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The Mercedes-Benz E-Class is a range of executive-size cars manufactured by Mercedes-Benz in various engine and body configurations. The E initially stood for Einspritzmotor, (German for fuel injection); a new feature in volume production vehicles at the time that the E-Class first appeared, with the E as a suffix to the engine nomenclature (e.g. 230E) in the 1950s. It was not until the launch of the facelifted W124 that the E was used as a prefix (i.e. E220) and the model referred to officially as the E-Class (or E-Klasse). At this time all Mercedes cars used fuel injection and the company felt it was not necessary to add this as a distinguishing feature. Due to the E-Class' size and durability, the cars also frequently serve as taxis in European countries. Older models like the W123 and W124 are used in Malaysia as inter-state taxis, and the most current model is used in Singapore as a taxi, and Mercedes-Benz offers a taxi specification as well as other special-purpose vehicles (e.g. police or ambulance modifications) from the factory
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!
Showing the open and enclosed platform configurations of the model. The earlier open platform buses had a 2 piece window arrangement on the rear bulkhead but the later post 1956 buses this single window pane. The 6 1953 pre production LDs also had this single pane arrangement.
The model is based on a 1960 pattern vehicle, the last year that LDs were delivered to Tilling group companies, although the Scottish Bus Group continued to take delivery of LD Lodekkas until 1961, despite Bristol/ECW production having already switched over to the flat floor FS series bus.
I have a 3rd Buskits LD kit, and I'm not sure what it will be finished as yet, but thoughts have turned to one of the 6 pre production models, presumably now to be 7 with 1 for Island Traction! That will involve quite a lot of detailed work especially to the slightly larger and higher bonnet cowl and odd early long apron slatted grille, smaller cab front window, differing cab side windows etc.
Am eagerly awaiting some waterslide transfers from Frank Howard, which will beautifully detail the rear aspect of these buses. London & Manchester Assurance roundels on the corners and Tizer etc rear adverts.
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
Latest configuration - slimmed down as much as it has ever been. It will be interesting to see how long I go before reinstalling the fenders and the kickstand. Odometer just rolled over to 6,000 miles in 3 years of riding.
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)
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
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.
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
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
Sound Devices MixPre-6 is a great field recorder. In this configuration it can be mounted on any arca swiss type receiver and my camera can then be mounted on top of the recorder. In addition to recording the audio mix I can feed the audio into the camera so I have two recordings of the audio. The preamps are excellent and the recordings are first rate. The only issue I have with this unit is there is no line level output. Depending on your use case this may be an issue. The unit can be powered via USB-C but it needs to be a source that's putting out enough power. For example I have an ANKER PowerCore+ 20100 USB-C that does the trick - www.amazon.com/Anker-PowerCore-Ultra-High-Capacity-Portab...
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.
This is a photograph from the SSE AIRTRICITY Dublin Marathon which was held in Dublin, Ireland on Bank Holiday Monday 26th October 2015 at 09:00.The Dublin Marathon has been held annually since 1980. The marathon course starts at Fitzwilliam Square in the city center and finishes at Merrion Square. For the past number of years there have been some changes to the configuration of the route at the start and finish due to traffic and transportation infrastructure work around the city center. However the majority of the race proceeds in an anti-clockwise direction around the city passing through the Phoenix Park, Chapelizod, Inchicore, South Circular Road, Walkinstown, Terenure, Clonskeagh, UCD, Stillorgan Dual Carriage Way, Ballsbridge and finishing up Northumberland Road and Mount Street. As always the organisation is first class and this seen just under 13,000 people complete the marathon course.
The weather conditions were not very good for marathon running with runners facing race and windy conditions around much of the course.
Overall the poor weather conditions did not make for very good photographic conditions particularly around the start and finish area where it was a little darker around the tall buildings and streets.
The full set of photographs from the start and the finish are available at our Flickr set for Dublin Marathon 2015 https://www.flickr.com/photos/peterm7/albums/72157658064057124
These pictures are completely unofficial photographs. We, or this Flickr account, are in no way professionally linked or related to the official photography from the Dublin Marathon 2015. We advise that you consult the official DCM 2015 photography services for other photographs while observing their terms of usage
USING OUR PHOTOGRAPHS - A QUICK GUIDE AND ANSWERS TO YOUR QUESTIONS
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, 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
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
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.
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.
-------------
glide breaker, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
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.
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
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.
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.
Like most cities, at least in Europe, Paris has huge subterranean cavities, built in 2000 years of history for many purposes: quarries, religious hideout, beer cellars, subways and bunkers. Most of the excavations are located at the base of the three "mountains": Montparnasse, Montrouge and Montsouris. There are approximately 300km of galleries all together, not all of them are connected. The most extended connected system of tunnels is located under the 5th, 6th and 14th districts, and is about 100km long.
The name catacombs is derived from the usage as graves. This name is sometimes used for all the underground caverns of Paris, but the tourist spot, open to the public, are the graves. They do not really promote them to tourists, but they are open to the public.
At the end of the 18th century, the French government began converting several subterranean rooms into mass graves. This was necessary to meet desperate overcrowding in the medieval cemeteries in the center of Paris, which also became a hygienic problem. From 1785 to 1786, in 15 months, millions of bones and rotting corpses were tranported from the unsanitary city cemetery in Les Halles to this place. It was a monumental project to transport the bones in huge carts at night across the city.
And here they are, in huge piles, arranged as crosses, as faces and in other different configurations. Above the door outside are the words (in French): Stop! This is the empire of death. This bone collection of 5 to 6 million people has 11,000m bones.
Just before the Revolution, Charles X threw wild parties in the catacombs. During World War II the French Resistance set up its headquarters here.
more info:
Paris Catacombs
Zoom Out
I had collected sufficient anecdotal evidence that people approved of the new furniture configuration and that, as needed, they were making minor alterations as needed.
Thus I set my sights on the peripheral environment. I had been wanting to organize formally the organized chaos that was the random stacks of books on the shelves and the assorted posters on the common room walls. I was spurred to do this because the complaint that I had made about the common room's incoherent conditions on a postgraduate feedback form had been heard in fact by the administrators. When a staff member called me, I knew something could at length be done.
The problem with all the books on the shelves and the posters on the walls is that people have developed unspoken rules for why they are placed there; yet the consequences of their placement without regulation are obvious: while people can browse other people's refuse and find treasure in a pile of books that otherwise would be thrown out, this purpose is not explicitly stated: this tradition is passed on by word of mouth or by guesswork. In addition, since no other rules govern these piles, they grow to such heights that browsing the stacks become tedious: indeed, there comes a point at which a pile of loose books and articles grows to an unmanageable, unsearchable multitude. Looking at some of these items, dated from, even, a decade ago, their relevance has passed. They should no longer exist and should be thrown out. Unfortunately such a rule has not existed for their passing, yet.
This is where I, with the help of the research office, step in. I toured the premises with the administrator, pointing out this unbridled growth and concluding that the more these piles are able to grow unchecked, the less effective these piles become to users. She nodded and for the most part agreed with my assessment. She will follow up by asking the administration to perhaps develop rules for the timely disposal (and replenshiment) of the refuse literature. If possible, per my friend's suggestion, the next cycle of refuse books can be positioned upright for easier browsing by users.
While I was in a cleaning mood, I also asked the administrator to help me to clean up my office in 102 Hui Oi Chow. Like elsewhere in the building and on campus, this office serves an ancillary purpose in being a storage room for university, faculty, department and individual refuse. I pointed out to the administrator individuals' junk and university junk accumulating on shelves, by walls and in corners. The administrator promised to remove the excess equipment and furniture. I would do my part to clean up by asking people in the office to claim their excess belongings lest they be thrown out.
October 8, 2015
The Launch Configuration EMI test places the satellite into launch configuration and measures the electromagnetic emissions and subjects expected electromagnetic radiation that JPSS-1 would expect to see at the Vandenberg launch site. It verifies that JPSS-1 emissions will not impact the Delta II launch vehicle when they are mated and that the Delta II, Range radars, and other noise sources at the range don’t negatively impact JPSS operation.
Credit: Ball Aerospace and Technologies
Prescott Pusher, four-seat, pusher configuration homebuilt aircraftImage of an object in the SDASM Curatorial Collection--Please tag these photos so information can be recorded.---Note: This material may be protected by Copyright Law (Title 17 U.S.C.)--Repository: San Diego Air and Space Museum
The Sandhurst Military Skills Competition has run in various configurations since 1967. This year, it is a two-day event conducted at the United States Military Academy West Point, New York, April 9 and 10. At its core, Sandhurst is an inter-company competition for USMA. However, West Point teams now compete, not only amongst themselves, but against teams from their fellow United States Service Academies, 8 select University ROTC teams, the United States Military Academy Preparatory School team, and international teams from Britain's Royal Military Academy Sandhurst (RMAS), Canada's Royal Military College (RMC), Afghanistan's National Military Academy and the Chilean Military School. Each USMA Cadet Company and Visiting Team selects a 9-member Squad (at least one member must be female) with two alternates. This squad is required to perform a series of challenging military tasks during a rapid, non-tactical move along a partly-prescribed 7-mile route.
Photos by Tommy Gilligan/PV
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
This is a photograph from the SSE AIRTRICITY Dublin Marathon which was held in Dublin, Ireland on Bank Holiday Monday 26th October 2015 at 09:00.The Dublin Marathon has been held annually since 1980. The marathon course starts at Fitzwilliam Square in the city center and finishes at Merrion Square. For the past number of years there have been some changes to the configuration of the route at the start and finish due to traffic and transportation infrastructure work around the city center. However the majority of the race proceeds in an anti-clockwise direction around the city passing through the Phoenix Park, Chapelizod, Inchicore, South Circular Road, Walkinstown, Terenure, Clonskeagh, UCD, Stillorgan Dual Carriage Way, Ballsbridge and finishing up Northumberland Road and Mount Street. As always the organisation is first class and this seen just under 13,000 people complete the marathon course.
The weather conditions were not very good for marathon running with runners facing race and windy conditions around much of the course.
Overall the poor weather conditions did not make for very good photographic conditions particularly around the start and finish area where it was a little darker around the tall buildings and streets.
The full set of photographs from the start and the finish are available at our Flickr set for Dublin Marathon 2015 https://www.flickr.com/photos/peterm7/albums/72157658064057124
These pictures are completely unofficial photographs. We, or this Flickr account, are in no way professionally linked or related to the official photography from the Dublin Marathon 2015. We advise that you consult the official DCM 2015 photography services for other photographs while observing their terms of usage
USING OUR PHOTOGRAPHS - A QUICK GUIDE AND ANSWERS TO YOUR QUESTIONS
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, 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
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
1953 Cadillac LeMans. This vehicle is the third of four built and the only one remaining in its original configuration. The Cadillac LeMans dream car was a fiberglass two-passenger sports car shown at the 1953 Motorama. It was built on a 115-inch wheelbase and was powered by 331.1-CID V8 engine. Four LeMans show cars were built for the show circuit in 1953. Of the four Le Manses that Cadillac built, three were built consecutively, early on in the 1953 production cycle (the first bears an engine ID number of 5300 00002. GM sold the first to California-based shoe store owner Harry Karl, who had George Barris customize it. The car was unfortunately destroyed in a building fire (sparked by spontaneous combustion of hay stacked next to the building) along with five other exotic and historic cars during the early morning hours of May 14, 1985; it had been driven a mere 7,945 miles. Only the engine and miscellaneous other parts of the once glorious show car still exist; the entire body was destroyed by the flames.
In 1953, GM sent the second Le Mans to Oklahoma to participate in the stateâs Oil Progress Exposition. It went back to Oklahoma City to be displayed at Greenlease-Moore Cadillac-Chevrolet during the first week of November. After November 8, 1953, the car seemingly disappeared though it either went to another dealership, auto show, or simply went back to GM for testing or was placed in storage; from there it may have been sold.
GM sold the third Le Mans in June 1955 to Washington, D.C.-based Cadillac dealer Floyd Akers, who had it made roadworthy with an all-new wiring harness as well as suspension modifications to lift it to a street-legal height, painted white, and fitted with air conditioning so his daughter could drive it in Florida. By the early 1960s, the Le Mans made its way back to D.C., where Akers displayed it in his showroom. He then sold it along with his dealership in 1977 to Coleman Cadillac, which in turn sold the Le Mans in 1989 to its current owner.
According to Holly Smith, a spokesperson for the current owner and handler of the Le Mans, the car remained hidden away until about 2008, when a local Cadillac-La Salle Car Club member tracked it down and asked the current owner to display it at a club event.
The fourth was built for James E. "Bud" Goodman, then the CEO of Fisher Body, late in the 1953 model year. Goodman had GM restyle his Le Mans in 1959 with quad headlamps and more up-to-date fins before eventually giving it to his son, who has since sold the car back to GM for its Heritage Collection.
The 2015 Washington Auto Show. Walter E. Washington Convention Center, 801 Mt. Vernon Place NW, Washington, D.C. 29 January 2015
Boeing 737-7ES "Barış Kartalı" ("Peace Eagle")
33963/1839
N360BJ
Boeing Defense, Space & Security
to be delivered as 06-002
TÜRK HAVA KUVVETLERİ
Turkish Air Force
Copyright © 2010 A380spotter. All rights reserved.
Ballet dancers are pretty.
I took a bunch of pictures of ballet dancers at the Elmwood Avenue Festival of the Arts.
Mecha 02 with its primary equipment setup. It features two beam rifles, wrist-mounted beam sabers, hip-mounted flick-fire missiles, and wing binders. This configuration is for a highly agile, maneuverable, aerial type mecha.
All parts are completely compatible with Mecha 01, and vice versa.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1943, the IJN issued an 18-shi specification that included the requirement for a new interceptor. Japanese aircraft tasked with interception roles had by this time begun to be eclipsed by the newest Allied fighters and the IJN sought to ensure their edge was main-tained. Three contenders submitted their designs, and it would be Kyūshū's that was the most radical of them all: the J7W Shinden. The Kyūshū J7W Shinden (震電, "Magnificent Lightning") was a World War II Japanese propeller-driven fighter plane with wings at the rear of the fuselage, a nose-mounted canard, and a pusher engine. Developed by the Imperial Japanese Navy (IJN) as a short-range, land-based interceptor, the J7W was a response to Boeing B-29 Superfortress raids on the Japanese Home Islands.
The man behind the Shinden ('Magnificent Lightning') was Captain Masaoki Tsuruno, a member of the Technical Staff of the IJN. Tsuruno conceived an interceptor that made use of a configuration rarely seen at the time of his design work, a design with canard fore planes. Canards were not a new concept, even in 1943. They were seen as far back as 1910 with a Gabriel and Charles Voisin design and later a Bleriot tail-first aircraft had incorporated canards. Tsuruno felt canards could offer a num-ber of advantages such as reducing the chances of stalling, improved controllability and maneuverability and easing some construction concerns such as the engine installation and control linkage arrangements. Tsuruno also believed the design could easily be retrofitted with a turbojet, when suitable engines became available, and the radical J7W was originally designed as a jet aircraft. At this time, the Shinden was known as the X-18. His ideas were worked out by the First Naval Air Technical Arsenal (Dai-Ichi Kaigun Koku Gijitsusho), which designed three gliders, designated Yokosuka MXY6, featuring canards. These were built by Chigasaki Seizo K. K., and one was later fitted with a 22 hp Semi 11 (Ha-90) 4-cylinder air-cooled engine.
By the time Tsuruno's initial layout for the Shinden was complete the IJN had already issued its late 1943 18-shi specifications for three classes of aircraft. The first of these covered an air superiority fighter (18-shi Ko), the second for an interceptor (18-shi Ōtsu) and the third for a night fighter (18-shi Hei). For the 18-shi Ōtsu competition, both Nakajima and Kawanishi had submitted designs: the single-engine J6K1 Jinpu ('Squall') and the twin-engine J5N1 Tenrai (or 'Heavenly Thun-der') respectively. These entries were based on the rather sparse directives of the specification which called for a top speed of 665km/h (413mph), a climb to 8,000m (26,246ft) in nine minutes and the ability to carry at least two 30mm cannons. To go with these two projects, Tsuruno introduced the X-18 to the IJN as a third competitor.
The feasibility of the canard design was proven by both the powered and unpowered versions of the MXY6 by the end of 1943, and the Navy were so impressed by the flight testing, they instructed the Kyushu Aircraft Company to design a canard interceptor around Tsuruno's concept. Kyushu was chosen because both its design team and production facilities were relatively unburdened, and Tsuruno was chosen to lead a team from Dai-Ichi Kaigun Koku Gijitsusho to aid Kyushu's design works. The aircraft was officially designated J7W; in the IJN designation system, "J" referred to land-based fighters and "W" to Watanabe Tekkōjo, the company that oversaw the initial design.
The construction of the first two prototypes started in earnest by June 1944, stress calculations were finished by January 1945, and the first prototype was completed in April 1945. The Shinden would carry four Type 5 30mm cannons. The Type 5, while heavier than the earlier Type 2 30mm gun, possessed a higher rate of fire at 500 rounds per minute and had a higher muzzle velocity. Each cannon was provided with 66 rounds. With less than eight seconds of 30mm rounds per gun, one hit would be sufficient to cripple and shoot down a fighter or bomber, therefore there was little ammunition to waste. Therefore, there were two Type 1 7.92mm machine guns, one on either side of the gun camera, in front of the nose. The purpose of these guns was not offensive but to serve as a ranging weapon for the cannons. Upon lining of his target, the pilot would fire a short burst from the machine guns. If the rounds struck the target, he would fire a burst from the cannons and be reasonably assured of a hit, thereby conserving the precious cannon ammunition. Each Type 1 was provided with 75 rounds of ammunition in a saddle drum magazine. For payload, the Shinden had a modest bomb carrying capacity of 120kg (264 lb).
The 2,130 hp Mitsubishi MK9D (Ha-43) radial engine and its supercharger were installed behind the cockpit and drove a six-bladed propeller via an extension shaft. Engine cooling was to be provided by long, narrow, obliquely mounted intakes on the side of the fuselage. It was this configuration that caused cooling problems while running the engine while it was still on the ground. This, together with the unavailability of some equipment parts, postponed the first flight of the Shinden. The aircraft turned out to be agile but not easy to fly. The Shinden was found to have a relatively fast landing speed at 240km/h (149mph), its massive propeller and extension shaft caused substantial torque pull to the right and the aircraft had the unpleasant tendency to drop its nose at any speed. Especially bringing the Shinden down safely was not a simple task.
However, even before the Shinden took flight the IJN was desperately in need of a high-performance interceptor. The Kawanishi J6K1 Jinpu failed to show any improvement over the Kawanishi N1K2-J Shiden-Kai (meaning 'Violet Lightning', known to the Allies as George) and the Nakajima J5N1 Tenrai was proving to be a disappointment by the time flight trials commenced in July 1944. With the failure of these two entries for the 18-shi specification, the IJN ordered the J7W1 Shinden into production in May 1944 and in so doing made the type the only canard configuration aircraft to achieve this status during World War 2. By September 1944, the production plans had been formulated with Kyūshū's Zashonokuma factory expected to turn out 30 Shindens per month while Naka-jima's Handa plant would produce 120 Shindens each month. While serial production was ramped up, work on the J7W airframe continued: the propeller-driven aircraft were soon improved to get rid of the handling issues: the front canards were placed at 7.5° positive incidence, the center of gravity was adjusted and the extension shaft for the propeller pointed 3° to the right and 4.5° down from the zero thrust line.
In parallel, work on a more potent jet-powered version, as originally envisioned, continued, the J7W2 Shinden-Kai. This was to be the turbojet-equipped version of the Shinden. The already available Ne 12B engine was rejected as its power was considered too low to effectively propel the aircraft. In any case, work was by this time under way on the Kügishō Ne 20 turbojet that was based on the German BMW 003A engine, the only turbojet built and flown in a Japanese aircraft so far: the Nakajima Kitsuka. Two of these engines were proposed to power the J7W2, but mounting them required a substantial redesign of the rear hull. A J7W2 prototype had been converted from a J7W airframe by April 1945, but it soon became clear that the aircraft was underpowered - it never got off of the ground and only made high-speed taxiing tests, before it was destroyed in a bomb raid. However, the aircraft provided some valuable information to refine a jet-powered version of the Shinden. For instance, the original narrow air intake slits turned out to be ineffective, and the canards had to be enlarged to improve balance and control.
Another variant of the Siden-Kai was the J7W3, and this aircraft was to use the Ne 130 turbojet, also based on the BMW 003A, which was being developed by Ishikawajima-Shibaura. The Ne 130 was to have produced nearly double the thrust of the Ne 20, and this promised to be sufficient to exceed the propeller-driven J7W's performance and warrant further development. Together with the data gathered from the J7W2 the resulting aircraft retained the Shinden's core airframe but underwent considerable detail modifications. The most obvious difference were new air intakes on the wing roots, leading in constant diameter ducts to the engines that were now housed in more organic and aerodynamically more efficient nacelles that ran along the fuselage flanks. The tail section was also extended, ending now in a pen nib fairing that moved the center of gravity further back and improved aerodynamics. The canards and therewith wing area was increased. To save internal space the landing gear was shortened, resulting in smaller wells. The freed space was used for two additional 125 l wing tanks and an increased ammunition load of 90 30 mm rounds per gun. Due to the expected high speed and frontline experience with the J7W's arrangement, the two Type 1 7.92mm machine guns were deleted. Since the landing gear was shorter and there was no propeller anymore to protect, the twin fins' shape was also changed: they became taller while the lower halves were reduced in size, and their overall area was slightly increased to improve longitudinal stability. Most of the wings and the hull remained untouched, even though the different engine arrangement allowed an additional 450 l tank in the fuselage behind the cockpit, which remained unmodified, too.
By the time the J7W3 entered hardware stage its intended powerplant also had made progress: this became the Ne 130-II, an improved design that was more reliable and produced 10.76 kN (2,420 lbf) / 10,000 rpm / sea level. Its weight was only 649 kg, and it featured one extra compressor and turbine stage for higher thrust, only lengthening the engine by 303 mm (11+15⁄16 in) overall compared to the original Ne 130. With these more advanced engines the J7W3 became a fighter to be reckoned with, offering a performance comparable with the German Messerschmitt Me 262 twin jet fighter.
However, in dire need for an interceptor that could cope with the incoming American high-flying B-29 bombers, the IJN repeated the J7W’s hasty decision and ordered the J7W3 into production even before the first prototype took to the air in July 1945, and a quota of twenty Shinden-Kai a month was given to Kyushu's Zashonokuma factory, while 120 J7Ws from Nakajima's Handa plant were to be produced until production was supposed to fully switch to the J7W3 towards 1946. It was estimated some 1,086 Shinden could be produced in total between April 1946 and March 1947.
General characteristics:
Crew: 1
Length: 10,80 m (35 ft 4 1/2 in)
Wingspan: 11.11 m (36 ft 6 in)
Height: 3.42 m (11 ft 2 1/2 in)
Wing area: 21.8 m² (234 sq ft)
Empty weight: 3,795 kg (8,367 lb)
Gross weight: 6,473 kg (14,271 lb)
Max takeoff weight: 7,130 kg (15,719 lb)
Powerplant:
2× Ishikawajima Ne 130-II axial-flow turbojets, developing 1,100 kg (2,400 lb) of thrust each.
Performance:
Maximum speed: 900 km/h (560 mph, 490 kn)
Range: 1,050 km (650 mi, 570 nmi)
Service ceiling: 11,450 m (37,570 ft)
Rate of climb: 20 m/s (3,900 ft/min) at max weight of 7,130 kg (15,720 lb)
Wing loading: 300 kg/m2 (61 lb/sq ft)
Thrust/weight: 0.31
Armament:
4× 30 mm (1.181 in) Type 5 cannon with 90 RPG
Underwing hardpoints for 4× 30kg (66lb) or 4× 60kg (130lb) bombs or 2x 125l drop tanks
The kit and its assembly:
This fictional what-if project is a personal but somewhat history-based interpretation of what could have been, inspired by the J7W2 model/conversion that Hasegawa offers for its propeller-driven J7W Shinden kit, turning the latter (outwardly) into a jet-powered version. As mentioned in the background above, the J7W was originally envisioned as a jet-powered interceptor, but at a time when no suitable engine was available or even on Japanese drawing boards yet. So it was – as an interim solution – modified to accept a radial engine with a pusher propeller, but with the perspective to switch again to a jet powerplant later. Over time the Ne-20 jet engine was developed, which was a simplified adaptation of the German BMW 003 – an axial design and rather slim. But it was experimental at best and not very powerful or reliable. It was used and flown on the Nakajima J9N Kikka, though, but even with two of these engines the aircraft was rather underpowered and far from an effective fighter airplane, let alone a fast interceptor .
When you then take a look at Hasegawa’s conversion offer (which only consists of a different end plate with a nozzle cone instead of the prop) for a J7W2 jet version of the Shinden, it’s bullsh!t because a) a single indigenous jet engine like the Ne-20 and even its more powerful derivatives would never have had enough power to let the J7W airframe perform like an interceptor, let alone fly at all, and b) the potential engine size/shape, which would rather reflect a centrifugal engine with a much bigger diameter. The shape and size of the air intakes would also leave some doubts. Another factor that speaks against the Hasegawa “proposal” is the fact that there was and is apparently no reliable design sketch or layout for a re-jet-engined Shinden.
This would not stop an ambitious model kit builder to try a personal interpretation, and effectively one that is more plausible than Hasegawa’s own rather lazy attempt. This eventually led to “my” J7W3, which took some inspiration from the very good and exhaustive description of the J7W in Edwin D. Myer’s book “Japanese Secret Projects (1)”. It discusses the potential engine options – which were all axial flow powerplants – and also suggests that there would have been some considerable hardware changes to the J7W airframe, like a modified tail section, a lowered/simplified landing gear, and therewith also different fins.
The basis became a standard Hasegawa J7W – and I had actually procured resin copies of the company’s own J7W2 conversion parts. However, I made considerable conceptual changes. The central difference was the decision to mount a pair of axial flow engines in the real hull, and I had resin upgrade parts for the twin J47 gondolas’ rear end for Hasegawa’s 1:72 B-47 kit in The Stash™. One of these was implanted into the J7W's slightly shortened tail/engine bay, adding length so that the aircraft’s center of gravity might be kept. Being much wider and flatter than the original radial engine I decided to add bigger air intakes, too, and to delete the original “slits” behind the cockpit. These were sanded away and replaced with the intakes from an Italeri BAe Hawk trainer, mounted relatively low in front of the wing’s leading edge. They look a bit modern (esp. because of their boundary layer gaps to the fuselage) but were simply perfect in size and shape. The ducts connecting the new intakes and the side-by-side engines were then sculpted with 2C putty and PSRed into the rest of the hull.
The cockpit was taken OOB, but I decided to modify the canards and give them more shape. I initially experimented with swept surfaces, but that did not look plausible and so I “just” mounted elevators from an Intech P-51 kit. Another mod was made to the landing gear: while the OOB struts and wheels were used, all parts were shortened and the respective wells were reduced in length/size accordingly, what moved the front leg forward and the main landing gear inwards, reducing track width. With less ground clearance and for a different look I also replaced the fins on the wings’ trailing edge – not an easy task, but I eventually found a pair of vintage elevators from an Airfix 1:72 F-86D kit, which were slightly modified and now occupy the original fins’ places. They are taller now, have less depth, and the lower section under the wings was dramatically shortened, too. That shape was inspired by an illustration in Edwin D. Myer’s book, and it looks quite plausible.
Another small mod was the replacement of the molded gun barrels with bits from hollow steel needles.
Painting and markings:
I considered a lot of potential options, including a bare metal finish, an improvised camouflage over that, or even highly exotic or speculative schemes (e.g. in all-over IJN grey-green or a very pale grey). In the end I settled for a simple/conservative IJN green/grey livery for land-based aircraft. Boring, yes, but the aircraft itself was already so exotic that I wanted to keep the looks more standard, and therewith more convincing.
However, I built the paint up so that aluminum would shine through here and there, and I painted upper surface areas in different shades of dark green (including ModelMaster’s IJN Dark Green and Humbrol 2, 195 and 239). The underside was painted with Humbrol 40 (Light Gull Grey), and the low waterline became quite wavy.
The cockpit tub was painted in a yellowish green (a mix of Humbrol 63 and 226) while the landing gear wells were initially painted with aluminum and received a coat with translucent bright blue lacquer, simulating aodake iro. The landing gear struts became glossy black.
The model received a light black ink washing, thorough post-panel shading in various mixed shades of dark green on the upper surfaces, plus dry-brushing with silver to simulate flakes paint here and there. The exhaust fairings were painted with Revell 91 (Iron metallic) and treated with graphite to provide them with an uneven and more metallic/burnt shine.
Markings came mostly from a PrintScale Kawanishi N1K kit, with typical late-war IJN markings. The yellow ID bands on the wings' leading edges were created with generic decal material (TL Modellbau) instead of trying to mask and paint them. Stencils were mostly taken from the Hasegawa J7W's OOB sheet. Finally, the model was sealed with a sheen acrylic varnish (a mix of semi-gloss and matt Italeri varnish) and the wire antenna, made from black heated sprue material, was added.
A project that I had had on my agenda for a long time, and I am happy that I eventually tackled it – and it turned out better and more plausible than expected! Despite the hand-sculpted air ducts/engine fairings the aircraft’s outlines do not look too fantastic, and the new tail section makes the Shinden look pretty fast, if not elegant. The shorter landing gear also suits the aircraft well, and I think that sticking to the classic green/grey IJN livery was the right move, because it suits the Shinden well and just underlines its “serious” origins as a real but undocumented development project.
Why materials crack
Dr Gabor Csanyi from the Mechanics, Materials and Design division of the Department of Engineering, and his team have had a research paper published in the journal Nature. The research explores how and why materials crack with the hope that by understanding how cracks propagate, scientists and engineers will be better able to prevent cracks from occurring.
Using computer simulations, they studied the motion of atoms that takes place when cracks occur in brittle materials, such as those used in making electronic devices, solar cells, surface coatings and armour. Surprisingly, it turned out that they needed to resort to using Quantum Mechanics, the most fundamental theory that describes the physical world, to explain why the motion of cracks in silicon are unstable, and why these cracks exhibit jogs and kinks as the two halves of the material part at high speed.
Further information about Gabor's research can be found on his website: camtools.cam.ac.uk/access/wiki/site/5b59f819-0806-4a4d-00...
The original configuration of NBC's 4th floor "EJ" (Electronic Journalism) had this console along the hallway leading 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 barely be seen an RCA TK-46P on a portable pedestal and lighting units are in place around the equipment. The man at the left has been identified as Don Oricco while the man in the center is Jay Fine. The woman at the right is unidentified.
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.
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 MSNBC as office space.
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
I had collected sufficient anecdotal evidence that people approved of the new furniture configuration and that, as needed, they were making minor alterations as needed.
Thus I set my sights on the peripheral environment. I had been wanting to organize formally the organized chaos that was the random stacks of books on the shelves and the assorted posters on the common room walls. I was spurred to do this because the complaint that I had made about the common room's incoherent conditions on a postgraduate feedback form had been heard in fact by the administrators. When a staff member called me, I knew something could at length be done.
The problem with all the books on the shelves and the posters on the walls is that people have developed unspoken rules for why they are placed there; yet the consequences of their placement without regulation are obvious: while people can browse other people's refuse and find treasure in a pile of books that otherwise would be thrown out, this purpose is not explicitly stated: this tradition is passed on by word of mouth or by guesswork. In addition, since no other rules govern these piles, they grow to such heights that browsing the stacks become tedious: indeed, there comes a point at which a pile of loose books and articles grows to an unmanageable, unsearchable multitude. Looking at some of these items, dated from, even, a decade ago, their relevance has passed. They should no longer exist and should be thrown out. Unfortunately such a rule has not existed for their passing, yet.
This is where I, with the help of the research office, step in. I toured the premises with the administrator, pointing out this unbridled growth and concluding that the more these piles are able to grow unchecked, the less effective these piles become to users. She nodded and for the most part agreed with my assessment. She will follow up by asking the administration to perhaps develop rules for the timely disposal (and replenshiment) of the refuse literature. If possible, per my friend's suggestion, the next cycle of refuse books can be positioned upright for easier browsing by users.
While I was in a cleaning mood, I also asked the administrator to help me to clean up my office in 102 Hui Oi Chow. Like elsewhere in the building and on campus, this office serves an ancillary purpose in being a storage room for university, faculty, department and individual refuse. I pointed out to the administrator individuals' junk and university junk accumulating on shelves, by walls and in corners. The administrator promised to remove the excess equipment and furniture. I would do my part to clean up by asking people in the office to claim their excess belongings lest they be thrown out.