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Su-22's demonstrating two swept wing configurations during the RNLAF open days (luchtmachtdagen) 2013
Camera: Pentax K-3 II
Focal Point: 33mm
ISO: 800
Aperture: f/22
Shutter speed: 3s
April 5, 2020 @ 10p
Taken at Home
Style: Diffused flash (used paper napkin)
This was done by setting up the candles and the central object (the puzzle cube from the Hellraiser movie series) on a patio table after dark.
Bed Configuration
Twin beds except in the royal luxury suite – Queen size
Cabin Sizes (Approximate)
Standard = 11.40 sq m
Suite = 18.24 sq m
Type of Windows in Cabins
Port-hole windows
The Spirit of Chartwell is an unusual addition to the Luxury Train Club, as it is a luxury River Cruiser. However, the interiors, atmosphere and attentive service are redolent of a luxury train. Indeed, the inspiration behind the riverboat’s public areas was the Rene Lalique 1929 Pullman car ‘Cote d’Azur’ operated by the Compagnie Internationale des Wagons-Lits. It was previously based in London, England, when in 2012 it was completely refurbished for The Queen’s Diamond Jubilee. It played a major role in the Thames Pageant, where it was in the flotilla as The Royal Barge, and carried Her Majesty Queen Elisabeth and HRH Prince Philip. This riverboat defines luxury Douro River cruising, setting the standard for service and quality. The finest interior furnishings, the impressive amount of space, and the high number of staff members per guest, all work together to create an elegant, club-like atmosphere for the fortunate few; an environment where every need is predicted and promptly attended to during the calm passage along the majestic Douro River Valley.
Multi-Component Inspector Kit (MCIK) for Complementary Access (CA)/DIV Inspections
Safeguard Equipments - Close-up of the visual observation instruments configuration with vest, belt, bags with for indoor use. IAEA Vienna, Austria, 3 October 2018
Photo Credit: Dean Calma / IAEA
The Black Wolf Turbo Lite 300 Tent is one of the Black Wolf range of original Quick Pitch Tents that have become the benchmark in tourer tents. Super fast and easy to erect they’re ideal for extended touring trips when you’re on the move. With various sizes and configurations available in both ‘heavy duty’ and ‘lite’ material, the Black Wolf Turbo Tents are unique in their class.The Black Wolf Turbo Lite 300 Tent features:
* Lightweight: The Turbo Lite 300 is made from very strong but lightweight Ripstop Polyester. Weighing in at only 15.3 kilograms, the Turbo Lite 300 is easy to handle and transport. It packs away almost as quickly as it sets up.
* Size: The 300cm square floor comfortably sleeps five people. Other sizes available are the smaller 210 (sleeps three people), and 240 (sleeps four people) all with a comfortable 200cm height.
* Fly Material: The fly, which comes standard, is made from 150D Ripstop Polyester PU 2000mm a lightweight yet ultra-tough and durable material.
* Floor: The floor has been upgraded to a 500D Polyester PU floor, more durable, yet light in weight and easy to fold and pack.
* Strong: The frame and poles are all of strong, lightweight and durable 23mm diameter aluminium.
* Excellent Ventilation: A large front door, roof vents and large gusseted side windows provide for plenty of airflow and ventilation.
* Waterproof: The seams of the fly and floor are waterproof-taped to prevent leakages and keep you dry.
* Weather Protection: The freestanding front awning tensions off the main frame, eliminating extra poles but sheltering the entry from rain and sunshine
* Insect protection: The doors and windows are fitted with zippered fibreglass mesh to keep out flying insects.
* Compact when packed: Will fit into the back of most 4WDs and doesn’t have to be carried on roof racks.
* Extras touches: Zippered guy rope stow pockets to keep guy ropes tidy; a zippered power inlet with retainer tabs.
* Accessories/Options Available: To extend your living space team up your Turbo Lite 300 with a Turbo Lite Basecamp Fly 300.
* Lifetime warranty: Black Wolf are constantly improving and innovating their products. The Turbo Tent range is a perfect example of the company’s commitment to best-in-class quality and performance. Their true belief in this is illustrated in the Lifetime Warranty that comes with all the Turbo Tent range!
www.snowys.com.au/Tents-Shelters/Touring-Tents/Turbo-Lite...
From A Proposal for the Development of the East Shore Tidelands of San Francisco Bay, Prepared for the Atchison, Topeka, and Santa Fe Railway Company by Victor Gruen Associates, October, 1963.
My TV & entertainment system configuration in my new apartment. I'm planning to get an HDTV soon, but for now, this setup works well.
The digital superzoom Panasonic DMC-FZ1000 offers myriad of ways to configure its five Fn buttons spread across its body and rivals sophisticated dSLR's in that department, even outclassing many entry-levels reflex cameras. Unfortunately only the red video button cannot be re-programmed.
I programmed the Fn buttons as indicated on the image for quick and convenient access to my most often-used settings without having to delve deeply into menus.
The only Fn button I haven't modified from its original function is Fn3 which brings up the QMenu (for Quick Menu as shown on the LCD) and which serves a chosen set of configurable settings (I picked those to my personal taste). The QMenu is somewhat of a blend between a dedicated button (there are a few of those too) and the full menu lists.
By default Fn2 brings up the WiFi functions but since I rarely use that it was configured to toggle the Silent mode on and off which also forces the camera to use the silent electronic shutter when turned ON (instead of the noisier mechanical shutter) even when the camera is otherwise set to use only the mechanical shutter (and the flash won't fire either when Silent mode is ON).
Actually all Fn buttons summon a mini toggle menu to enable their chosen modes so you may still need to use the navigation keypad to confirm the selection although in most cases repeated presses of the Fn button automatically toggle among the modes assigned to its function.
Once your fingers get trained to the Fn button positions you can keep your eye(s) on the scene while adjusting the settings.
This 2008 model Jeanneau Sun Odyssey 39i is commercially registered and currently operates as part of a charter fleet in the Whitsundays. The vessel can stay working in charter, or be removed for a private vessel should the purchaser so wish. The vendor also has a GBRMPA Bareboat permit available for sale separately if required.
This is a three cabin two head vessel with a fully equipped galley and large saloon seating area. The vessel provides good head height throughout, and presents in good condition. Gas cooking and BBQ, and built in refrigeration are standard. The cockpit space provides loads of room for entertaining, and the twin helm configuration provides for an easy walk through layout. The decks are easy to navigate and the vessel comes with a commercial grade tender and outboard.
A 40hp Yanmar delivers the power, all the rigging is in good condition, and a new Mainsail was fitted in 2013. Raymarine navigational equipment is installed including autopilot and a touch enabled plotter.
I was just messing around on the MG 3 Configurator earlier and thought I'd post this pic up on here as it's an interesting combination. Do an MG configuration and post it here. There are millions of options!
97 East 2nd Avenue, Vancouver, BC.
The building was renovated to the present configuration in 2013.
Statement of Significance:
Description of Historic Place:
Located at the corner of East 2nd Avenue and Quebec Street, the Opsal Steel Building is an important, surviving and excellent example of early twentieth century industrial architecture. It is a legacy of the industrial history of the southeast False Creek area.
Heritage Value:
The heritage value of the Opsal Steel Building lies in its contextual and architectural value.
The building was designed by architect T. H. Bamforth and built by Dominion Construction in 1918. It has long been known as the Opsal Steel Company ""OSCO"" and its distinctive Art Moderne addition was added in the early 1940’s.
The building is a landmark at the corner of East 2nd and Quebec and is a very visible reminder of the area’s - and the city’s - industrial past. There is a brick manufacturing building directly across the street to the south, a vacant lot diagonally opposite, a low-rise industrial building opposite to the east and the large concrete structure of Mario’s gelato factory across the lane. Its long linear profile to East 2nd Avenue is an important part of its contextual value.
The building is composed of a pair of long gable-roofed ranges parallel to East 2nd Avenue, made up of heavy-timber frame, two-storey high bays. A low roof element connects the two ranges mid-site. A series of rooftop light monitors are found on the northern lane-fronting range. Originally clad in board and batten siding, the building has for some time been clad with horizontal wood siding, painted a box-car red. Multi-paned sliding windows are found at regular bay spaces along the facade. An important part of the southern facade is the painted sign ""Opsal Steel Limited - OSCO - Logging Equipment"". The part of the building at the corner of Quebec and East 2nd is a stucco-clad Art Moderne section, housing administrative offices; it has horizontal banded windows and until recently had a sign ""Opsal Steel Ltd."" in Moderne era metal letters.
The exterior of the building is largely original, although there have been some changes over time. The building has suffered a considerable amount of deterioration over the past decade, with major decay in the lower sections of the wooden siding, windows and the roof. Inside the building are a number of interesting artifacts related to the casting and manufacturer of steel equipment for the logging industry, including a gantry crane and wooden casting moulds.
Source: City of Vancouver Heritage Conservation Program
Character-Defining Elements:
Key elements that define the heritage character of the Opsal Steel Building include its:
- location in the southeast False Creek industrial area
- landmark visibility at the corner of West 2nd Avenue and Quebec Streets
- facade, comprised of long low horizontal frontage along West 2nd Avenue
- two parallel ranges of low-pitch gabled roofs
- regular pattern of rooftop monitors on northern range of building
- repetitive pattern of window openings
- simple wood-frame multi-paned sliding windows
- Art Moderne streamlined addition
- large open interior volume in two parts
- exposed timber frame and trusses
- gantry cranes
Engine Daewoo DE12 Tis-BA (360ps)
Seating configuration 2x2 - 41
Model DAEWOO "Royal CRUISER Bus"
Chassis BH120F
Some of you might have noticed that I am bit of a Sandvik fan and that I am also occasionally working on documenting the various models Sandvik churned out.
Well, living in neighboring Finland I have been surprised how few of the old Sandvik saws I have found and how little they seem to vary in tooth configuration. Most seem to be full width saws and almost every Sandvik hand saw I have seen has been filed crosscut at between 5 and 7 TPI.
This one is not a big exception. It is a straightback Sandvik model no 270 filed crosscut at 6 TPI or 7 PPI. The length is not rare but clearly not as commonly seen as the full length saws.
This saw might not appear too appealing at first glance. But in fact this example is in near original condition. It has seen use as evidenced by the dullish teeth. But I think it has spent most if it's existence hanging from a wall.
The saw plate is distinctively breasted as is typical for the Sandvik high end saws. The teeth does not look like they have ever been resharpened and the saw plate is dead straight, both at the top and the bottom.
The apple handle with the distinctive dragons is also entirely intact (mind you I have not as of yet seen a single wooden handle on a Sandvik saw that would have been broken).
The two etches are very much alive and kicking and the orange-hazed sheen on the saw plate was a combination of surface rust and protective oil so Iit did clean up very well.
The 24-inch models are by no means rare, but this is the first I have seen in this condition and with teeth cut like this. The very common factory configuration for the Finnish saw market seems to have been high, pointy teeth for coarse work with green wood. Therefore I am happy to see a different and lower shape on the teeth.
I have not been able to advance very much on dating Sandvik saws. I have studied medallions, etches and general appearance, but since Sandvik made very few alterations to designs as well as etches and medallions, I have not been able to gather more than strong suspicions.
But I do believe that one of the oldest medallions made is the one featuring nothing more than a capital S and the company name in Swedish.
The next to follow would the medallion on this very saw. Here we have the company name written in Swedish followed by the fish and hook and the place of origin.
The medallion and nuts on this saw as well as older ones are nickel plated brass, just like Atkins did at one point. I have other saws where the nuts are worn enough to display the brass.
As far as the etches goes, I believe this variation to be an older one. Every older Sandvik saw has two main etches, the left being the quality guarantee and the right verifying the plate configuration and steel quality. On later saws, often found with plastic or laminated handles, there is a third etch which advices against setting the tooth from the base (which is very sound advice as the devilishly hard steel on Sandvik saws can break if set incorrectly).
If I am right about my theory, the oldest etch variation (I am ware of) places the model number in between the two large etches, whereas later two or three etch combinations have the model number placed at the lowest part of the "SANDVIK" etch, just below the fish and hook. As this area of the saw plate is very exposed to the workpiece, these saws have often lost the lowest part of the etch.
So, based upon theories regarding medallions and etches I would think this saw was made no earlier than the 1940s. If anyone has better information I'd be happy to hear it.
Do I need to say that I think the Sandvik saws are some of the best I have tried. I mean they absolutely and fully compare to the Atkins', Disston's, Simonds', W&McPs and others.
This saw still has reasonably sharp teeth and without sharpening or setting I have tried it out a few times. The performance is excellent. The saw tracks easily, cuts effectively and provides a balanced and very enjoyable feedback where the breasted plate is constantly engaged with the workpiece. And the tensioning is very good.
A very strange configuration of a Leopard I Main Battle Tank.
I had difficulties in identifying this particular vehicle.
I noticed the difference with the Leopard I MBT, this one has a lengthend hull, a battery storage compartment in the rear and a generator in the front with, external, an exhaust pipe to the engine compartment.
It was Bas Pos from Maastricht who brought to my attention that this vehicle has a Cheetah PRTL (CA1 Pantser Rups Tegen Luchtdoelen) hull with a Leopard I turret.
Apparently the turret with the twin 35 mm Oerlikon Anti Aircraft guns was replaced with the Leopard I turret before it was shipped off as a target to the CSK Vlieland.
An image of a Cheetah PRTL can be found here; tanxheaven.com/ljs/cheetahljs/01-PRTL-35mm_Cheetah,Oirsch... (picture; Liejon Schoot)
This is a photograph from the 4th and final round of the 2017 Pat Finnerty Memorial 5KM Road League which was held in Belvedere House and Gardens, Mullingar, Co. Westmeath, Ireland on Wednesday 24th May 2017 at 20:00. This is the final round and consequently some of the decisions around the final configuration of the category prizes are still open for resolution. The Road League is promoted and organised by Mulligar Harriers Athletic Club and sponsored by local sponsors including O'Brien's Renault dealership. This is a very well established as an annual event which takes place on every Wednesday night in the month of May. Tonight's weather was absolutely wonderful. Warm summer air filled the Belvedere area as the runners were treated to perfect summer weather. Just under 200 participants took part in the race which runs a traffic free course over a mix of road and hilly forest trail. Congratulations are due to all of the Mullingar Harriers club who put this excellent series together.
Timing and event management was provided by http://www.myrunresults.com/. Their website will contain the results to today's race.
The full set of photographs is available at: www.flickr.com/photos/peterm7/albums/72157684232399025
Can I use these photographs directly from Flickr on my social media account(s)?
Yes - of course you can! Flickr provides several ways to share this and other photographs in this Flickr set. You can share directly to: email, Facebook, Instagram, Pinterest, Twitter, Tumblr, LiveJournal, and Wordpress and Blogger blog sites. Your mobile, tablet, or desktop device will also offer you several different options for sharing this photo page on your social media outlets.
BUT..... Wait there a minute....
We take these photographs as a hobby and as a contribution to the running community in Ireland. We do not charge for our photographs. Our only "cost" is that we request that if you are using these images: (1) on social media sites such as Facebook, Tumblr, Pinterest, Twitter,LinkedIn, Google+, VK.com, Vine, Meetup, Tagged, Ask.fm,etc or (2) other websites, blogs, web multimedia, commercial/promotional material that you must provide a link back to our Flickr page to attribute us or acknowledge us as the original photographers.
This also extends to the use of these images for Facebook profile pictures. In these cases please make a separate wall or blog post with a link to our Flickr page. If you do not know how this should be done for Facebook or other social media please email us and we will be happy to help suggest how to link to us.
I want to download these pictures to my computer or device?
You can download this photographic image here directly to your computer or device. This version is the low resolution web-quality image. How to download will vary slight from device to device and from browser to browser. Have a look for a down-arrow symbol or the link to 'View/Download' all sizes. When you click on either of these you will be presented with the option to download the image. Remember just doing a right-click and "save target as" will not work on Flickr.
I want get full resolution, print-quality, copies of these photographs?
If you just need these photographs for online usage then they can be used directly once you respect their Creative Commons license and provide a link back to our Flickr set if you use them. For offline usage and printing all of the photographs posted here on this Flickr set are available free, at no cost, at full image resolution.
Please email petermooney78 AT gmail DOT com with the links to the photographs you would like to obtain a full resolution copy of. We also ask race organisers, media, etc to ask for permission before use of our images for flyers, posters, etc. We reserve the right to refuse a request.
In summary please remember when requesting photographs from us - If you are using the photographs online all we ask is for you to provide a link back to our Flickr set or Flickr pages. You will find the link above clearly outlined in the description text which accompanies this photograph. Taking these photographs and preparing them for online posting takes a significant effort and time. We are not posting photographs to Flickr for commercial reasons. If you really like what we do please spread the link around your social media, send us an email, leave a comment beside the photographs, send us a Flickr email, etc. If you are using the photographs in newspapers or magazines we ask that you mention where the original photograph came from.
I would like to contribute something for your photograph(s)?
Many people offer payment for our photographs. As stated above we do not charge for these photographs. We take these photographs as our contribution to the running community in Ireland. If you feel that the photograph(s) you request are good enough that you would consider paying for their purchase from other photographic providers or in other circumstances we would suggest that you can provide a donation to any of the great charities in Ireland who do work for Cancer Care or Cancer Research in Ireland.
Let's get a bit technical: We use Creative Commons Licensing for these photographs
We use the Creative Commons Attribution-ShareAlike License for all our photographs here in this photograph set. What does this mean in reality?
The explaination is very simple.
Attribution- anyone using our photographs gives us an appropriate credit for it. This ensures that people aren't taking our photographs and passing them off as their own. This usually just mean putting a link to our photographs somewhere on your website, blog, or Facebook where other people can see it.
ShareAlike – anyone can use these photographs, and make changes if they like, or incorporate them into a bigger project, but they must make those changes available back to the community under the same terms.
Above all what Creative Commons aims to do is to encourage creative sharing. See some examples of Creative Commons photographs on Flickr: www.flickr.com/creativecommons/
I ran in the race - but my photograph doesn't appear here in your Flickr set! What gives?
As mentioned above we take these photographs as a hobby and as a voluntary contribution to the running community in Ireland. Very often we have actually ran in the same race and then switched to photographer mode after we finished the race. Consequently, we feel that we have no obligations to capture a photograph of every participant in the race. However, we do try our very best to capture as many participants as possible. But this is sometimes not possible for a variety of reasons:
►You were hidden behind another participant as you passed our camera
►Weather or lighting conditions meant that we had some photographs with blurry content which we did not upload to our Flickr set
►There were too many people - some races attract thousands of participants and as amateur photographs we cannot hope to capture photographs of everyone
►We simply missed you - sorry about that - we did our best!
You can email us petermooney78 AT gmail DOT com to enquire if we have a photograph of you which didn't make the final Flickr selection for the race. But we cannot promise that there will be photograph there. As alternatives we advise you to contact the race organisers to enquire if there were (1) other photographs taking photographs at the race event or if (2) there were professional commercial sports photographers taking photographs which might have some photographs of you available for purchase. You might find some links for further information above.
Don't like your photograph here?
That's OK! We understand!
If, for any reason, you are not happy or comfortable with your picture appearing here in this photoset on Flickr then please email us at petermooney78 AT gmail DOT com and we will remove it as soon as possible. We give careful consideration to each photograph before uploading.
I want to tell people about these great photographs!
Great! Thank you! The best link to spread the word around is probably http://www.flickr.com/peterm7/sets
KLM Boeing 747-200B was delivered to KLM in 1978. It operated in a "combi" configuration, a combination of passenger and cargo configuration. It was modified to a -300 "stretched upper deck".
For two-day tour: Acorn Boxy Rando bag (bike tools, clothing, toiletries, and snacks) and Carradice Nelson Longflap saddlebag (sleeping bag, pad, and jacket). I'm not thrilled with the saddlebag impinging on both the rear brake cable and the taillight mount on the seatstay.
When F-86Ds were upgraded to the F-86L configuration, an AN/ARR-39 datalink receiver was fitted, which had a blade-like antenna sticking out of the fuselage just forward of and below the starboard wing. The AN/ARC-27 command radio of the F-86D was replaced by an AN/ARC-34 set. An AN/APX-25 identification radar was added, and a new AN/ARN-31 glide slope receiver was provided.
All Follow-On aircraft were brought up to F-86D-45 standards before starting with the electronics upgrades, including the installation of the drag chute in the tail. In the F-86L, two protruding cooling air intakes were added to the fuselage sides just aft of the wing, replacing the older recessed cooling ducts. The same J47-GE-33 or J47-GE-17B engine of the F-86D was retained, but the F-86L was fitted with the F-86F-40 wing, with twelve-inch wingtip extensions and "6-3" leading edge extensions with slats. The wingspan and wing area were 39.1 feet and 313.37 square feet respectively. The new wing improved the handing ability and provided better turning at high altitudes. The reconditioned F-86Ls retained the armament of twenty-four rockets of the F-86D.
The first flight took place on December 27, 1955. That particular aircraft had just the SAGE equipment installed, and the first conversion incorporating all of the Follow-On changes did not fly until May of 1956. A total of 981 F-86Ds were modified to the F-86L configuration. After conversion in 1956-57, F-86Ls were issued to most of the ADC wings that were using the F-86D. First to receive the F-86L was the 317th FIS at McChord AFB, which first received the planes in late November of 1956. The service of the F-86L with the ADC was destined to be quite brief, since by the time the last F-86L conversion was delivered, the type was already being phased out in favor of the Convair F-102A and F-106A delta-winged interceptors. The last F-86Ls left ADC service by 1960.
It should be noted that F-86L aircraft were also assigned to the 196th FIS, which was an integral part of Air Defense Command. The 196th FIS was based at Ontario ANGB, and the successor unit is the Guard refueling unit currently based at March Field. (Source: Ray V. Miller).
During the Cuban Missile Crisis of 1962, six ANG F-86L squadrons were on alert. The last F-86Ls were withdrawn from ANG service during the summer of 1965.
-March Field Air Museum website (www.marchfield.org/)Nicknamed the "Flying Vacuum" because of its low slung jet intakes, the F-89 Scorpion would ingest any loose objects it crossed paths with on the runway. An attempt to place screens over the intakes failed when, at high altitudes, ice formed over the screens and caused the engines to flare out. Designed as an all weather ground attack fighter, the Scorpion was the first US interceptor armed with nuclear air-to-air missiles and the first aircraft to live fire an AIR-2 Genie nuclear air-to-air missile on 19 July 1957.
According to the Air Force Historical Research Agency (AFHRA/RSA), Maxwell AFB, AL, the museum's F-89J has the following history:
The aircraft at the March Field Museum is a J model, serial number 52-1949. It was manufactured by Northrop and delivered to the Air Force on 24 November 1954
In June, 1981, it was transported by truck to March AFB Museum. The nose radar equipment was removed and placed into a display case by former radar technician who was in the RAF during WWII. The display shows the many glass radio tubes in use at the time. This aircraft is on loan from the USAF.
-March Field Air Museum website (www.marchfield.org/)
New configuration, new category and new factory. "She takes after Auntie Giulia !"
1972 - 1984
1.186 cc
4 Cylinder Boxer
63 cv @ 6.000 rpm
83 Nm @ 3.500 rpm
Vmax : 152 km/h
920 kg
900.925 ex. (Alfasud)
Museo Storico Alfa-Romeo
Viale Alfa-Romeo
Arese
Italy - Italia
November 2018
Canopy / Cockpit Configuration Preview (Iteration 5, Included VTOL Inlet Doors and Inlet Ducts) of an entirely new type of aircraft, no info is on the net yet and won't be for a while. RANGER - 2 Passenger VTOL Hypersonic Plane
www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
Vertical take off and landing - High Supersonic into Hypersonic Realm. Economy cruise above Mach 4, and can accelerate to beyond Mach 8. Non VTOL, could reach LEO. With a range of 5,000+ nm (8,000-10,000nm non vtol). Fuel H2, reducing fuel weight 95%.
Length, 35ft (10.67m), span 18ft (6m).
Propulsion, 2 Unified Turbine Based Combined Cycle. 2 Unified thrust producing gas turbine generators that provide the power for the central lifting fan (electric, not shaft driven) and the rear VTOL.
Estimated market price, $25-$30 million in production. New York to Dubai in an hour.
All based on my own technology advances in Hypersonics which make Lockheed and Boeing look ancient.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
UBC Modern Buildings & Landscapes walking tour
Sculpture, Configuration (1960) by Gerhard Class.
Located on the exterior wall of the Buchanan Building entrance, this sculpture was the winner of a Canada Council contest in 1958. It was a bequest to UBC. The patina on the surface is the result of weathering. It is made of welded and soldered sheet copper.
In September 2013, Gerry McGeough, the University of BC's architect, conducted our walking tour of the UBC Campus, showing number of restored and rehabilitated modern (international style) buildings and landscapes including the former faculty club. Gerry focused on the cultural landscape approach to heritage conservation that the university has taken.
There are many excellent examples on the tour of how the university has carried out successful seismic upgrading while preserving the heritage of the buildings.
“An artist concept of Saturn C1 configuration. Planned in several versions, Saturn will be one of the nation's prime space exploration vehicles for several years. Fueled, the C1 version weighs about one million pounds. The second stage S-IV is built by Douglas Aircraft Corp., it will generate 90,000 lbs. of thrust. The S-IV in later Saturn configurations will be the third stage."
The above description is associated with the following:
stellar-views.com/images/Apollo_61-SA1-19.jpg
Credit: Stellar Views website, home to many other nice photos
In both the above linked image & my large "poster print" version (linked to below), the artist's last name, “Case”, is visible, who was likely employed by Douglas Aircraft Company/Corporation. Unfortunately, I have nothing on him/her.
Sofa series by Norwalk Furniture available with 4 arm choices, number of seat/back cushions, 4 base designs, and sofa/sectional configurations
www.vwcommercialvans.co.uk/caddy/caddy.html
Flexible seat configurations mean you can cater for all types of business, whether it's ferrying families and luggage to the airport, or carrying bulky items like luggage and equipment. The seven-seater Caddy Maxi Life features two rows of passenger seating that can be folded, split or even removed altogether to free up space. Sliding doors on both sides make for convenient access and loading.
The original configuration of NBC's 4th floor "EJ" (Electronic Journalism) had this console along the hallway leading from the studio elevators to the West building. The view is into the playback area towards a group of 3/4-inch U-Matic machines; BVU-200's that are yet to be operational at this point (no control panels are installed yet). At the time of this photo, the space was being used as a background for a video shoot. In the background can be seen an RCA TK-46P on a portable pedestal and lighting units are in place around the equipment.
The man seated at left has been identified as Don Oricco. The woman in the center is unidentified. The man at the right is believed to be Jay Fine.
The area was years later remodeled for playback only when Beta SP VTR's were introduced in the 80's (see "NBC1EJPBEast.JPG" through "NBC4EJPBEast.JPG"). The front console was removed and additional VTR's were placed in the racks at the right from behind, making what was the back of each rack into the front. In place of the console was a desk facing the hallway with Beta VTR's on it to allow producers to screen taped material.
Since 6/04, playback has moved to new video server rooms located in DPS on the 5th floor.
This space was demolished in 6/07 and is now used by NBC News as MSNBC office space.
Now that I have the satellite internet working, our electronics configuration can be finalized. From top to bottom in the rolltop cabinet, there are two slots for the laptops (which land on the bed if they fall out, thank goodness). Below that is a tall shelf with (left to right) battery charger, XM radio dock for when it's not in the front, the tall blue Hughesnet modem (satellite internet) with the wireless router behind it, and the white cardboard box which contains all the datacard chargers, wires, etc. On the back wall are switched surge protectors so either the TV or the internet stuff can be turned off en masse when not in use, eliminating parasitic drains. Next below that with the blue circle on it is the DirecTV tuner, and on the bottom shelf is the HDMI A-B switch to select input for the TV (Blu-ray player or DirecTV tuner). Lastly, the Blu-ray/DVD/CD/mp3 player is on the bottom underneath the A-B switch. The TV is a 720p Samsung 19 inch model, world's smallest high definition television and only 40 watts, on a swivel mount that allows us to watch in bed or from the seats up front. Black wire hanging down from the TV is for the earphones - comes in handy due to our staggered sleep schedules.
With all those blinking blue indicator lights, at night it looks like the aliens have landed. We have to shut the cover to get any sleep.
Revolutionary design by Marcello Gandini’s (Bertone) sleek styling is the benchmark of sports car design: Cab-forward styling, with shortened front end and longer tail section
Racecar served as ambitious sports car
In 1965 at the Turin Autoshow Lamborghini instigated the trend of high performance, two-seater, mid-engined sports cars.
At launch in 1966 it was the fastest production road car available.
Manufacturing period: 1966 – 1973
Units: 275 (P400: 1966-1969) / 764 (all P400 versions: P400 / S (1968-1971: 338) / SV (1971-1973: 150) / Jota / SV/J / Roadster / SV J Spider)
Top speed: 280 km/h
Empty weight: 1125 kg (S / SV: 1298 kg)
Designer: Marcello Gandini @ Bertone
Cylinders: 12 (60 degree angle / V-configuration)
Displacement: 3929 cc
Rated output: 257 KW / 350 PS @ 7000 rpm (S: 370 PS @ 7700 rpm / SV: 385 PS @ 7700 rpm)
Valvetrain: Two overhead camshafts per cylinder bank, chain driven, bucket tappets
Operation: 4-stroke petrol engine with four Weber IDL40 3C 3bbl downdraught carburetors
Bore x stroke: 82 x 62 mm
Cooling system: Liquid cooled with pump
Engine block: Full alloy
MV-22B VMM-265,MCAS Futenma
,7 Sep.2014 Yokota Friendshipday,JAPAN
,Nikon D7100
,AF-S Nikkor ED17-55mmF2.8G
Cylinders: flat-6 (boxer-configuration)
Displacement: 2341 cc
Bore x stroke: 84 x 70.4 mm
Rated output: 140 PS @ 5600 rpm (carburetored, except the USA where the new BOSCH K-Jetronic CIS (continuous fuel injection system) was used, according to stricter environmental laws)
Max. torque: 197 Nm @ 4000 rpm
Top speed: 205 km/h
0-100 km/h: under 10 s
Empty weight: 1077 kg
Cooling system: Air cooled with fan
© www.carfolio.com/specifications/models/car/?car=26521
The “F-Series” (F-model) are widely seen as the genuine models (master pattern) of all 911-types in summing up of the series from MY 1968 (introduced in the middle of 1967) “A-series” to MY 1973 (discontinued in the middle of 1973).
The identifying of an early successor, an European G-model MY 1974, could lead to the following mystic question: Why are impact bumpers fitted to some early “G-series” models only?
The new 911 G-Series was introduced in 1973. The US-Versions were all equipped with this new bumpers to conform with low speed protection requirements of US law from the very beginning. The integration of the new shock absorbing bumpers as standard of the European versions followed only one year later. In Germany the “G-Series” models since 1974 are called “Blasebalg”-models (German for “bellows”).
KlassikSTADT Frankfurt
Pyritz Classics
14 February 2014
Date Taken: July 4, 2024
Basic Details:
Operator: GV Florida Transport, Inc.
Fleet Number: S003
Classification: Air-Conditioned Provincial Operation Bus
Seating Configuration: 1x1 Double-Decker Bunk Beds
Seating Capacity: 24 Passengers
Body:
Coachbuilder: Del Monte Motor Works, Inc.
Body Model: DMMWI DM22T "Touring"
Chassis:
Chassis Model: Scania K360IB
VIN / WMI Code: 9BSK4X200N
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive
Suspension: Air-Suspension
Engine:
Engine Model: Scania DC13 114
Cylinder Displacement: 12.7 Liters
Cylinder Configuration: Straight-6
Engine Aspiration: Turbo-Intercooler
Max. Power Output: 360 hp @ 1,900 rpm
Peak Torque Output: 1,850 N.m @ 1,000 - 1,300 rpm
Emission Standard: Euro 5
Transmission:
Transmission Model: Scania OptiCruise GR 875R
Type: Automatic Transmission
Gears: 8-Speed Forward, 1-Speed Reverse
* Some parts of the specifications may be subjected for verification and may be changed without prior notice...
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