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The Boxster serves as Porsche's entry level sports car, a position it has maintained since 1996. The second generation (code 987) was produced between 2004 and 2012, during which time a few special editions were produced.
This is number 48 of 250 Boxster S Limited Editions made for the North American market. It was inspired by a Splashlight Studios custom Porsche Boxster shown at the New York Auto Show in 2007. It was released with unique body modifications including front lip, revised rear spoiler, and a diffuser in the rear bumper. It also came with a dual-tip sport exhaust to provide a special sound and some extra power. The wheels were taken from the 997 series 911 Carrera S and painted black with the steering wheel and gear knob taken from the 997 GT3 RS (as was the orange paint).
The taxi driver gave me an odd look when I asked him to drop me off on this street corner. I even enjoyed a bowl of Pho with the locals.
Leveling Leg Mod after Reuben Krabbe - his first version - he's now got two versions! (In his version 2, the normal setting geometry is compromised and the resistance to the strut attachment slipping is not 'absolute' - still considering that one - have got some ideas.)
I find my MSE 'Light (Wt) Heavy (Duty) triple riser' aluminium stand (387490) (3.54 m) pretty well perfect for a full baby pin stand (i.e. strong enough to handle a Grip Head with all that that implies). And it's light weight. Except, especially outside, it would be nice to have a leveling leg option.
Traditional leveling leg solutions extend & lower one leg, meaning that single leg becomes the downhill leg and ends up taking more weight than its piers. Also the footprint diameter is modestly reduced.
Reuben Krabbe's Mod, OTOH, raises the adjusted leg which typically results in it bearing slightly less than a normal 1/3rd share. Also, it doesn't add weight. When deployed, the footprint diameter increases slightly!
My experience suggests that a single extra hole, c 10 to 12 cm higher than the original offers great leveling range and flexibility on this and other full sized horizontal strut stands (footprint 43 in diameter). Varying the leg spread also varies the leveling action substantially. Outside, I'd usually lose the wheels or lock them radially out to maximize the footprint. This approach does not work well on stairs - but there's a better way of mounting a lightstand half way up a flight of stairs.
My choice of new pin was a marine grade 6 X 50 mm drop nose pin. (The UK's 'Seasure' is the best brand.) Lighter stands would use a 5 mm version. The drop nose is itself spring loaded and my mod adds a short length of rubber tubing to act as a gentle compression spring, removing any chance that this mod would 'self release'. It's more secure, IMO, than the original simple ny-loc nuts. Matthews added two shaped spacing pieces which could be easy to lose. Accordingly these are now tethered to prevent loss while engaging the leveling option. If your stand has washers, I suggest losing those and substituting a 10 cm strip of thin stiff plastic with a suitable hole at both ends.
Ensure that the stand is truly vertical - critical if using a boom.
I now have two full sized stands with this mod/pin - I remain, 6 months & counting, very pleased so far . . .
I've also tried just using a car leveling ramp under a normal stand's lowest leg - that can work well too, but I prefer Reuben's idea.
It's Coot bashing season as they fight each other over territory on mates. It's Coot bashing season as they fight each other over territory and mates. Always great fun and there are some seriously fierce fights.
Parkhaus in der Innenstadt von Lübeck.
Parking garage in the oldtown of Lübeck.
Parkkitalo lyypekissä.
Doors closing.
CrossCountry's 15.13 Birmingham to Nottingham formed by turbostar no. 170106.
14th May 2008
WE177A was a family of UK parachute retarded/free fall nuclear weapons with three distinct variants, designated A, B, C, each of which had a number of delivery and fusing options.
The system was developed to provide tactical low level delivery capability to UK strike aircraft such as the RAF TSR2 and RN Buccaneer, but the B variant was deployed initially, during 1966, on Vulcan aircraft of the RAF V-bomber force, as part of the UK strategic nuclear deterrent. WE177 variants eventually replaced Yellow Sun Mark 2 and Red Beard weapons in the UK inventory. Most UK strike aircraft of the period 1966 to 1998 could deliver all WE177 variants.
WE177A, in its role as a depth bomb, could also be delivered by most UK naval helicopters of the period 1971 to 1991, when that capability was withdrawn. The WE177 weapon system was withdrawn from RAF service at the end of March 1998, and all weapons have been dismantled.
[Orford Ness]
In the Information Centre on Orford Ness.
Orford Ness is a vegetated shingle spit, approximately 10 miles long; it is separated from the medieval port of Orford by the River Alde.
Prior to the C20 Orford Ness was a rarely visited place; the main economic activity was animal grazing on reclaimed marsh land. In 1915 the Armament and Experimental Flight of the Royal Flying Corps (later known formally as the Aircraft Armament and Gunnery Experimental Establishment) established a flying field on King’s Marshes to the west of the ditch, now known as the Airfield Marshes, serviced by a range of ancillary buildings arranged along a single track known since 1993 as ‘The Street’, on which ran a narrow-gauge light railway which led back to the jetty. Its main areas of investigation were the evaluation and suitability of aircraft, machine guns and gun sights, bomb sights, night flying and navigation, and a huge range of research projects to solve technical difficulties encountered in action. From 1924 the airfield was re-occupied as a satellite station of the Airplane and Armament Experimental Establishment based at Martlesham Heath. During their tenure, a number of structures were constructed on Orford Beach. Due to its remoteness one of the main activities at Orford Ness was the investigation of bomb ballistics; the study of the flight of objects moving under their own momentum and the force of gravity. Other experimental work continued into the inter-war period on Orford Ness. In 1935, a small experimental radar team arrived and conducted experiments that were critical in proving the value of this technology, turning the theory into a practical air defence system. Between 1953 and 1971, the spit was occupied by the Atomic Weapons Research Establishment. Its primary task was environmental testing to simulate the conditions that nuclear weapons and their components might experience during trials and in service use. Here science and high politics merged, with investigations that were crucial to the credibility of the United Kingdom’s nuclear deterrent forces, the cornerstone of Cold War defence policy...
...With the introduction of the WE177 and the Polaris system, there was relatively little new work in prospect and in April 1969 the decision was announced to close Orford Ness and to move many of its functions to Aldermaston. The last trial took place on 9 June 1971and the establishment closed on Friday 1 October 1971. On 24 July 1972 Orford Ness formally passed from AWRE to No.2 Explosive Ordnance Disposal Unit of the RAF. In the following decades they worked to clear the range of unexploded munitions and brought other munitions on to the spit for destruction. This work ceased about 1986, although many unexploded munitions still remain on Orford Ness, and some limited work may have carried on here until the early 1990s. Following negotiations with the Ministry of Defence, the National Trust acquired Orford Ness in 1993.
[HistoricEngland.org]
Virgin's 09.35 Chester to London (Euston) express formed by a five car Super Voyager (I think it could be no. 221105) at speed through Tamworth.
9th March 2010
A trio of tripods with built-in bullseye levels used for leveling the tripod by adjusting the length of its legs.
If the tripod is not level, the angle of the camera changes when aimed in a different direction.
A changing angle is a nuisance in many circumstances and a major problem when shooting panoramas.
(If the tripod is level the individual panorama shots maintain a constant angle and form a strait line.
If the tripod is not level the individual panorama shots are at different angles and form an arch or valley.
This means each shot must be rotated for stitching and the entire panorama must be severely cropped to remove the overall curve.)
Depending on the tripod's head; the camera may require a level of its own.
If your tripod does not have a built-in level, a fence post level (which can be purchased at a building supply store for about $6) can be attached the the tripods center post.
(The post hole level shown in first comment below is red)
(There is also a hot-shoe level on top of the camera)
From Wikipedia: The Lethbridge Viaduct, commonly known as the High Level Bridge, was constructed between 1907–1909 at Lethbridge, Alberta, Canada at a cost of $1,334,525. This massive steel trestle over the Oldman River was designed by the Canadian Pacific Railway's bridge department in Montreal. The field work was directed by CPR's Assistant Chief Engineer J. E. Schwitzer. The steel work was manufactured by the Canadian Bridge Company of Walkerville, Ontario. A 100 man gang worked on the erection of the steel. Although there were some initial problems with settlement, the bridge has proved to be an enduring engineering work and is still in use today.
This bridge is the largest railway structure in Canada. It was built as part of a major diversion of the Crowsnest Pass route between Lethbridge and Fort Macleod. The river crossing was previously over a wooden trestle measuring 894 m (2,933 ft) long and 20 m (66 ft) high; an impressive structure in its own right.
District celebrates future leaders
By Daniel J. Calderón
USACE Los Angeles District
LOS ANGELES – The U.S. Army Corps of Engineers Los Angeles District celebrated a successful completion to another year of Leadership Development Program classes during a ceremony held at the District headquarters Sept. 12.
The ceremony was the culmination of LDP Level I and LDP Level II, both of which are meant to develop future leaders for the District.
“I think this went extremely well,” said David M. Boals, a District management analyst and the District’s Leadership Development Program Coordinator. “I was very pleased with the entire process.”
During the graduation event, LDP participants gave presentations for Col. Mark Toy, Los Angeles District Commander, and other senior leaders. Presentations ranged from proposed sponsorship packages so new employees would feel more welcomed into the District to a totally new way of distributing employees across the District to maximize productivity and increase quality of life.
“This is the most important thing I have to do all day today,” Toy said as he welcomed the graduates and assembled senior leaders. “I’m glad to see so many branch chiefs and division chiefs here. I know they realize the importance of this program and of your accomplishments.”
Students worked for the past nine months to reach the graduation. Each level of LDP covered leadership principles. The goal of LDP is to develop leaders at all levels, across all functional areas and career programs. Students begin at Tier I and can progress through each of higher levels. The program is also designed to meet the needs of prospective and current leaders at various stages of development. Leaders within the District and from around the Corps of Engineers come in to speak with students about various topics. Students also have the opportunity to learn about their strengths and how to apply those strengths in their regular work environment.
The Leadership Development Program is open to employees across the District. In Tier I, the ideal number of students is 10-12 and in Tier II, eight is the magic number. Each level does require some travel and a commitment of time outside regular work hours to ensure assignments are met. Tier III involves students in Division-level leadership and requires more of a time commitment from students and from their leadership. Boals said his only concern about the program is continued funding from across work groups.
Boals said the program has been in the District for six years. He credits former District commander, Col. Thomas Magness with revitalizing it. Boals said there were trends senior leaders in the District could see that warranted a return of the program. Trends included an increase in retirements and a loss of “corporate knowledge” and pass down from one generation of workers to another. With six years invested in future leaders, Boals said the program is paying off.
“When I see the people come out of the program, I don’t worry about our future,” he said. “I can see how strong our leaders will be in the future when I see the graduates we have in this program.”
Allison Lind, an LDP Tier I graduate, said she enjoyed her time in the program. As a relatively new member of the District, with less than five years with the Corps of Engineers, Lind said the program will help her focus her efforts to become a future leader in the Corps.
“I felt I needed to find my stride in becoming a leader here,” she said. “I feel the program helped me become more self aware of my strengths and leadership potential. I’m also more aware of the management and work styles of people around me. In the long run, that’s going to help me and I’m going to be able to help the Corps.”
The future leaders already have their near futures planned for them. Toy said the graduates’ first assignment is to attend the upcoming Senior Leadership Conference in November. There, Toy said the LDP graduates will help shape the policy for the District and work on ways to ensure they match up with the overall USACE and South Pacific Division goals.
“This year will be a celebration of senior leadership” Toy said as he discussed the speakers lined up for the three-day event. “You’re not just going to be attendees. You will all be developing the future of the District. Based on what I’ve seen today, I’m really excited about what you will be showing us at the conference.”
District employees interested in the program can look up requirements on the District Intranet site.
jetta mk6 2.5liter with independent rear beam conversion, airlift performance front and rear with airlift slam rear shocks.
accuair e-level with dual viair 444 compressors.
complete kit purchased from; www.bagriders.com
I didn't own a C stand or steel stand of equivalent strength, but I did have a medium strong aluminium stand that reaches 10 feet and rated at 6 Kg capacity. I've used DH's / Reuben Krabbe's mod to create a DIY levelling leg and I wanted to try out Sandbags & Tie Downs.
On grass or comparable surfaces, this combo won hands down. I've used a large parasol holder screw for grass. Two Sand bags were nowhere near as effective at resisting a toppling moment. Obviously keep the tie down close to the main column and fully within the triangular footprint. The weight of the modifier would go on the opposite side.
On a hard surface? Sling all your bags together, I bungy them on a foldable sack cart, suspended from the same bungy above, just off the ground, (in fact one wheel goes just the other side of one cross-brace) and close to the main column.
This stand wasn't up to holding a Kupo Steel Baby boom/Rovelight Jinbei 600v, so it's kept for medium to lightweight duties and heavier duties are shared between an Aluminium MSE 'Light (Wt) Heavy (Duty) triple riser' stand (387490) (modded with leveling leg) and a MSE Digital Baby stand (387032) with its own leveling leg and castors available when indoors.
multi level parking garage in south san bruno, california. serves a bart station, police station, and shopping mall.
Let's send out our thanks to all the corporate liability attorneys we meet for keeping us safe with warnings like these. The German company that made my pacemaker didn't even bother to mention the potential danger from bubble levels.
(cell phone snapshot)
The Cambrian Coast railway line from Machynlleth to Pwllheli bisects the town of Criccieth. Trains run at approximately two-hourly intervals. It has recently been re-signalled on the ERTMS system, meaning that there are no signalling staff anywhere West of Machynlleth. As part of the re-signalling, all the signage surrounding the level crossings has been updated. Being in Wales, all the signs are bilingual, with the Welsh wording coming first. Here are a few of the signs illustrated with the intention of helping any railway modellers to get it right.