Configuration photos on Flickr

City Centre 1 (to be completed in 2018) will include 5 000m2 of retail space including convenience shops. A residential component consisting of approximately 740 apartments will feature eleven different configurations of one to three bedroom units and pen by Fin24 (Part of News24)

Castles conjure thoughts of romantic tales, but make no mistake, they are built for war.

Dover: Prince Louis' key to England. Malaga: the Granadans final stronghold. And Crac des Chevaliers: Crown Jewel of Crusader castles. Through dynamic location footage and immersive visual effects, Battle Castle reveals a bloody history of this epic medieval arms race.

As siege weapons and technology become more ruthless, the men who design and built these castles reply ... or perish. Follow host Dan Snow as he explores the military engineering behind these medieval megastructures and the legendary battles that became testaments to their might.

Each episode will climax in the ultimate test of the castle's military engineering -- a siege that will change the course of history. Which castles will be conquered and which will prevail? You'll have to watch to find out.

But the journey doesn't end there --in fact, it's just beginning. Battle Castle extends into a multi-platform quest, taking us deep into the secret world of medieval warfare and strategy. Become the ultimate 'Castle Master'. Stay tuned for more on the Battle Castle experience.

City Centre 1 (to be completed in 2018) will include 5 000m2 of retail space including convenience shops. A residential component consisting of approximately 740 apartments will feature eleven different configurations of one to three bedroom units and penthouses.

Atlas-D (37D) in Mercury-Atlas Configuration by Alec Frazier

An Atlas-D rocket in Mercury-Atlas Configuration is on display at Kennedy Space Center.

Atlas LV-3B

The Atlas LV-3B, Atlas D Mercury Launch Vehicle or Mercury-Atlas Launch Vehicle, was a human-rated expendable launch system used as part of the United States Project Mercury to send astronauts into low Earth orbit. Manufactured by American aircraft manufacturing company Convair, it was derived from the SM-65D Atlas missile, and was a member of the Atlas family of rockets.

The Atlas D missile was the natural choice for Project Mercury since it was the only launch vehicle in the US arsenal that could put the spacecraft into orbit and also had a large number of flights to gather data from. But its reliability was far from perfect and Atlas launches ending in explosions were an all-too common sight at Cape Canaveral. Thus, significant steps had to be taken to human-rate the missile and make it safe and reliable unless NASA wished to spend several years developing a dedicated launch vehicle for crewed programs or else wait for the next-generation Titan II ICBM to become operational. Atlas’s stage-and-a-half configuration was seen as somewhat preferable to the two stage Titan in that all engines were ignited at liftoff, making it easier to test for hardware problems during prelaunch checks.

Shortly after being chosen for the program in early 1959, the Mercury astronauts were taken to watch the second D-series Atlas test, which exploded a minute into launch. This was the fifth straight complete or partial Atlas failure and the booster was at this point nowhere near reliable enough to carry a nuclear warhead or an uncrewed satellite, let alone a human passenger. Plans to human-rate Atlas were effectively still on the drawing board and Convair estimated that 75% reliability would be achieved by early 1961 and 85% reliability by the end of the year.

•General Specifications:

oFunction: Crewed Expendable Launch System

oManufacturer: Convair

oCountry of Origin: United States

•Size:

oHeight: 28.7 meters (94.3 ft)

oDiameter: 3.0 meters (10.0 ft); Width Over Boost Fairing: 4.9 meters (16 ft)

oMass: 120,000 kilograms (260,000 lb)

oStages: 1½

•Capacity:

oPayload to LEO: 1,360 kilograms (3,000 lb)

•Launch History:

oStatus: Retired

oLaunch Sites: CCAFS LC-14

oTotal Launches: 9

oSuccesses: 7

oFailures: 2

oFirst Flight: July 29, 1960

oLast Flight: May 15, 1963

•Boosters:

oNumber of Boosters: 1

oEngines: 2

oThrust: 1,517.4 kilonewtons (341,130 lbf)

oBurn Time: 134 seconds

oFuel: RP-1/LOX

•First Stage:

oDiameter: 3.0 meters (10.0 ft)

oEngines: 1

oThrust: 363.22 kilonewtons (81,655 lbf)

oBurn Time: 5 minutes

oFuel: RP-1/LOX

Quality Assurance

Aside from the modifications described below, Convair set aside a separate assembly line dedicated to Mercury-Atlas vehicles which was staffed by personnel who received special orientation and training on the importance of the crewed space program and the need for as high quality workmanship as possible. Components used in the Mercury-Atlas vehicles were given thorough testing to ensure proper manufacturing quality and operating condition, in addition components and subsystems with excessive operating hours, out-of-specification performance, and questionable inspection records would be rejected. All components approved for the Mercury program were earmarked and stored separately from hardware intended for other Atlas programs and special handling procedures were done to protect them from damage.

Propulsion systems used for the Mercury vehicles would be limited to standard D-series Atlas models of the Rocketdyne MA-2 engines which had been tested and found to have performance parameters closely matching NASA’s specifications.

All launch vehicles would have to be complete and fully flight-ready at delivery to Cape Canaveral with no missing components or unscheduled modifications/upgrades. After delivery, a comprehensive inspection of the booster would be undertaken and prior to launch, a flight review board would convene to approve each booster as flight-ready. The review board would conduct an overview of all prelaunch checks, and hardware repairs/modifications. In addition, Atlas flights over the past few months in both NASA and Air Force programs would be reviewed to make sure no failures occurred involving any components or procedures relevant to Project Mercury.

The NASA Quality Assurance Program meant that each Mercury-Atlas vehicle took twice as long to manufacture and assemble as an Atlas designed for uncrewed missions and three times as long to test and verify for flight.

Systems Modified

Abort Sensor

Central to these efforts was the development of the Abort Sensing and Implementation System (ASIS), which would detect malfunctions in the Atlas’s various components and trigger a launch abort if necessary. Added redundancy was built in; if ASIS itself failed, the loss of power would also trigger an abort. The system was tested on a few Atlas ICBM flights prior to Mercury-Atlas 1 in July 1960, where it was operated open-loop (MA-3 in April 1961 would be the first closed-loop flight).

The Mercury launch escape system (LES) used on Redstone and Atlas launches was identical, but the ASIS system varied considerably between the two boosters as Atlas was a much larger, more complex vehicle with five engines, two of which were jettisoned during flight, a more sophisticated guidance system, and inflated balloon tanks that required constant pressure to not collapse.

Atlas flight test data was used to draw up a list of the most likely failure modes for the D-series vehicles, however simplicity reasons dictated that only a limited number of booster parameters could be monitored. An abort could be triggered by the following conditions, all of which could be indicative of a catastrophic failure:

•The booster flight path deviated too far from the planned trajectory

•Engine thrust or hydraulic pressure dropped below a certain level

•Propellant tank pressure dropped below a certain level

•The intermediate tank bulkhead showed signs of losing structural integrity

•The booster electrical system ceased operating

•The ASIS system ceased operating

Some failure modes such as an erroneous flight path did not necessarily pose an immediate danger to the astronaut’s safety and the flight could be terminated via a manual command from the ground (e.g. Mercury-Atlas 3). Other failure modes such as loss of engine thrust in the first few moments of liftoff required an immediate abort signal as there would be little or no time to command a manual abort.

An overview of failed Atlas test flights showed that there were only a few times that malfunctions occurred suddenly and without prior warning, for instance on Missile 6B when one turbopump failed 80 seconds into the launch. Otherwise, most failures were preceded by obvious deviations from the booster’s normal operating parameters. Automatic abort was only necessary in a situation like Atlas 6B where the failure happened so fast that there would be no time for a manual abort and most failure modes left enough time for the astronaut or ground controllers to manually activate the LES. A bigger concern was setting up the abort system so as to not go off when normal, minor performance deviations occurred.

Rate Gyros

The rate gyro package was placed much closer to the forward section of the LOX tank due to the Mercury/LES combination being considerably longer than a warhead and thus producing different aerodynamic characteristics (the standard Atlas D gyro package was still retained on the vehicle for the use of the ASIS). Mercury-Atlas 5 also added a new reliability feature—motion sensors to ensure proper operation of the gyroscopes prior to launch. This idea had originally been conceived when the first Atlas B launch in 1958 went out of control and destroyed itself after ground crews forgot to power on the gyroscope motors during prelaunch preparation, but it was phased into Atlas vehicles only gradually. One other Atlas missile test in 1961 also destroyed itself during launch, in that case because the gyroscope motor speed was too low. The motion sensors would thus eliminate this failure mode.

Range Safety

The range safety system was also modified for the Mercury program. There would be a three-second delay between engine cutoff and activation of the destruct charges so as to give the LES time to pull the capsule to safety. The ASIS system could not terminate engine thrust for the first 30 seconds of flight in order to prevent a malfunctioning launch vehicle from coming down on or around the pad area; during this time only the Range Safety Officer could send a manual cutoff command.

Autopilot

The old-fashioned electromechanical autopilot on the Atlas (known as the “round” autopilot due to the shape of the containers its major components were housed in) was replaced by a solid-state model (the “square” autopilot) that was more compact and easier to service, but it would prove a serious headache to debug and man-rate. On Mercury-Atlas 1, the autopilot system functioned well until launch vehicle destruction a minute into the flight. On Mercury-Atlas 2, there was a fair bit of missile bending and propellant slosh. Mercury-Atlas 3 completely failed and had to be destroyed shortly after launch when the booster did not perform the pitch and roll maneuver. After this debacle, the programmer was recovered and examined. Several causes were proposed including contamination of pins in the programmer or perhaps a transient voltage. The autopilot was extensively redesigned, but Mercury-Atlas 4 still had high vibration levels for the first 20 seconds of launch which led to further modifications. Finally on Mercury-Atlas 5, the autopilot worked perfectly.

Antenna

The guidance antenna was modified to reduce signal interference.

LOX Boil-Off Valve

Mercury-Atlas vehicles utilized the boil-off valve from the C-series Atlas rather than the standard D-series valve for reliability and weight-saving reasons.

Combustion Sensors

Combustion instability was an important problem that needed to be fixed. Although it mostly only occurred in static firing tests of the MA-2 engines, three launches (Missiles 3D, 51D, and 48D) had demonstrated that unstable thrust in one engine could result in immediate, catastrophic failure of the entire missile as the engine backfired and ruptured, leading to a thrust section fire. On Missile 3D, this had occurred in flight after a propellant leak starved one booster engine of LOX and led to reduced, unstable thrust and engine failure. The other two launches suffered rough combustion at engine start, ending in explosions that severely damaged the launch stand. Thus, it was decided to install extra sensors in the engines to monitor combustion levels and the booster would also be held down on the pad for a few moments after ignition to ensure smooth thrust. The engines would also use a “wet start”, meaning that the propellants were injected into the combustion chamber prior to igniter activation as opposed to a “dry start” where the igniter was activated first, which would eliminate rough ignition (51D and 48D had both used dry starts). If the booster failed the check, it would be automatically shut down. Once again, these upgrades required testing on Atlas R&D flights. By late 1961, after a third missile (27E) had exploded on the pad from combustion instability, Convair developed a significantly upgraded propulsion system that featured baffled fuel injectors and a hypergolic igniter in place of the pyrotechnic method, but NASA was unwilling to jeopardize John Glenn’s upcoming flight with these untested modifications and so declined to have them installed in Mercury-Atlas 6’s booster. As such, that and Scott Carpenter’s flight on MA-7 used the old-style Atlas propulsion system and the new variant was not employed until Wally Schirra’s flight late in 1962.

Static testing of Rocketdyne engines had produced high-frequency combustion instability, in what was known as the “racetrack” effect where burning propellant would swirl around the injector head, eventually destroying it from shock waves. On the launches of Atlas 51D and 48D, the failures were caused by low-order rough combustion that ruptured the injector head and LOX dome, causing a thrust section fire that led to eventual complete loss of the missile. The exact reason for the back-to-back combustion instability failures on 51D and 48D was not determined with certainty, although several causes were proposed. This problem was resolved by installing baffles in the injector head to break up swirling propellant, at the expense of some performance as the baffles added additional weight reduced the number of injector holes that propellants were sprayed through. The lessons learned with the Atlas program later proved vital to the development of the much larger Saturn F-1 engine.

Electrical System

Added redundancy was made to the propulsion system electrical circuitry to ensure that SECO would occur on time and when commanded. The LOX fuel feed system received added wiring redundancy to ensure that the propellant valves would open in the proper sequence during engine start.

Tank Bulkhead

Mercury vehicles up to MA-6 had foam insulation in the intermediate bulkhead to prevent the super-chilled LOX from causing the RP-1 to freeze. During repairs to MA-6 prior to John Glenn’s flight, it was decided to remove the insulation for being unnecessary and an impediment during servicing of the boosters in the field. NASA sent out a memo to GD/A requesting that subsequent Mercury-Atlas vehicles not include bulkhead insulation.

LOX Turbopump

In early 1962, two static engine tests and one launch (Missile 11F) fell victim to LOX turbopump explosions caused by the impeller blades rubbing against the metal casing of the pump and creating a friction spark. This happened after over three years of Atlas flights without any turbopump issues and it was not clear why the rubbing occurred, but all episodes of this happened when the sustainer inlet valve was moving to the flight-ready “open” position and while running untested hardware modifications. A plastic liner was added to the LOX turbopump to prevent friction rubbing. In addition Atlas 113D, the booster used for Wally Schirra’s flight, was given a PFRT (Pre-Flight Readiness Test) to verify proper functionality of the propulsion system.

Pneumatic System

Mercury vehicles used a standard D-series Atlas pneumatic system, although studies were conducted over the cause of tank pressure fluctuation which was known to occur under certain payload conditions. These studies found that the helium regulator used on early D-series vehicles had a tendency to induce resonant vibration during launch, but several modifications to the pneumatic system had been made since then, including the use of a newer model regulator that did not produce this effect.

Propellant Utilization System

In the event that the guidance system failed to issue the discreet cutoff command to the sustainer engine and it burned to propellant depletion, there was the possibility of a LOX-rich shutdown which could result in damage to engine components from high temperatures. For safety reasons, the PU system was modified to increase the LOX flow to the sustainer engine ten seconds before SECO. This was to ensure that the LOX supply would be completely exhausted at SECO and prevent a LOX-rich shutdown.

Skin

After MA-1 was destroyed in-flight due to a structural failure, NASA began requesting that Convair deliver Atlases with thicker skin. Atlas 10D (as well as its backup vehicle 20D which was later used for the first Atlas-Able flight), the booster used for the Big Joe test in September 1959, had sported thick skin and verified that this was needed for the heavy Mercury capsule. Atlas 100D would be the first thick-skinned booster delivered while in the meantime, MA-2’s booster (67D) which was still a thin-skinned model, had to be equipped with a steel reinforcement band at the interface between the capsule and the booster. Under original plans, Atlas 77D was to have been the booster used for MA-3. It received its factory rollout inspection in September 1960, but shortly afterwards, the postflight findings for MA-1 came out which led to the thin-skinned 77D being recalled and replaced by 100D.

Guidance

The vernier solo phase, which would be used on ICBMs to fine-tune the missile velocity after sustainer cutoff, was eliminated from the guidance program in the interest of simplicity as well as improved performance and lift capacity. Since orbital flights required an extremely different flight path from missiles, the guidance antennas had to be completely redesigned to ensure maximum signal strength. The posigrade rocket motors on the top of the Atlas, designed to push the spent missile away from the warhead, were moved to the Mercury capsule itself. This also necessitated adding a fiberglass insulation shield to the LOX tank dome so it wouldn’t be ruptured by the rocket motors.

Engine Alignment

A common and normally harmless phenomenon on Atlas vehicles was the tendency of the booster to develop a slight roll in the first few seconds following liftoff due to the autopilot not kicking in yet. On a few flights however, the booster developed enough rolling motion to potentially trigger an abort condition if it had been a crewed launch. Although some roll was naturally imparted by the Atlas’s turbine exhaust, this could not account for the entire problem which instead had more to do with engine alignment. Acceptance data from the engine supplier (Rocketdyne) showed that a group of 81 engines had an average roll movement in the same direction of approximately the same magnitude as that experienced in flight. Although the acceptance test-stand and flight-experience data on individual engines did not correlate, it was determined that offsetting the alignment of the booster engines could counteract this roll motion and minimize the roll tendency at liftoff. After Schirra’s Mercury flight did experience momentary roll problems early in the launch, the change was incorporated into Gordon Cooper’s booster on MA-9.

Launches

Nine LV-3Bs were launched, two on uncrewed suborbital test flights, three on uncrewed orbital test flights, and four with crewed Mercury spacecraft. Atlas LV-3B launches were conducted from Launch Complex 14 at Cape Canaveral Air Force Station, Florida.

It first flew on July 29, 1960, conducting the suborbital Mercury-Atlas 1 test flight. The rocket suffered a structural failure shortly after launch, and as a result failed to place the spacecraft onto its intended trajectory. In addition to the maiden flight, the first orbital launch, Mercury-Atlas 3 also failed. This failure was due to a problem with the guidance system failing to execute pitch and roll commands, necessitating that the Range Safety Officer destroy the vehicle. The spacecraft separated by means of its launch escape system and was recovered 1.8 kilometers (1.1 mi) from the launch pad.

A further series of Mercury launches was planned, which would have used additional LV-3Bs; however these flights were canceled after the success of the initial Mercury missions. The last LV-3B launch was conducted on 15 May 1963, for the launch of Mercury-Atlas 9. NASA originally planned to use leftover LV-3B vehicles to launch Gemini-Agena Target Vehicles, however an increase in funding during 1964 meant that the agency could afford to buy brand-new Atlas SLV-3 vehicles instead, so the idea was scrapped.

Mercury-Atlas Vehicles Built and Eventual Disposition

•10D—Launched Big Joe 9/14/59

•20D—Backup vehicle for Big Joe. Reassigned to Atlas-Able program and launched 11/26/59.

•50D—Launched Mercury-Atlas 1 7/29/60

•67D—Launched Mercury-Atlas 2 2/21/61

•77D—Original launch vehicle for Mercury-Atlas 3, replaced by Atlas 100D after postflight findings from Mercury-Atlas 1

•88D—Launched Mercury-Atlas 4 9/13/61

•93D—Launched Mercury-Atlas 5 11/29/61

•100D—Launched Mercury-Atlas 3 4/25/61

•103D—Cancelled

•107D—Launched Aurora 7 (Mercury-Atlas 7) 5/24/62

•109D—Launched Friendship 7 (Mercury-Atlas 6) 2/21/62

•113D—Launched Sigma 7 (Mercury-Atlas 8) 10/3/62

•130D—Launched Faith 7 (Mercury-Atlas 9) 5/15/63

•144D—Cancelled, was planned launch vehicle for Mercury-Atlas 10

•152D—Cancelled

•167D—Cancelled

Battle Castle: Gaillard - the keep by Battle Castle

Keep designs underwent a significant change in the 12th century when square configurations gave way to more rounded forms. But at Chateau Gaillard, Richard the Lionheart’s donjon is in a shape of its own. Its exterior walls are sloped outward. At the front they join and project forward at a sharp angle. This unique form makes it more resistant to projectiles. On the opposite side, the keep backs onto a sheer cliff, making any approach from this side virtually impossible. Inside, Richard I’s last line of defence is a mere eight metres in diameter. The current point of entry is believed to date from a later period, as the original door would have almost certainly been positioned above ground and reached by a ladder or stairway. With no evidence of a fireplace, well, or latrine, it appears that this particular keep was built exclusively for defence.

Battle Castle is an action documentary series starring Dan Snow that is now airing on History Television and is scheduled to premiere on Discovery Knowledge in the UK in Spring 2012 and on various BBC-affiliated channels in the near future.

For the latest air dates, Like us on Facebook (www.battlecastle.com/facebook) or follow us on Twitter (www.twitter.com/battlecastle)

This show brings to life mighty medieval fortifications and the epic sieges they resist: clashes that defy the limits of military technology, turn empires to dust, and transform mortals into legends.

Website: www.battlecastle.tv/

Castles conjure thoughts of romantic tales, but make no mistake, they are built for war.

Dover: Prince Louis' key to England. Malaga: the Granadans final stronghold. And Crac des Chevaliers: Crown Jewel of Crusader castles. Through dynamic location footage and immersive visual effects, Battle Castle reveals a bloody history of this epic medieval arms race.

As siege weapons and technology become more ruthless, the men who design and built these castles reply ... or perish. Follow host Dan Snow as he explores the military engineering behind these medieval megastructures and the legendary battles that became testaments to their might.

Each episode will climax in the ultimate test of the castle's military engineering -- a siege that will change the course of history. Which castles will be conquered and which will prevail? You'll have to watch to find out.

But the journey doesn't end there --in fact, it's just beginning. Battle Castle extends into a multi-platform quest, taking us deep into the secret world of medieval warfare and strategy. Become the ultimate 'Castle Master'. Stay tuned for more on the Battle Castle experience.

Battle Castle: Gaillard - the keep by Battle Castle

Keep designs underwent a significant change in the 12th century when square configurations gave way to more rounded forms. But at Chateau Gaillard, Richard the Lionheart’s donjon is in a shape of its own. Its exterior walls are sloped outward. At the front they join and project forward at a sharp angle. This unique form makes it more resistant to projectiles. On the opposite side, the keep backs onto a sheer cliff, making any approach from this side virtually impossible. Inside, Richard I’s last line of defence is a mere eight metres in diameter. The current point of entry is believed to date from a later period, as the original door would have almost certainly been positioned above ground and reached by a ladder or stairway. With no evidence of a fireplace, well, or latrine, it appears that this particular keep was built exclusively for defence.

Battle Castle is an action documentary series starring Dan Snow that is now airing on History Television and is scheduled to premiere on Discovery Knowledge in the UK in Spring 2012 and on various BBC-affiliated channels in the near future.

For the latest air dates, Like us on Facebook (www.battlecastle.com/facebook) or follow us on Twitter (www.twitter.com/battlecastle)

This show brings to life mighty medieval fortifications and the epic sieges they resist: clashes that defy the limits of military technology, turn empires to dust, and transform mortals into legends.

Website: www.battlecastle.tv/

Castles conjure thoughts of romantic tales, but make no mistake, they are built for war.

Dover: Prince Louis' key to England. Malaga: the Granadans final stronghold. And Crac des Chevaliers: Crown Jewel of Crusader castles. Through dynamic location footage and immersive visual effects, Battle Castle reveals a bloody history of this epic medieval arms race.

As siege weapons and technology become more ruthless, the men who design and built these castles reply ... or perish. Follow host Dan Snow as he explores the military engineering behind these medieval megastructures and the legendary battles that became testaments to their might.

Each episode will climax in the ultimate test of the castle's military engineering -- a siege that will change the course of history. Which castles will be conquered and which will prevail? You'll have to watch to find out.

But the journey doesn't end there --in fact, it's just beginning. Battle Castle extends into a multi-platform quest, taking us deep into the secret world of medieval warfare and strategy. Become the ultimate 'Castle Master'. Stay tuned for more on the Battle Castle experience.

Battle Castle: Gaillard - the keep by Battle Castle

Keep designs underwent a significant change in the 12th century when square configurations gave way to more rounded forms. But at Chateau Gaillard, Richard the Lionheart’s donjon is in a shape of its own. Its exterior walls are sloped outward. At the front they join and project forward at a sharp angle. This unique form makes it more resistant to projectiles. On the opposite side, the keep backs onto a sheer cliff, making any approach from this side virtually impossible. Inside, Richard I’s last line of defence is a mere eight metres in diameter. The current point of entry is believed to date from a later period, as the original door would have almost certainly been positioned above ground and reached by a ladder or stairway. With no evidence of a fireplace, well, or latrine, it appears that this particular keep was built exclusively for defence.

Battle Castle is an action documentary series starring Dan Snow that is now airing on History Television and is scheduled to premiere on Discovery Knowledge in the UK in Spring 2012 and on various BBC-affiliated channels in the near future.

For the latest air dates, Like us on Facebook (www.battlecastle.com/facebook) or follow us on Twitter (www.twitter.com/battlecastle)

This show brings to life mighty medieval fortifications and the epic sieges they resist: clashes that defy the limits of military technology, turn empires to dust, and transform mortals into legends.

Website: www.battlecastle.tv/

www.kakopetriavillage.com/churches.html

Castles conjure thoughts of romantic tales, but make no mistake, they are built for war.

Dover: Prince Louis' key to England. Malaga: the Granadans final stronghold. And Crac des Chevaliers: Crown Jewel of Crusader castles. Through dynamic location footage and immersive visual effects, Battle Castle reveals a bloody history of this epic medieval arms race.

As siege weapons and technology become more ruthless, the men who design and built these castles reply ... or perish. Follow host Dan Snow as he explores the military engineering behind these medieval megastructures and the legendary battles that became testaments to their might.

Each episode will climax in the ultimate test of the castle's military engineering -- a siege that will change the course of history. Which castles will be conquered and which will prevail? You'll have to watch to find out.

But the journey doesn't end there --in fact, it's just beginning. Battle Castle extends into a multi-platform quest, taking us deep into the secret world of medieval warfare and strategy. Become the ultimate 'Castle Master'. Stay tuned for more on the Battle Castle experience.

Lots of squaring off by Retail Retell

8

SET 1 – HLT Remodel: 10-15-2023

At the rear of the right-hand actionway, we find the new fitting rooms configuration all completed. This was a fairly late development in the remodel, only having first appeared under construction on our last visit in August – and completely wrapped up by this visit two months later. Perhaps a contributing factor to the quickness there is that the work doesn’t seem to have changed things up too drastically; the fitting rooms appear to still take up much the same footprint as before, just now with an inexplicably squared-off entrance as opposed to the previously better-visible corner one. Not sure what justified this decisioning, but what do I know, lol.

P.S. -- Good timing for today's uploads, as this is the Horn Lake Target's 26th birthday!

UP NEXT – continuing our tour of the Crossgates Kroger…

These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)

LL Labs, LiFePO4 Cellular Charge Regulators "Bat-Guard" by SciFi Geek

1 1

Here you see a set of the original LL Labs, LiFePO4 Charge Regulators, called "Bat-Guard"

These are the prototype or beta units that I tested on a couple of different LiFePO4 battery configurations.

They worked flawlessly, and can be made for any battery chemistry/voltage per cell.

Using this type of individual cell regulator, allows one to charge the traction pack with a series charger, that once the pack voltage reaches close to fully charge level, automaticly tapers down to less than 4amps for the remaining balancing charge..

I've left a fully charged pack on a charger for well over 10 hours, with these regulators protecting the individual cells, without any damage to the cells over that time frame. I believe the spec of these particular regulators can handle 4amps continuous, more with forced air movement.

BAT-GUARD Preliminary Datasheet

Features:

* Stable and accurate Voltage shunt to protect LiFePO batteries from overcharging.

* Heat sink capable of bypassing 15 Watts of energy.

* Reverse Voltage capability of 5.0 Volts DC without damaging internal circuitry.

* Automotive Blade fuse to protect regulator if DC current is too high.

* Solid State electronics encapsulated for long life and protection from debris.

* 0.375” Ring Lug with 5” 18 gauge red and black color coded wires for connection to battery.

* Amber LED that comes on when Regulator is absorbing energy.

* Red LED that comes on if fuse is blown.

Description

The Battery Regulator incorporates precision solid state circuitry to prevent over-voltage conditions when

charging LiFePO batteries with charging currents of 4 Amps. It contains an ultrastable voltage reference and

shunt circuit that will prevent LiFePO batteries from reaching an overcharged state when used within design

limitations listed. Other voltages available upon request.

Ordering Information: Model Number: BatReg3.67

Absolute Maximums Minimum Nominal Maximum Units Test Conditions

DC Current 4 Amps Notes 1,2

DC Voltage -5 3.75

Ambient Temperature 40 C 4 Amps Current

Power Disipation 15 Watts

Specifications: Minimum Nominal Maximum Units Test Conditions

Clamp Voltage 3.648 3.670 3.692 Volts 1 Amp DC current

Current if not in Clamp Mode 225 uA 3.5 Volts

Notes:

1) Adequate free air space to allow dissipation of power

2) Heat Sink will get hot to the touch, and may cause burns

3) If fuse blows, Battery Regulator will not be able to protect battery against over-charging.

LL Labs reserves the right to make changes at any time in order to improve design and to supply the best product possible.

LL Labs

Issue A, Oct x, 2008 2908 White Oak Dr.

Plano, TX 75074

Mechanical: Dimensions: 2.36” W x 1.38” D x 2.85” H (60mm x 35mm x 73mm)

Storage Temperature -40 to 85 Celsius

Operating Temperature -40 to 85 Celsius Note: derate by 0.2 Watts/C above 40C Amb.

Mount using double sided tape Not included

Porsche_356_S-90Coupe_1963-3 by Driver Source

2

1963 Porsche 356B Super-90 Coupe

Chassis No. 122550

Engine: 1600 (Super-90)

Transmission: 741 4-Speed

History

The Porsche 356 was the company's first production automobile. It was a lightweight and nimble handling rear-engine rear-wheel-drive 2 door sports car, available in hardtop and convertible configurations. Design innovations continued during the years of manufacture, contributing to its motorsports success and popularity. Production started in 1948 at Gmünd, Austria where approximately 50 cars were built. In 1950 the factory relocated to Zuffenhausen, Germany and general production of the 356 continued until April 1965.

In 1960 Porsche first offered the offered the S90, or 'Super 90' motor as an available option in the 356B.

Porsche Super 90 Engine

Sports Car Graphic reported that the Porsche Super 90 was “tamer in traffic and [in the] lower speed ranges than the 1600 Super. Getting off the mark fast from a standing start takes some practice, as the big carburetors can’t be dumped open too fast. Once the biggest chunk of inertia is overcome, you can [floor the accelerator] and start moving out very fast indeed. In fact, one of the most impressive things about this engine is the feeling of torque -- the sheer push in the shoulders -- that one gets on booting the throttle...”

Objectively, the Super 90 was quick: with less than 10 seconds 0-60 mph in SCG’s test.

Testers generally praised the B’s handling, especially in 1961 when Koni shock absorbers became standard for both Supers, matched by suitably lower spring rates. More significant was a reduction in rear roll stiffness via 23-mm torsion bars and the addition of a transverse leaf spring -- sometimes called a “camber compensator” -- as standard for S90s (optional elsewhere).

Unique features of the Super 90 Engine appealed to performance-minded drivers. Super 90s could be revved about 800 rpm higher than other 356B 1600s thanks to a special cooling layout that gathered in more air, plus nitrided crank and cam-bearing surfaces, a lighter flywheel, stiffer valve springs, light-alloy rockers, larger-diameter (by 5 mm) main bearings, and cylinders lined with Ferral, a coating of steel over molybdenum. S90s also had a unique oil pickup system that allowed the engine to draw lubricant from the sump’s full side in hard cornering, thus ensuring proper lubrication at all times. It was an important advance that Porsche racers had wanted for several years and was especially welcome in the high-performance 90.

1963 was the last year for the 356B, it was succeeded by the 356C.

Presented here is an incredible three-owner example of the rare and highly desirable Super 90 Coupe; special ordered from the Porsche factory in 1962. This rare S-90 Reutter Coupe’s history is complete and well known, with the second owner possessing the car for 40 years! Finished in the gorgeous, yet seldom seen original Bali Blue/Light Brown factory color combination, this beauty has a beautiful older restored with no expense spared and no detail overlooked. An original California Black Plate car with extensive service records and history, this S90 has been well maintained and cared for its entire life.

It is accompanied by all the great accessories and documentation that are so important for a serious collector; spare tire, complete tool kit, reproduction 356B drivers manual, a full set of keys, service documentation, Porsche Certificate of Authenticity, and Larry Aguilar’s 40-year owner biography.

An original Bali Blue S90 with matching #’s as per Porsche Certificate of Authenticity!

Incredibly restored and immaculate interior with working radio!

One of the most delightful 356’s we’ve ever driven, tight and smooth shifting, great power and tight steering! A great set up!

Rare and Desirable Super 90 Engine!

Fully Restored!

Contact Jose Romero: jose@driversource.com

Visit our website for more info:

www.driversource.com/

We buy all classic European and American sport cars! Finder’s fees paid!!

Cadillac V16 Series 452 (1930) by Transaxle (alias Toprope)

3

World’s first series-production, sixteen-cylinder car

Manufacturing period: 1930 – 1937 (various design modifications)

Units: 4387

Top speed: 145 km/h

Original price (1930): $ 5900.-- (Convertible Coupé)

e n g i n e

Cylinders: 16 (45 degree angle / V-configuration)

Displacement: 7413 cc

Rated output: 121 KW / 165 PS @ 3200 rpm

Operation: 4-stroke petrol engine with dual Cadillac carburettors (patent: C.F. Johnson)

Bore x stroke: 76.2 x 101.6 mm

Cooling system: Liquid cooled with pump

Engine block: Cast iron

Kakopetria - Metamorfosi tou Sotira Church Crucifix by Kimhaz - Here and There

5 1

The church dedicated to the Saviour's Configuration ("Metamorfosi tou Sotira") is built in the middle of "Palio Chorio" ("Old Village"). It was constructed in the 16th century (1520) and it has the same architectural style as the other two small churches of the village, that of "Panagia Theotokos" and that of Saint George "Perachoritis". Up until 1994, liturgies were conducted daily since it was considered as the village's main church.

It is a rectangular church of the Basilica style and with elements of the Byzantine style. It can accommodate up to 100-150 faithful. Externally it is made of stone and whitewashed.

The inhabitants built extensions to the church in 1880 and 1960 because the village was continuously growing. When they dug the floor they discovered many pieces of frescoes, which surely came from this church. Indeed, they were able to read the name of the hagiographer who was named Symeon Afxentis. He is known for his frescoes of the "Panagia Theotokos" and "Archangel" churches in the village of Galata.

The icon screen is woodcut, as also are the two Psalters that can be found in the church.

There are various remarkable representations dating back to the 16th and 17th century. The icon screen is of various different chronologies.

The settlement of Kakopetria, although mentioned by the mediaeval annalists, existed -at least- since the Frank domination era. The village's region was inhabited around the 6th - 7th century and the various excavations that have been conducted in 1938 around the old village of Kakopetria (in the Ailades venue) prove this. During the excavations a dispenser of an ancient shrine -most probably belonging to the goddess Athena- came to light. A large number of movable findings were found, mainly terra-cotta, many of which depict the goddess Athena, as well as small, limestone, statues and parts of statues and bronze and iron shafts from spearheads and arrows. The findings most probably date back to the Archaic and Classic eras of Cyprus. Other statuettes represent Hercules and are an indication that he was also worshiped in the area along with the goddess Athena. These findings are found in the Archaeological Museum of Nicosia.

en.wikipedia.org/wiki/Kakopetria

7-5-10 Pattern 1 by Katie Walker

4 7

There are differing configurations of round gold plates because I wanted to see which I liked the best. The photo's not the best, but the pattern was too long for the scanner and I didn't want to spend all day working on this. :-)

A Pefect V Configuration by CK Sport Shots II

1

This is the rare "V" configuration shot where the winner (lane 4) is ahead and everyone fans out like a bunch of geese behind him (e.g. the further from the center of the track, the further back you are). I don't know that I have seen this exact phenomenon before.

This was a heat, not the finals.

Smith Brothers 412 reclining loveseat by Brian's Furniture

This particular style #412, is the matching pair to the #311 stationary sofa. This style can be done in many different configurations including single recliners and sectional configurations. For more options, please visit www.smithbrothersfurniture.com/catalog/ctl/search/mid/580....

This is shown in leather 5402 - a burgundy color, with antique brass nail head trim. Available manual or motorized reclining.

Ryan House - 1908 by Bob_2006

1120 Brunette Avenue, Coquitlam, BC.

Description of Historic Place:

The Fraser Mills Manager's Residence is a one and one-half story wood-frame residence, located on historic King Edward Avenue at the corner of Brunette Avenue. It faces Mackin House, flanking the original northern entry to Fraser Mills-at onetime the largest lumber mill in the British Empire. This residence has a unique roof configuration, with a gambrel roof and cross-gambrels at each end. A very large modern addition has been added to the rear of the original residence to accommodate a community arts and music facility, known as Place des Arts.

Heritage Value of Historic Place:

The Fraser Mills Manager's Residence was built in response to a major expansion of Fraser Mills undertaken between 1907 and 1908. It is valued as a testament to the success of Fraser Mills, and also for its ties to the French-Canadian settlement of Maillardville. Completed by 1908 as the residence for the Manager of the Fraser River Sawmills, it was situated at the original entry to Millside, the company town built to the north of the mill. Established in 1889, the mill initially suffered as its target market was foreign trade, which required the use of large ships to transport wood products. The Fraser River channel was too shallow to accommodate these vessels, and the mill-unable to compete with mills located on deep-sea ports-was forced to shut down. The river was finally dredged in 1905 and the mill resumed production in 1906. Its success was immediate and it could not keep pace with orders, but lacked funds for expansion. The following year the mill was bought by an investment syndicate based in the United States, which provided the capital necessary to upgrade equipment and expand the mill operations.

The Fraser Mills Manager's Residence, along with a host of new buildings and amenities, was built during the major expansion of Fraser Mills, which also required the construction of new accommodation for workers at this remote location. An economic downturn in 190? Led to Anti-Asiatic riots that caused a local labour shortage, and as a result a Roman Catholic priest was hired by Fraser Mills to recruit new workers from lumbering regions in Quebec and Ontario. On September 28, 1909, 110 French Canadians, approximately 40 families, mostly from villages in the Hull and Sherbrooke regions in Quebec and Rockland, Ontario, arrived at the Millside Station. A second group of immigrants arrived the following year. The French-speaking settlers founded the community of Maillardville in close vicinity to Fraser Mills, on pay-by-the-month lots supplied by the company. The Manager's residence was built for the most senior manager at the mill and was viewed as prestige housing within the Millside and Maillardville communities. The Manager's Residence faced the Mackin Residence-another house built for a manager-across King Edward Street and marked the northern entrance to the mill town. The last manager vacated the residence in 1956, and in 1961 it was converted to an RCMP headquarters. The building is currently used as a community arts and music centre.

The Fraser Mills Manager's Residence is also significant for its association with long time Fraser Mills management, the Mackin and Ryan families. The original resident of the Manager's residence was Mr. W.S. Rogers, his wife, and their son, Roy. In 1914, Henry James Mackin (1885-1958) was promoted to Mill Manager and moved with his wife Mary Elizabeth Mackin (nee Wilson) from the Mackin Residence across the street into the Manager's residence. Tom Ryan was Manager from 1931 to his retirement in 1936 and his son, Maurice Ryan, moved into the Mackin Residence in early 1931 when he was promoted to Assistant Mill Superintendent. Maurice moved into this residence in 1944 and stayed until his retirement in 1951. The building is also valued for its distinctive architecture. The building displays a unique example of a cross-gambrel roof and the look of the building harkens to a Colonial influence popular in the eastern United States. This Colonial influence reflects the Mill's American ownership.

Character-Defining Elements:

Key elements that define the heritage character of the Fraser Mills Manager's Residence include its:

- orientation facing the Mackin Residence across King Edward Street

- residential form, scale and massing of the 1908 residence as expressed by its one and one-half storey height (with full basement), symmetrical plan with a central front entry, and gambrel roof with cross-gambrels at each end

- wood-frame construction with wide lapped wooden siding on the ground floor and cedar shingles above

- additional exterior details such as scroll-cut, scalloped bargeboards

- fenestration such as multi-paned double-hung and casement wooden sash windows, and original decorative semi-circular windows in the attic

- landscape features such as a mature Japanese Maple, large rows of deciduous trees at the property line and a large holly tree at the northwest corner of the residence

Donald Luxton & Associates, March 2007

Also see

Graham and Elisabeth Casey by Jay Heritage Center

Over 800 people awoke to picture perfect pre-Joaquin weather on Sunday, September 27th. Where to go in Westchester? Families of all configurations made their way to the landmark Jay Estate in Rye to celebrate NY State's final Hudson River Valley Ramble weekend. The Jay Heritage Center (JHC) has been hosting Jay Day! A Fall Family Festival annually to build awareness about its ongoing preservation of John Jay's home on the Sound as an educational and cultural center. This year's newest focus was on the rehabilitation of historic gardens for community use. A 3D model of the proposed design from Nelson Byrd Woltz Landscape Architects together with framed images in each stone walled "classroom" drew enthusiastic responses. The gardens will serve as outdoor planting laboratories for schools and other non-profits dedicated to environmental stewardship.

It was an awesome autumn afternoon! Parents and grandparents watched small children take their first pony ride in the same place where a young Founding Father learned to saddle up in the mid 1700s. Volunteers included members of the Preservationists, JHC's auxiliary branch, as well as helpers from longtime partner Con Edison. Community high school students assisted with pumpkin decorating, apple coring and historic house tours while raptor demonstrations in the meadow drew both rapture and rapt attention from the audience.

(Photos by Cutty McGill)

Jay Heritage Center

210 Boston Post Road

Rye, NY 10580

(914) 698-9275

Email: jayheritagecenter@gmail.com

Follow and like us on:

Twitter @jayheritage

Facebook www.facebook.com/jayheritagecenter

Pinterest www.pinterest.com/jaycenter

Configuration menu_jpg by Jaka Lesmana

Battle Castle: Dover - the towers by Battle Castle

Dover Castle reveals another striking difference in tower design – geometry. Originally, castle towers were predominately square. Unfortunately, this configuration leaves the castle vulnerable to areas that archers can’t cover. In the 12th century, medieval engineers begin to design circular and semicircular towers to solve this problem. Because it was built over several decades, Dover boasts square and circular towers – the former being attributed to construction under Henry II, the latter to work that’s believed to have been carried out several years later under his son John. Additionally, the castle has several polygonal towers, including the Avranches Tower, which was specifically designed to maximize the garrison’s firepower.

Battle Castle is an action documentary series starring Dan Snow that is now airing on History Television and is scheduled to premiere on Discovery Knowledge in the UK in Spring 2012 and on various BBC-affiliated channels in the near future.

For the latest air dates, Like us on Facebook (www.battlecastle.com/facebook) or follow us on Twitter (www.twitter.com/battlecastle)

This show brings to life mighty medieval fortifications and the epic sieges they resist: clashes that defy the limits of military technology, turn empires to dust, and transform mortals into legends.

Website: www.battlecastle.tv/