatic), then the zones are not coherent with each other, but still coherent within each zone. The diffraction limit of the resolution is then determined by the width of each zone, and the zones add incoherently (with random phase). This is called a Fresnel lens. If there is only one such zone, it is a conventional lens."

Merger proposal
I propose to merge Aragoscope into Zone Plate. I think that the content in the Aragoscope stub can easily be explained in the context of Zone Plate, and the Aragoscope article is of a reasonable size that the merging of Zone Plate will not cause any problems as far as article size is concerned. Blablabliam (talk) 15:57, 22 May 2019 (UTC)
 * I don't see any advantage in doing that. An Aragoscope is a distinct enough thing to have its own article.--Srleffler (talk) 06:11, 23 May 2019 (UTC)
 * I think the Aragoscope is distinct in that it is a specific type of zone plate, but with the page the way it is, it is too short to stand alone. To flesh out the page would be essentially just copying info from the Zone Plate page, which does not add anything useful to Wikipedia. It would be like having zone plate gun scope having a page while zone plate gun scope is already listed here. I think it would be easy to merge it into the Applications section. That being said, you clearly have more experience with these things and know a lot more about it than I do. Blablabliam (talk) 22:07, 28 May 2019 (UTC)

title: Talk:Zone plate