This is now the nicest 8f56 in the Netherlands with a fresh overhaul from Seiko service. They sent some wrong parts earlier so it took a little longer than expected. But after 3 months my beloved 8f56 is back in business.

I get a sense Seiko repaired more than they bargained for. New baseplate, new electro block (?) and seals.

 

Update: I noticed Seiko did not set the date properly. Ouch.

I did my 2nd one by hand and the date is correct. This one is now incorrect.

uvrD (helicase), possibly in conjunction with uvrS and uvrL, unwind the DNA between the nick and the mismatch. An exonuclease (one of several) degrades the single-stranded DNA. This continues to the point of the base mismatch.

Repairing a Mitsubishi WD-65835!

Computer Repair Services include hardware and software repairs, system security solutions, wireless and wired networking services, virus and spyware prevention and removal, data backup and recoverysolutions and just about any other type of computer. For More Information Please Visit Us At :- xmoddz.com/

Rabat, Morocco

A transmission line crew help repair holiday lights on the Opera House and Thomaston Town Hall.

+++ DISCLAIMER +++Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

The Gudkov Gu-1 was a Soviet fighter aircraft produced shortly after World War II in small numbers at the start of the jet age, but work on the Gudkov Gu-1 already started in 1944. Towards the end of World War II the Soviet Union saw the need for a strategic bombing capability similar to that of the United States Army Air Forces. The Soviet VVS air arm had the locally designed Petlyakov Pe-8 four-engined heavy bomber in service at the start of the war, but only 93 had been built by the end of the war and the type had become obsolete. By that time the U.S. regularly conducted bombing raids on Japan from distant Pacific forward bases using B-29 Superfortresses, and the Soviet Air Force lacked this capability.

 

Joseph Stalin ordered the development of a comparable bomber, and the U.S. twice refused to supply the Soviet Union with B-29s under Lend Lease. However, on four occasions during 1944, individual B-29s made emergency landings in Soviet territory and one crashed after the crew bailed out. In accordance with the Soviet–Japanese Neutrality Pact, the Soviets were neutral in the Pacific War and the bombers were therefore interned and kept by the Soviets. Despite Soviet neutrality, America demanded the return of the bombers, but the Soviets refused. Three repairable B-29s were flown to Moscow and delivered to the Tupolev OKB. One B-29 was dismantled, the second was used for flight tests and training, and the third one was left as a standard for cross-reference.

Stalin told Tupolev to clone the Superfortress in as short a time as possible. The reverse-engineering effort involved 900 factories and research institutes, who finished the design work during the first year. 105,000 drawings were made, and the American technology had to be adapted to local material and manufacturing standards – and ended in a thorough re-design of the B-29 “under the hood”. By the end of the second year, the Soviet industry was to produce 20 copies of the aircraft ready for State acceptance trials.

 

While work on what would become the Tupolev Tu-4 was on the way, the need for a long range escort fighter arose, too. Soviet officials were keen on the P-51 Mustang, but, again, the USA denied deliveries, so that an indigenous solution had to be developed. With the rising tension of international relationships, this became eventually the preferred solution, too.

 

While the design bureau Lavochkin had already started with work on the La-9 fighter (which entered service after WWII) and the jet age was about to begin, the task of designing a long range escort fighter for the Tu-4 was relegated to Mikhail I. Gudkov who had been designing early WWII fighters like the LaGG-1 and -3 together with Lavochkin. Internally, the new fighter received the project handle "DIS" (Dalnij Istrebitel' Soprovozhdenya ="long-range escort fighter").

 

In order to offer an appropriate range and performance that could engage enemy interceptors in the bombers’ target area it was soon clear that neither a pure jet nor a pure piston-engine fighter was a viable solution – a dilemma the USAAF was trying to solve towards 1945, too. The jet engine alone did not offer sufficient power, and fuel consumption was high, so that the necessary range could never be achieved with an agile fighter. Late war radials had sufficient power and offered good range, but the Soviet designers were certain that the piston engine fighter had no future – especially when fast jet fighters had to be expected over enemy territory.

 

Another problem arose through the fact that the Soviet Union did not have an indigenous jet engine at hand at all in late 1945. War booty from Germany in the form of Junkers Jumo 004 axial jet engines and blueprints of the more powerful HeS 011 were still under evaluation, and these powerplants alone did neither promise enough range nor power for a long range fighter aircraft. Even for short range fighters their performance was rather limited – even though fighters like the Yak-15 and the MiG-9 were designed around them.

 

After many layout experiments and calculation, Gudkov eventually came up with a mixed powerplant solution for the DIS project. But unlike the contemporary, relatively light I-250 (also known as MiG-13) interceptor, which added a mechanical compressor with a primitive afterburner (called VRDK) to a Klimov VK-107R inline piston engine, the DIS fighter was equipped with a powerful radial engine and carried a jet booster – similar to the US Navy’s Ryan FR-1 “Fireball”. Unlike the FR-1, though, the DIS kept a conservative tail-sitter layout and was a much bigger aircraft.

 

The choice for the main powerplant fell on the Shvetsov ASh-82TKF engine, driving a large four blade propeller. This was a boosted version of the same 18 cylinder twin row radial that powered the Tu-4, the ASh-73. The ASh-82TKF for the escort fighter project had a rating of 2,720 hp (2,030 kW) while the Tu-4's ASh-73TK had "only" a temporary 2,400 hp (1,800 kW) output during take-off. The airframe was designed around this massive and powerful engine, and the aircraft’s sheer size was also a result of the large fuel capacity which was necessary to meet the range target of at least 3.000 km (1.860 mi, 1.612 nmi).

The ASh-82TKF alone offered enough power for a decent performance, but in order to take on enemy jet fighters and lighter, more agile propeller-driven fighters, a single RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust was added in the rear-fuselage. It was to add power for take-off and in combat situations only. Its fixed air intakes were placed on the fuselage flanks, right behind the cockpit, and the jet pipe was placed under the fin and the stabilizers.

 

Outwardly, Gudkov’s DIS resembled the late American P-47D or the A-1 Skyraider a lot, and the beefy aircraft was comparable in size and weight, too. But the Soviet all-metal aircraft was a completely new construction and featured relatively small and slender laminar flow wings. The wide-track landing gear retracted inwards into the inner wings while the tail wheel retracted fully into a shallow compartment under the jet pipe.

The pilot sat in a spacious cockpit under a frameless bubble canopy with very good all-round visibility and enjoyed amenities for long flights such as increased padding in the seat, armrests, and even a urinal. In addition, a full radio navigation suite was installed for the expected long range duties over long stretches of featureless landscape like the open sea.

 

Armament consisted of four 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the wings, outside of the propeller arc. The guns were good for a weight of fire of 6kg (13.2 lb)/sec, a very good value. Five wet hardpoints under the fuselage, the wings outside of the landing gear well and under the wing tips could primarily carry auxiliary drop tanks or an external ordnance of up to 1.500 kg (3.300 lb).

Alternatively, iron bombs of up to 500 kg (1.100 lb) caliber could be carried on the centerline pylon, and a pair of 250 kg (550 lb) bombs under the wings, but a fighter bomber role was never seriously considered for the highly specialized and complex aircraft.

 

The first DIS prototype, still without the jet booster, flew in May 1947. The second prototype, with both engines installed, had its fuel capacity increased by an additional 275 l (73 US gal) in an additional fuel tank behind the cockpit. The aircraft was also fitted with larger tires to accommodate the increased all-up weight, esp. with all five 300 l drop tanks fitted for maximum range and endurance.

 

Flight testing continued until 1948 and the DIS concept proved to be satisfactory, even though the complicated ASh-82TKF hampered the DIS’ reliability - to the point that fitting the ASh-73TK from the Tu-4 was considered for serial production, even if this would have meant a significant reduction in performance. The RD-20 caused lots of trouble, too. Engine reliability was generally poor, and re-starting the engine in flight did not work satisfactorily – a problem that, despite several changes to the starter and ignition system, could never be fully cured. The jet engine’s placement in the tail, together with the small tail wheel, also caused problems because the pilots had to take care that the tail would not aggressively hit the ground upon landings, because the RD-20 and its attachments were easily damaged.

 

Nevertheless, the DIS basically fulfilled the requested performance specifications and was, despite many shortcomings, eventually cleared for production in mid 1948. It received the official designation Gudkov Gu-1, honoring the engineer behind the aircraft, even though the aircraft was produced by Lavochkin.

 

The first machines were delivered to VVS units in early 1949 - just in time for the Tu-4's service introduction after the Russians had toiled endlessly on solving several technical problems. In the meantime, jet fighter development had quickly progressed, even though a purely jet-powered escort fighter for the Tu-4 was still out of question. Since the Gu-1 was capricious, complex and expensive to produce, only a limited number left the factories and emphasis was put on the much simpler and more economical Lavochkin La-11 escort fighter, a lightweight evolution of the proven La-9. Both types were regarded as an interim solution until a pure jet escort fighter would be ready for service.

 

Operationally the Gu-1s remained closely allocated to the VVS’ bomber squadrons and became an integral part of them. Anyway, since the Tu-4 bomber never faced a serious combat situation, so did the Gu-1, which was to guard it on its missions. For instance, both types were not directly involved in the Korean War, and the Gu-1 was primarily concentrated at the NATO borders to Western Europe, since bomber attacks in this theatre would certainly need the heavy fighter’s protection.

 

The advent of the MiG-15 - especially the improved MiG-15bis with additional fuel capacities and drop tanks, quickly sounded the death knell for the Gu-1 and any other post-WWII piston-engine fighter in Soviet Service. As Tu-4 production ended in the Soviet Union in 1952, so did the Gu-1’s production after only about 150 aircraft. The Tu-4s and their escort fighters were withdrawn in the 1960s, being replaced by more advanced aircraft including the Tupolev Tu-16 jet bomber (starting in 1954) and the Tupolev Tu-95 turboprop bomber (starting in 1956).

 

The Gudkov Gu-1, receiving the NATO ASCC code “Flout”, remained a pure fighter. Even though it was not a success, some proposals for updates were made - but never carried out. These included pods with unguided S-5 air-to-air-rockets, to be carried on the wing hardpoints, bigger, non-droppable wing tip tanks for even more range or, alternatively, the addition of two pulsejet boosters on the wing tips.

There even was a highly modified mixed powerplant version on the drawing boards in 1952, the Gu-1M. Its standard radial powerplant for cruise flight was enhanced with a new, non-afterburning Mikulin AM-5 axial flow jet engine with 2.270 kgf/5,000 lbf/23 kN additional thrust in the rear fuselage. With this temporary booster, a top speed of up to 850 km/h was expected. But to no avail - the pure jet fighter promised a far better performance and effectiveness, and the Gu-1 remained the only aircraft to exclusively carry the Gudkov name.

  

General characteristics:

Crew: 1

Length: 12 m (39 ft 4 in)

Wingspan: 14 m (45 ft 11 in)

Height: 4.65 m (15 ft 3 in)

Wing area: 28 m² (301.388 ft²)

Airfoil:

Empty weight: 4,637 kg (10,337 lb)

Loaded weight: 6.450 kg (14.220 lb)

Maximum take-off weight: 7,938 kg (17,500 lb)

 

Powerplant:

1× Shvetsov ASh-82TKF 18-cylinder air-cooled radial engine, rated at 2,720 hp (2,030 kW)

1x RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust as temporary booster

 

Performance

Maximum speed: 676 km/h (420 mph) at 29,000 ft (8,839 m) with the radial only,

800 km/h (497 mph/432 kn,) with additional jet booster

Cruise speed: 440 km/h (237 kn, 273 mph)

Combat radius: 820 nmi (945 mi, 1,520 km)

Maximum range: 3.000 km (1.860 mi, 1.612 nmi) with drop tanks

Service ceiling: 14,680 m (48,170 ft)

Wing loading: 230.4 kg/m² (47.2 lb/ft²)

Power/mass: 0.28 kW/kg (0.17 hp/lb)

Climb to 5,000 m (16,400 ft): 5 min 9 sec;

Climb to 10,000 m (32,800 ft): 17 min 38 sec;

Climb to 13,000 m (42,640 ft): 21 min 03 sec

 

Armament

4× 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the outer wings

Five hardpoints for an external ordnance of 1.500 kg (3.300 lb)

 

The kit and its assembly:

This whif is the incarnation of a very effective kitbashing combo that already spawned my fictional Japanese Ki-104 fighter, and it is another submission to the 2018 “Cold War” group build at whatifmodelers.com. This purely fictional Soviet escort fighter makes use of my experiences from the first build of this kind, yet with some differences.

 

The kit is a bashing of various parts and pieces:

· Fuselage, wing roots, landing gear and propeller from an Academy P-47D

· Wings from an Ark Model Supermarine Attacker (ex Novo)

· Tail fin comes from a Heller F-84G

· The stabilizers were taken from an Airfix Ki-46

· Cowling from a Matchbox F6F, mounted and blended onto the P-47 front

· Jet exhaust is the intake of a Matchbox Me 262 engine pod

 

My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit, detail and solid material. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty, so that the P-47’s deep belly would not disappear.

The F6F cowling was chosen because it looks a lot like the ASh-73TK from the Tu-4. But this came at a price: the P-47 cowling is higher, tighter and has a totally different shape. It took serious body sculpting with putty to blend the parts into each other. Inside of the engine, a styrene tube was added for a metal axis that holds the uncuffed OOB P-47 four blade propeller. The P-47’s OOB cockpit tub was retained, too, just the seat received scratched armrests for a more luxurious look.

 

The Attacker wings were chosen because of their "modern" laminar profile. The Novo kit itself is horrible and primitive, but acceptable for donations. OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just outside of the large main wheel wells. The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary in order to blend the parts into each other. I just had to cut out new landing gear wells from the lower halves of the Attacker wings, and with new attachment points the P-47’s complete OOB landing gear could be used.

 

With the new wing shape, the tail surfaces had to be changed accordingly. The trapezoid stabilizers come from an Airfix Mitsubishi Ki-46, and their shape is a good match. The P-47 fin had to go, since I wanted something bigger and a different silhouette. The fuselage below was modified with a jet exhaust, too. I actually found a leftover F-84G (Heller) tail, complete with the jet pipe and the benefit that it has plausible attachment points for the stabilizers far above the jet engine in the Gu-1’s tail.

 

However, the F-84 jet pipe’s diameter turned out to be too large, so I went for a smaller but practical alternative, a Junkers Jumo 004 nacelle from a Me 262 (the ancestor of the Soviet RD-20!). Its intake section was cut off, flipped upside down, the fin was glued on top of it and then the new tail was glued to the P-47 fuselage. Some (more serious) body sculpting was necessary to create a more or less harmonious transition between the parts, but it worked.

 

The plausible placement of the air intakes and their shape was a bit of a challenge. I wanted them to be obvious, but still keep an aerodynamic look. An initial idea had been to keep the P-47’s deep belly and widen the central oil cooler intake under the nose, but I found the idea wacky and a bit pointless, since such a long air duct would not make much sense since it would waste internal space and the long duct’s additional weight would not offer any benefit?

 

Another idea were air intakes in the wing roots, but these were also turned down since the landing gear wells would be in the way, and placing the ducts above or below the wings would also make no sense. A single ventral scoop (looking like a P-51 radiator bath) or two smaller, dorsal intakes (XP-81 style) behind the cockpit were other serious candidates – but these were both rejected because I wanted to keep a clean side profile.

I eventually settled for very simple, fixed side intakes, level with the jet exhaust, somewhat inspired by the Lavochkin La-200B heavy fighter prototype. The air scoops are simply parts from an Italeri Saab 39 Gripen centerline drop tank (which has a flat, oval diameter), and their shape is IMHO a perfect match.

  

Painting and markings:

While the model itself is a wild mix of parts with lots of improvisation involved, I wanted to keep the livery rather simple. The most plausible choice would have been an NMF finish, but I rather wanted some paint – so I used Soviet La-9 and -11 as a benchmark and settled for a simple two-tone livery: uniform light grey upper and light blue lower surfaces.

 

I used RAF Medium Sea Grey (Humbrol 165) and Soviet Underside Blue (Humbrol 114) as basic tones, and, after a black ink wash, these were lightened up through dry-brushed post-shading. The yellow spinner and fin tip are based on typical (subtle) squadron markings of the late 40ies era.

 

The cockpit as well the engine and landing gear interior became blue-grey (Revell 57), similar to the typical La-9/11’s colors. The green wheel discs and the deep blue propeller blades are not 100% in the aircraft's time frame, but I added these details in order to enhance the Soviet touch and some color accents.

 

Tactical markings were kept simple, too. The "38" and the Red Stars come form a Mastercraft MiG-15, the Guards badge from a Begemoth MiG-25 sheet and most of the stencils were taken from a Yak-38 sheet, also from Begemoth.

Finally, the kit was sealed with matt acrylic varnish (Italeri) and it received some mild soot stains and chipped paint around the cockpit and on the leading edges. Some oil stains were added around the engine (with Tamiya Smoke), too.

  

A massive aircraft, and this new use of the P-47/Attacker combo results again in a plausible solution. The added jet engine might appear a bit exotic, but the mixed powerplant concept was en vogue after WWII, but only a few aircraft made it beyond the prototype stage.

While painting the model I also wondered if an all dark blue livery and some USN markings could also have made this creation the Grumman JetCat? With the tall fin, the Gu-1 could also be an F8F Bearcat on steroids? Hmmm...

Elmina, Ghana

Did your smartphone went swimming? Or you just accidentally dropped it right into the harm’s way? Or enjoyed the rain with your priced possession in your pocket? To be honest this is situation is faced by many smartphone owners once in a while. The smartphone takes a deadly plunge right into water which is followed by freaking out and trying almost anything and everything to bring it back to life.

 

If your smartphones comes with a removable battery then remove the back panel and take out the battery as soon as you can after taking it out of water. Leaving it switched on can cause it to short circuit. If your smartphone comes with a non-removable battery then shut it down immediately by pressing the power button for 5 seconds to prevent further damage.

 

Remember in either case do not try to turn it on in any case as short circuit can occur and chances are fair that your phone will not be able to see another light of day. Shutting it down prevents it from short circuiting.

 

Remember keep it in screen up direction all times whether drying or not. Gravity is a fascinating thing and it will prevent water from reaching your display.

Open you phone up using necessary tools and gently use a dry cloth or paper towel to absorb the water by dabbing on the affected areas. Do not wipe hurriedly as you may spread water and it may do more harm than good. Moisture corrodes the circuit inside your phone so try to take out as much moisture as you can. You can use a vacuum cleaner to suck out the water from all the ports and openings as well as from the circuit board. Vacuum cleaner is the best hep you can get immediately when water is logged in your phone.

Crews work on repairing washout on Highway 31A (June 21, 2013).

Mini Cooper front end repairs

With the help of our reliable, experienced, professionals we can diagnose the problem in the furnace or repair your furnace at a fair price. For more information, contact us at (604) 330-1967 or visit our website: guruservicegroup.ca/heating/furnace-repair-installation/

the Palace Bridge is being repaired

(2017.09.25) Repairs being done on a building near Marienplatz in Munich, Germany. It felt like the entire city was under repair.

Old photos to repair QQ：84511879

The power switch of my iMac was broken again. My husband repaired it.

The power switch unit is just taped from back, very easy to broke.

iMacの電源スイッチは、内側からセロテープでとめてあるだけなので、テープがゆるむと、スイッチが押せなくなる、ずさんな作り。

 

PENTAX *ist DS2 / PENTAX FA35mm

Brazilian Tourmaline

Before: 10.53ct, 10.71x15.14x7.25mm.

After: 10.38ct, 10.71x15.14x7.19mm

looks like a Twister game. Just not fun

Event: Morris Minor Repairs - 12/10-03/11/24

Location: Stoke-on-Trent, Staffordshire

Camera: Pentax ME Super

Lens(s): 28mm f/2.8

Film: Ilford Delta 400

Shot ISO: 800 (+1 stop)

Light Meter: Camera

Lighting: Various

Mounting: Hand held

Firing: Shutter button

Developer: Ilford DD-X(1+4) for 10m 30s

Scanner: Epson V800

Post: Adobe Lightroom & Photoshop (dust removal)

Pol III fills the resulting gap, and ligase fixes the nick. The mismatch has been repaired.

Event: Morris Minor Repairs - 12/10-03/11/24

Location: Stoke-on-Trent, Staffordshire

Camera: Pentax ME Super

Lens(s): 28mm f/2.8

Film: Ilford Delta 400

Shot ISO: 800 (+1 stop)

Light Meter: Camera

Lighting: Various

Mounting: Hand held

Firing: Shutter button

Developer: Ilford DD-X(1+4) for 10m 30s

Scanner: Epson V800

Post: Adobe Lightroom & Photoshop (dust removal)

A lot of the grass in the park was damaged after the wet winter.

My washing machine begun acting up, it was really loud and the drier would not work. I called a repair guy, he fixed the drier part, but he said the roaring form the machine is happening because the bearings are gone. The replacement would const about 200€ so I said thank you and begun taking it apart :-)

 

It is still work in progress. At the moment my washing machine is distributed throught my whole apartment :-D

ac repair katy

It's been too hot to paint, too hot to go out, so I've pulled out my repair bag and I'm deciding if I should repair or repurpose these vintage outfits.

 

From Left to Right

It's a Date, Swingin' Easy, Let's Dance, Swingin' Easy, The Entertainer and Solo in the Spotlight

Pretty Cissy to begin with but needed eyelashes, base painted around eyes because of eyeshadow removal, given lashes, shadow and more dramatic brows. Knee & hip splits repaired & wig cleaned & styled in original 'do and seated further back on head.

Test shot with ISO 200 film and Summaron 2.8 35mm lens at the City of The Hague.

In the Home and at school we need to do some repairs.

 

One of the old photographs now colourised.

This is a real handy little "repair station" where, if need be, you can access a few tools including a tyre pump to fix any problems you have had and then get back on your bike!

 

Our Daily Challenge ~ On Your Bike! ...

 

Stay Safe and Healthy Everyone!

 

Thanks to everyone who views this photo, adds a note, leaves a comment and of course BIG thanks to anyone who chooses to favourite my photo .... Thanks to you all!

First time I've seen a toothed belt drive in a camera component. There's one running the counter and another that opens/closes the gate on the other side.

Test shot with ISO 200 film and Summaron 2.8 35mm lens at the City of The Hague.

The power switch of my iMac was broken again. My husband repaired it.

再び電源ボタンが押せなくなったので分解。iMac を寝かせて、前面のケースを外したところ。手前のスピーカー（白い箱）を外すと、電源スイッチが出てきます。

 

PENTAX *ist DS2 / PENTAX FA35mm

Just a couple of years later. Sea wall repaired

The U.S. Army Corps of Engineers Buffalo District facilitates a load test of a crane and barge using 210,000 pounds of sheet pile on BIDCO Marine Group's property, December 20, 2018. The crane will be used to lift the Black Rock Lock's operating gates in order to make repairs.

Rootstein X11, Body Gossip just arrived from eBay!

The Allied Space Force requires each ship to carry special small spacecrafts for repair. This is to allow them to quickly recover from the inevitable battle damage and carry out their mission.

µÚÅPSÅ#Ôxu¯zª]wmp*Í xÏq³Tb@*ßÄ×|(A]ÝÅ,ÁøèS§ßã¾*Ëó«ÆÁ{}ØP#¡G/a e"M8ûoP+A:ÈàïNàõÛHGܯI£ÿXSþU Ú{)Äð)ý¡±Ì¸JÃ8ÑAkº`»´<GïxÛßÀüðÊ6Äa

"»²ªm¶C¢y FgªV[n7WAþWó.DÚu}¦OVn*¥H4 äTKg­UGT?ç¶A*ksoNQżðÈÈp

Æy¯|2µD»!McQ/ÿÙ8BIM%ÛÄ.Æ(c4«|ª8X¯ÿâ@ICC_PROFILE0ADBEmntrRGB XYZ ÏacspAPPLnoneöÖÓ-ADBE

cprtü2desc0kwtptbkpt°rTRCÄgTRCÔbTRCärXYZôgXYZbXYZtextCopyright 1999 Adobe Systems IncorporateddescAdobe RGB (1998)XYZ óQÌXYZ curv3curv3curv3XYZ O¥üXYZ 4 ,XYZ &1/¾ÿá`http://ns.adobe.com/xap/1.0/

     

© 2011 Stephen Schoff

        

Polar Bow Repair

Polar Bow Repair

Polar Bow Repair

2011-04-10T21:50:35Z

                     

ÿîAdobed@ÿÛCÿÛCÿÀ@ÿÄ

ÿĵu!"1A2#QBa$3Rqb%C¡±ð&4r

ÁÑ5'áS6ñ¢DTsEF7Gc(UVW²ÂÒâòdte£³ÃÓã)8fóu*9:HIJXYZghijvwxyz

¤¥¦§¨©ª´µ¶·¸¹ºÄÅÆÇÈÉÊÔÕÖ×ØÙÚäåæçèéêôõö÷øùúÿÄ

ÿĵm!1"AQ2aqB#R¡b3±$ÁÑCrðá4%ScDñ¢²&5T6Ed'

sFtÂÒâòUeuV7

£³ÃÓãó)¤´ÄÔäô¥µÅÕåõ(GWf8v¦¶ÆÖæögw§·Ç×ç÷HXhx¨¸ÈØèø9IYiy©¹ÉÙéù*:JZjzªºÊÚêúÿÝ4ÿÚ?²£ü¯7Î'Z¯¹z1XÑÉYßؤÓ#GQÌee8ãпáÇ°@tJè@ú¾]xÝ$¬~Ð?ÏнAü¶03Fù-ò;( ²1[¶©¬]"Æa,L]¸-ÅÏ·>®FZy«çÕ~Î øOôòË+ã¯éËî>ðÜì=Nù~ÝÜr¡EãÚúXõ½¶ÓÈØÖÍûzqb´OÆ0ÛÏâéÈ,ò;1ÚÕ°I&ì½ÝZH ìÕÓÇ©àßëù>ô%ùºÙKoùCþ5ÿAt Ç-ÏÀº´-¼Ô¹y­ôù>öO![ðß^9¿º$&ºì_ótâPi[tì?á$ô²¦øñ~¦©ØÁÌeUfÙûRY5ÁV.ÁG-Éúûß7ÃãØ¿æêÂD"éÊ¿>>¥ë5¨³É×ÛN¥Ë÷P.¢Àsaõçü¼I¸ÏìSþN½­÷ÉÙzÐ÷¶ËÜl`²ºzîÄbòõ¸ÊW©ðãªö¾Bhr3,:b¼rZBR.=¶Êàd³RÎ@¨P!N·"#X®æA4$5iåÃùëÿçÞý/¡t±/jJ|ࡱPO6'ê`Çs('ý°µkûzVa»©¬p°¤Éþ]bÅ0Ýÿµê

``rX*ȤËß½O¿¶]ÂØÿàWsÐ.òѪR§·Úåîcp>Güÿ¦dg¯i*çM_à¥.

©üÇ:ÿ?ÇIQG·ëj_IXc|aªj¢ÕU¹F×ÉAþf@ªÉ¬Í´ëuàè°?ñí=TM¨ñ@Zñ`WåóèÓmï5%Ng!ÛþbMu% ÜG

¼lÊæâk[mïAeüÆ?o¯âê¨,ô;m­ñ±÷U:Í·w.1cf¢ËR×H·õ°dwC\­îÈcqØÕmzñzq?äê

ÿáAû¯oã¾îÌt-jþÑë}2¤§][CÌUÁNíIG,ù

2åªê}màF50YGò'üÝ$»³"jÅ3éè?ØëçCò÷uǼ~@o¼Ìr;ÆÕPRÆ_ÅxÐ9Wü/ìEb@¤%þѽAè´_ë{[ën¥¾¾ÖjÎ:o®ù·ô?ãþûëîÕòê´ë»kþ9ãýoëÿ#÷êõ¾º$¯üG#÷¿z,i־θÞ÷¹ü¶ÿmcîë}q?ïý±·û©o.·Õ,¯µ¿'þPl|^>Z·ryÕSã?möÐJ*)&eG÷,ÌYL`úe­à³´ÁýS

ùÓÄZ·ý\zÈí¼o]á´ö¿OWì

%jKüw)Ïc±»tG_Od³¹&Jss¦aSr¤-Ë´´õêû*0?.Hj\iN{ÿ*¾|6ÙUQÔWb黾{|SK¢NÞî}º÷7diµÕì>« ÄÓX1O]R\_Û4Úyä9:Âê¶ÿã áü³ÐòZ ¯Å¾Ê

W\I³»BvEÁ3UãÜ-6wüÜokUûQO éÒc=kr2UbÒThYK¹VB¬ÚcoûaO7ÿjD¬+^«Ã±5UlrW3¨µÂ~ypA÷O^üúƵ¤Ùdb#ëu³q§E>÷â¹ÕÖ©uÏ,Ë¿ýÀÄHÃ_^ô×W^§O´¹ì1°©]E½6=n´<G»iæÓkéÖññÀ°[_Oï#ÛÔ:Ö°8ðêun

ÀòU_D´P½

¾üóow©u.ý"þ<E.¬ï©á1Í?±â¦©Ý{#¨º6YÊ;S¶pÕYiÌ¡^_áaGØ´Þ/RÄòFI°b¦öp)®/SJñü ?Óèi©áDºYîÊ Tà#íçÕõ?ü$/"òQÖwÍltÁÈmþ£êZ©Ä²ÓnÝéºiá*Ãýy·àÜÊÖµ®ºùR§ÏËZ¬

q#z-8×£zR¬O>ìTàgæN~ÑP¤ySMâ:©¸.¶_´$þÂËóêÒº¯ù`/nÆÁëÿÝAKO\2ËÙ{â¼åø¹-ìÛ²\§]bæB>¤ûÚÆüPª$¥*×Ȫo§ÿC`é@_ðÑÕÁíý¿µèâÆmmãáA5ßÄc°P¢â¥ÆRÒBpíº['ç¼òÈIy=§Ûm*!§»T¨$W]QUTHeicevv+­*"+²Ãftêh´] )¸ýO£f ¯^u?gN±ÁQ2Æñ<i¡

_IÔN«

<¡÷j9¡ZpôëUU®ªõÛ¼ôÉ®D$*MIJ:p5\{«3®Xu°ªÜ\1QNÒË,ʤ2Hî$pÞ6p wã$ñaÇÓÞZöÿ³ÕM@#ìé!»1ôÕpSIÍS4I¡&¨¹WMKlmÏ´²]Æ0H§çÒí$uv`@ÿ¨t²¢¢¨ÜAB,$¬A"O«\¨ X}OµÎÿié#*ÄkÖíkS­&"HéòO4¦bEñ¸Øß5ãϦkåÑyù9º$Ú½-½êéÙ «¬Ç¦6Âuç¬É"ÆãC^Ð?O~\ÜE£Hcþ×?äéÓd |Î:ºbE±z§dmúxãɦu;KY¸ó·ÌgkªXOQS¬Ø'ê}ºY¦w\»Ïùºt,({BËóÏçЮ´ÑË(Q/êSÁPHסl>¾ê#?¯ko!°ävæ3=Mö|f+)LA.AtÉÕFÖU?=ÝÞ¼²²eYçNÃøÁÑ;Éð©¹z¿id`2´ÒÇ>ÞÆ×S:UP×ÒÇ䶪8g6tÀ[=è³ÆÉGaz´éÑ;8}T8®xÿ³Ñ{Íÿ->¨i¶v7sõ­c»iÈuöòÜ]cÁõG#Ûú?ªpýE»,ÒÓK*^4áÿM4V¯

*_öºËÐ3þ^ÃWìüÈW®=Z

nËÙ8MÜOLgv}FÕÜ89¤@9íª'®»QOPkþÏUð"ÀKô4aùþÒ³7

ÃS><UVÒøiľ8"

ma8ÉÒY

MiO_Cn]j¬Ui]!Oú¼øµ° »úWü£yòÑã¡øõÝL*¸ÎÊ¢'Xª#mÑöupÓL±-î>¿Byö²!Xâûø:iðòý§ü=kVáÕH#mbVöÿ[ñõöøé²£¹Ë#¶°?Þ=ø(õëDô¥ÀíÌîéËSav¦'º3u¯¦

·h+7Z¥ûlf

ºéP!äõöê#(©ùg«¢I%B!'ä+üz°ÞþOÌ×½½ð»Ò¢Dd·ÞÞ§ê\S¡k}È®í\ÎYilukdÔ¼¨np[ÉQ\WÔðûGå_N¯ôòvëdU>¤

f#âÿÖã«Uê_øJóÞòÑÕv¦ûøñÒ8ªÕë`«Ý{²w]#jA¡pGnÒmç+Ë[4A ¿·VÜKÈkåA_¶µ"TãùSªè¶PÞ%Õ[

¤úÖ¤§(

fÏzþ5ñ÷,ëòç··åJKÕ=U²öWã'UHÔmU¹äìÜ¡§dhd ¥t[À·íÿb¿Ïóê¦KU

R',ÉaB|ð´>ÀóóêÔ:þëü¨z~¢#ÆÙy&O¹7Þõì

yd

µ¬²íÜÍ.ÌÔÏËÆ

kAnx!«AõÏøkO:ð¼hØëÝÔcÕ=Ô]nõÉ=Dû#®vÛ«©¨ÌTTÖã1TõuÈÅÝÙÉ$ûuRQÐîӤŵdõÂß^öúØÞÿÖÜßݾΫ^¸ÿ­Ïõúp=î½j½xm~Kõ¸Rmo¥½Ûê¦s,-Á&÷~¥zÑÇX9Ô¤+SrÖæö¿øÛéïtÏ˪Öë(Nmÿ~mÿ÷~½'¯[öï\}¿ÿÑÚÕ>IUb¨1=ãfO¦+b°~]-(Ô²Glqð¬2Ë.¶

Éltk°öøXé`zPÿ«ìér ²

¥Õþ£Ó6:(ãXü_ÆcÕ`®}+ëÒ .°rÿyöø*ÐæL

´wRF.c¤ÊÃÖX¸Ö#yü7õ÷h'BBð4ÏU^i^±.Mh2&ä¤c

#¬m$ bgfU¸Ò?mI1@ºIåëóéØâñ#-«¼|ÿÉÒ?ud6æTç¦ÚÕÒ4Àq¾QRÅD~J¹ÕüDÅ:ù%~Ú;¶TíhÌkÅEkåRxÒËe»tºP)ø)ö5û:aÅï-ÁZÌF>ia(饩«|Õc«L$:ªÑÅ!e¶XrEiã»a[hÄP@ñ¯¯ÊõéLPCþåJe#ÌqþxôèOÛtÕqKËxgÉä5«X<4ÔôáEX©Ä¨wo¥6xSÐÆ1åù¢L¿Ïíÿ7˧ԥÇÐË,Å)¡©g)£Ýéºú{®c¨xùz°yd@ºO?·üF¯ÜxºyþÕ§îµâ ¼+9ÜäjÕuôÀÁ¿½=Ä*ÚK

UàpÏ×ÞRº?,ôUþ@:ïéÓ]SǸwí6S3kü3lRT#¥2PPNú]í{ûQlÀ­ÜÄQ69ýtTýkEptåÿÞEAüÏG¦càîÕ£« £,ÑðÍTz£]V¹C1 ¯úÞõ©GáÏ[ÒOÓ=D2%á%e¹RH,t¸%óÅÁ·»+«

¯ÅüÿZ(Ã

ðõ:ÆÉPLôsãëu RÚ(ò4ÓIûL­{Æøú{Û

©­A?°õUÃäzp$k2ò­Ñ§Yu5ÕåSõ±~ 'õ>·R8täÕ¥¶( ÜXÜ¥þ {p49êà)¾zÿð§¼ØÏwÓÃá7.jLaì®×¬uï|ÕÔÉ×bª+©òT;nO&O

7®îwÅMAOJùÅY»JÌ}·±ÆBÖ«Zq=Äçä1ÑdÚ&wHzÐPàÛó>8ëRn½ìÎÀêlý.ïë=çÙ[HÈà+¦¡ãEV¤È@Cã9#¿6úgÖ÷ÒhC!õé*îJÌsA$yűð¸õtñ1w3%2³oåkÙlió©Xp

Ói6ï®ÎîHÀ5¥u(ü¸éiÜnigu}uG/üåþ&îX;ùGü$ܱVç1½;°isõÊ5UKÚxn´ªZÇp³sÃÅw`IYàr|Ú,.*ãöÓ¦ÅÔÚ<Ä

wxo<&<O

^¼+Ñçø;Ô¿Ëù®fûkÒ?Ê?gRî^Ørv/a¦7åwôU.Øz¦]½KC¾7æЫÈMV$ñCQ=$

ÒM¹¿`Vâ

4¤òá_,d5ÓÜË.íô-NaÑéPZ&RxcP Í)SZôÜÛùöeSÁ´÷çÊY D»ÎÃÙ±Õâ-×ÒpÕÔÓA%ôH¹5§ µÅÙÃ6×.ü¡¯ÎÇ[2Äêµ8É#+â×ÆLó dV

-òéþ\âe^¼þh4x'tòGÞU³³õr^À#Wsí|²xË

LÙ¾¿¤~}ûÆÚ =­Ü2ðþ¯.¼âÜ!¡ï¯j18¤âØàÖ£où(ÉîºOçÅ.Ê9

Mºi{¬«/$¯wÞû|iê¾¾9ØÜ6âÚMò©þº

zÑZ£ð?j<àüýX¶ÆOê÷vÂíN·Ù!~1w6

Ü+¯û+nî<\´´õÀöÏËÃ*ä6gl,Ü]rRù#SÎ[Kw-i&þeJ°?ùCÓ±E4dÈJÖXhj ã\#HKoz¶ OSÕf­OP>?ø§ójÙu:5^½2Ç@Ô©}«¢§Õà_ü}±»ñ:z°êö·)ö·ÍbÑ|tî:vâ÷ôD¥bÏØ*ªÆ`³j

EÔ²êä[Úè~ÿÒðtܸyqøøzÖö½(µ¼µÏ-%M[SSQdûzP`

LZÅ<Ï9êÚzsþ½üÂwïÙÕöêè.ÄÕD¾ÎôËv.ò ¹Ñc`åÛ8Fbo[0}uD$V­õzÓª°¹Sú ·øBæzµÎ ÿ|oÅ*®üùMÛY±ÍQê½¥´:£RàµÓçÇe礥t²³¤ðLEØ2ÃTÇÇ

Wæy´Úz3»;-rXÿ

7¿»PztÅIûzáôOëþÞßãîÀuª¢Ô$Ò4)P4RK+5µÊFªIf?ã`=úùu®õ:×úÜòoÁÿð$qîÔë]zÖ?KþØßëϼð÷aÖªz÷<ðúȱãü}îZë×ÿo¯ûø¥ýï¯uÿÒÚ^£æ*¢ªhcjÛÇS*»Ã4(Àj²øx/òô%fÃëÇgåÒ¢Zà²Gb5PI°[©#ü8·µé9&¿oS¨uA}~FV} ügZ²­þ¿~¡<·¯WÔ箤4çÆÕ¾'¡¬C)!&`cMcên·½ÀÔ+OõW[ÕÇIÏú¾}Møõ*ªQ¾¥¦KZöúoø×»Zu 3^¸ÏŨ½e3,̨¯·'`KóoÏÓýotÅ(FW

ÜT¤®K$e#¨ä[I,Ö·®ÚF®M¯Ç·)Ph:¦Aîë¨ëé¢ÉQU¨y#HÂ@À²ýT;~¾Û£T?Ë«)EêBWcÑ4§'üÜ rÚ

îXéâÆÜqïÄi½kºÍze}»È

M)Çc*T»¤ªä²Ð¬Q³^)iqN×m?Z¬D{i¡

¿´ÿ±þ³§IAÍ|¾C×óÿÛÒÊLJ'ìÔQ#0D/ }H*n½oíåX×

L³9=Õ=O

³a:XHì]Þí{;1úò}èBlÈÝ4ÕáñÕµb¦jUª5+

W

D¥ÀeÒHb@à{¶¤¶FÖÉW

3ûz¼sÊ¥_°ñÿ'E·fãÆïùI»³,óTcú¿fE¢ª

×3Dí¢ÆðÇKT IþÙÑ[xã©$Õû08tÂ9iî&

@<¿ÿ£OV2U#ÔQÅ«QwmûbÏ`ÚI±*ÓÒRTM2SÄßCu5+¤voð·ô÷´ùS­1#©¥c,F¦ÔIa¤©:m,¤ÿ¶úûÝóÏ^ôë^ÿæµüúëæNO)Û;NJãbÞ§rllÚ¤¬ÏîÌåõuy±Íf£Áã*§ª¬ykñâðNù)ìfÝyDÝX¼gBï:þªÛÝtýÞÜÑvmôµ[1¦­\|°S­5=2Ê$Ëd#B;]Õ²6¿lVeÆ´ô¹zó9JAM=l

ýÝo)¬Þ;iáwWkd1UÑî*p¸ìÈW¯

5¥¾ÒØÎg$v¬ºI­8\

t¦í#Y¤hÔ"W\"uSæqóê´

/o÷«}Û~}¬hÏI«_.êðÛ¯i¶#_Ühæ±°æöý}eKü[RÏ|5TÑSÆT<l©Q<NTÇmGÔ*¬çäÁÕÞ&<H¨*·~Çݾ5NZ:ÓÅmcaeòcñ´a¸¿´òÚDáéÔµ0tüéÓ±Å8ãFÐM*8WÏ1\⢼zÚ«ü£¾mö^N¶=¯Ôm<snõã¶w´7&câEOð2xeÆÊÙïMSÈ׬(Ä%GQª×öͽÎÒ&SÇí á_.ÎôeøGÏí¯GùSÿÂz»Cà¿ÈÊoý·ò;¯·Fâ;zmz߯vVã®ÇSÔï!L$¯~î¶

Y5aeÿm­-Ê»½¸]Ä"2R

iéùôÜSCm Ò4·~έ~ùCü,Èãj±}´w?sÑ×<Ï_ߦºXµé7$Umý»^¶øñTѨFÔ/uq[$j®x.kæeEIã?mGòèát÷Å__hÖ¢þ<t¯QÂbû­vÚ¬ÞæZ?Jªg!è0?` è~ww²4Üp3ôxý»P(:f¤kÖ3 sôþ¼ñ7âþôG^¯Ï®h

oô?ÐÛéõçëý}¸£öõBsÖPõ?ÿRonl?Ø{½:¯\­§üOõ?{kü=vWýñÿ`O'ëïuë]q>¿OÅ¿¥¯ïßg^=woðãümõ?R/þÞ×íëÝwÀ?^áÿ÷ºõZu×Ô\_éþ$_þ+Ï»Söu£º~¿àðâþöZ¯X&XD¾Yo¥c

Às¦ÞFéUÕvÿöÝ©Õk×8bd[ÈÁæ`HÇü4ë|¸ùGûO¦3³¬ $£éþÞ˵W¸+¶EÅÁå}GÓݾâ¹xäOó,?ÁÖÉR~zWü$ôð½üÀ÷gÇuô£G(Vû/¬vêçVæìLäÑrë~úy|î%ìõ ²ùÅÿ>ÔmµüÊrÍ/ûÊâ"BBµÛÓ§0ÍL·øNÇÏÌ|@rßvðMnÚ¿bÿÐ={Cç×ý3ðÓ¤]ü룳{ÐQ»k»IÜóêõ¡UW

ÕTi¢&7_é{{¯ÒÃRZæR~Ò?ÁN­F?ï°?Û×ü=s§ø³ó²V×_Ý4¸jveµ(7

ì>8(}¦×úßÞ

êZ}§ü«øm_?ÞIÿºÃ¿-©ûî%e¾û¸2bCéy²ðëvSÁ°#ð}¶míÎ|YÞÿÏÝ8ót¯úOú©Ôß~aÓ´%~@QÕ5;iÕS»»n2_÷/4=ÆñIu#¿Ô\{¡Öµñ¦¨þÐ]_I>À?ÏÓ|sùû0Ù)«Zy#¨þùoÊY)aD¸©j#ÈG,PÉd»X³8úómkz×êf©ùóõB­CFú'üý8ÅÒ_?pté?°6ä°ÒCh(hû*v

ÝÌuîI*ïªò_ÔIkM¬

äÀ|«þZõ¡¬þÏÌêà=amÿ1¼2²â<­¼ºÿ"fgd´/üG¯°î·Ô^ÿZe§nâà|Âð¯ùz¸M¨ÌxÜ-Dx]c

 

6QßXIçPZÃè}øZNe¿Riæüzö¶ÀhI'óðê,¿*>Lmhb;³ óTpÕdk6ÞèÃbi<òÑ«2x¦çÆã©!2)z"@Ir£Ý×q#ôäþYþ<z±hT7Uõí }¼:lëÿ;{§2Û¼î::Ú÷Þø÷

nz+G

ªfÅ

NVõíôöÇÔ--¬«OU

ÿ'§u!4U?cÐTèÃa>Htþech·¦¹U2ॻ ÏSãþ.l}ø]ÚÓ VùÕãÔëÞ$Gíÿz(÷4"­Çdi«©tkI¨¦#M$fÍ©% ¦2ßÐßý·¨®C+Ô|²?z¨bZg§X5cKE;Jñ¤-0ÇRéº\¬c.HÔ~*¡Ë

Vùõj¶'

kçN¦b&X±TQÍöë%!*5=éegÝcý\:¡É'§EZαEIÔÑ"öåqr9·ô÷`GuªÄõÜPËS4qØÓ÷'7åµ~PE¾}¯ÓÞ¨ÌÀzµ@9òë6oÜTïGÂâ²ð4ÒøòÚLk̦XÕÃ(TwKÁ*? ÷¹9T¤#ÌW¯E,аx¥e5ò$ AÍeö®ÖÈõîSpÏMS¯ë]á»úüå*(i# ¤²kæñ´­=4VTxZ=LÍmN䲩éYb_Hät±Xåþñå¡doV½SWó¯AcüØ}¬Çæw^C;ÔµPAGÙ=ÓÁYg§xRJ¥ìN¸Íe«"G`Ìz¥À±ajÖçu=ÞRØ~uMGýê¿>¼[*[Bñ),Êc;¯ÙÚ~Ω¸twLl?ôö'Tt.ߥßý]»·ÖêÉì¼Ý}EÅìô^wbº+²v.>·#¸ª>êº)Å:GO5:!b-¤Þ÷Òh×Y_ìÙuZÖkóÇ^¹µ¶¹9&V} êE) QD'?!OäWòø·Þ¼{?zõ~ÕÊoýÍ_ÊVoÌ/Éý¯Üû8jÆuÐöf#³ñY:º¹\ÕðSúG³KkÝÖHÒ3²Â5oÓ'ì$ÿ¦^µVûS`¥3æË=æ¿*t

øMoÃ-Ù§ÅoV\E6«Ô6ÀÚÛWºãÆʱSïNkPÉ&³s$¸½­§ê}ÅhFi$Õæ5ÔÇAÿIZê

2ý:°¯ðªÿï]XÀþO?ËëeÒl·7FEßUÝ_³0w°rß&7>äïy6ÉÛ²ÔTa6¾ÙÀïªúý¶°XºÉeMO#PIö¥!HÁÐ kùúôÎAì@?i#ì,Iò¥)åÕí]¥µ¶6"o쯷6n%´ðxµ¥

F¤¢¤YSn

ÎxõGârOÏ¥ SÁ<rMù'óõæäûtæzäXÇ#§øÇ÷ºg­që¿"ÄZÖ7¸ÿ_?ß}}ûòëGë"¥ù÷°:Õzä?]q

@ãü8üsõ·×ÞéÖ¾}x©6üÚÀ[ÿK_öþíONµ^¹ô¿×ëÇ×úïÔë]rüyþ£8ú¥¾÷òëG®6þ¼Ïï__¥¿×÷êõî½aýÞû¯½çÓ¯PõÿÔÛfmã1,v+êUZ:ZHMTH!À¥¬-ì4uW,OF¥ÉâÄô 4TGðé?KX.M¸÷í>¼z¥xõÎ

XîÐÊuêöý$ð>#ý÷í

õ°}:Î!§,è]Ôº³'ÑÐI¿çÝh¤^¯F¦N4´è"-£SrÖ7f-Ëú¯qþ>ö§ZêêÀR£í¯[R§?äé?US_®¶f§jTIÚa,"*¥HÜê$õö¼XÙ©Bùúô­V9FDùtãÆå¼tÔª±#zEI¼qÄ

dyJÛgbáççþjtâ ¬³|¿ÏÓ¹ lÄFò_XHu·à¿ì,9çÚ£Ïä:¾AäiñÝm¸tÅmFB*\=

 

TUKUUª"Z)A¥¡%!­b-ïÑ[¨dþ_ÈtܺÍð>Þ½eÕ;w¯zßmlè±X¯²Æc)ÅM4TÏNù*¤)UÖ(ÞªGÓQ@U@÷gygjk@±Ç]*(>tó?o{ãHïWy7?PuÖhÉ(SSWµ1B¬)ô©Z¨éÅAbI!-½²$¹¢LWý^µéæ(ÀjPM<èÉÐ]øÐUÌ»vzlC!sm¿÷V23§JéÃK«ÃþBö Ë3

6¾Ø0YÉPÖM8¯iý£?Ï«E4ÌÔùÑÿòô©ê½oT¹v¿gãh9

5èºZt$,CØxìÚ

\¼d¡öѵQðî¥RÜ?2kǧ¸NÝMCѬÚ=§²÷4e6îãÃæ$*d*ÜõC:-h*~}%kûpUJcMý<ù§ÿO<úßúqaÇúþ÷ÖºösôµÇúúoù÷jyõªõh^FM+mr;J=$À^KýE¿y½ÒbmÌùé²¹:¹ªLI§G

ÆÑ@°Åϧ#*Nú@@B©úz þø®©k^a?ì9ÿ`?¡çþ+ïUz½tOúx?ëñþÇÞúÕ:ícmDõü~ÿbI÷¾µÖ@¶ÿ}

úÀ\þ=ÛÓ­zõÙ[ÛñùXK~>¾÷òëÝp­ÿïQþökÖ]þãú~møÿø~¯Z§¨ë²8à\þ?ìÃ߫ש×DXÆøãéÅÏü[¦:èyÿc~@#ú[~®zÕ:îßô7Òÿ_úý?>í^µN¿ÿÕÛñÒy&zS

£»ÇkÊ¿Î%Ø\_úaÑR©EèÌ

 

hÕ=>EJÄ]\,&Ú¯kzÞ½ßGϪTuÒãÐH²µü¨9a«I[P­½ûÃ|zö¬cN¢MkrÃõH°ãHüþüQFG¬ðëÔÐj*Ëp[W+pªd$'ú}ô ××­:öp33z£õ¿ªAÍ-e'x>õ qóx1 Fç¥ÜË{u.§Ñu&×ÓÇèÊYqüúº°SÓ9¡!-4ß{FãÑSK½EÀxh

Õüv¹ú »F7í võ/ðý8@5®£þöÁöô°epöudvuñè½ÁáMµ\ñkûP2×9éÄ7\#ÅÀó@Þi¢oBðX4ÛH²I½î}·á)e:#«xQESEzåU4¥¸72óùþì#«pëZÎuÎj5ÚàHåà=ØÆ=:¨cN=ÉÆ.êì®­Ù!ZZlÛÇ/ò~ÛÍpHd©B9âä[ÛEjX1OÛÇùue=ëQ

¿>ùôcªh²Ñ&¤HIe±°²ò<û±¤

c¯k§zËü3À£DNK}ÀüÛðüûÑM

תõØ£UIX³m`jú¨ÔDÜ_¨·ºøC?êþ}X¹ùuÜT F"V%Æö'þ

nM¿,a0­Õjzá©L¬È#Ð[\UPÄhá¿¿æÓLu³

¯Ï¤ÛevÍ5fJ²¶3%$©¤ÊêC,B8Ãy%ôØqíõ´Ôìé±p1Gè¿ögTôcÅ"îÎÚº¡uó9

|¬uÓdi -Æ?K+£q{ßÚ»{MRý¿ìué.

Vûsþô

í.ê­W5^mÔÍ9ªZª_ïäÜÁq2FoáSterñâcOÇ!ÿíoÐZ$

Î<Ȧì:ÕzÈ­a§ý÷{Ý:¯Ù×>

É_ößõÇ»S­W®@~¿ãkÿÒÿë{°ëDõݹúßóøÅ}Þ·ªÔ×®ÿÞÿëñþÇéïtÇZÏ]sþô[=oO]·ãñÿ­ÈýFÿ{ñ¯^Ñ×ñK~?ß}=ë_[ðÇ_ÿÖÛ5ß}òÑäû?e}ÜEÜ}n%òUhqYYpmÀKûíWÆRÞÔþÁSÒõÙTb=hiûxtÈü¼é¬r§ud«0zm£ ¤`·¹Züõ6Çúù,yöàmdáÉ´?M³®¦Qö²åZô_?&Óµ×Û·2aXµTd6å:É4ZUôÒãò¹%Í,I¶Þü¯÷Ü#ý¿ýOç×8þóþr:mü¦È÷Ó4ZÅÏWPªKÕÝXsoÎoéïF?Üýèÿub[¦çýäõ·WÎ*çQK²¶m

SU¢ÅúêeßÙ&@Û϶ü)ÁÍÜGìSÿAu¼ÿ¾ÛýèÐ=L~pÏ3Ñ-w_Ó}´®ë¢Z*͸sQTBm:®ÀYO½eÍoSýàà>·Æ´ûaÇýät¡ Ä|ʦ¦Jy3[L(©Óc±é

E%d?¨6½þ¾ì p?ÜáþñþÇ^-S_ÿ½Ð½s¾hSbM¥±*í°ê-v(þ7ÆÂÇú?ô!$ß

ÿ¤ë~TðûßýÔtÜ_4éÜ3í-£[á*[8àÅ»©$}Ãýȧ

qÿ)ÑÎ6ÿ#u³åHÏûØ?óèë,]ò¾6Ý;CY`, ¡

/¥Þ½¸êÿ­îÂ9¸+ó?Êz×wMOµOùºkägváõ6áøûXéÀw¨Æ®áx

ebÝr

7àßÑøÕ

¿Ûÿ>õ}h¢¤?ûÈ'ù7H,/Éfü^ÈÏìÁ2n-¹OOGEåÛtqÉIò2âàz¥Ê±ÔêV@A>ÛÓte-°$°R1éÄõuðËMYçËì¼WÌN¬ë«óxYâ×&zoy6õF]QA?SbO·|VU¬¶ò§ûZÿÇkÓX&"5=Ðô/b{ר²ÛöÛÎðÅ«þ

PèʤUh¤ú7ô¸¿½­Í±3~}§ùÓ­¿ÙÈW¥ÍFæÛxïã5ÜBãõ©§´Hds<±nÌM$û}T=

gìê

´×WUò¯ù¸ü8ø¿.O¼ûwo¦ìÆA<Ólí¿O[¾÷àäM´6¬uõF}VWËKEB1ë0mÉÖ/Ç ñý}ÜCpiD4é³4µu

óxôúÌøþ> }üG·EË

ÒSë-ÅEkÔFÜBáCµ¯ý£óýmcíÁ·ÎH©¦ÍüC¢¾æû0Èx?RÿmøöðÛ½ÒtÓnÊ>°yÿé¿]¿Z_M¾¿ëßýãÛ»ýùÕx÷ß_ÿ×Ú

ñ¦ñêÔa2ùUBLâÌ5(!BúqôTÔ(UeââEQUGÈÒ°,~dðì'HuFÝÅuîÑ£X"a(eõTM;±7bI&üt3ÎxÊz¸

>òØlUa)q´Tèªi UGib/ÇúÞÛ,OO[©õë0u@!õµ°ô¯'ëîÓË«OâêQËÜuxü?%<u­

O·å»¢*zs.¸´qÂigBV(Ó/#}oÂM÷âWZ°:á^§djIj%øPÜjX"J~ç}ú¸Ï¶Èʾx²ÚÄê/æÖÔX}ü{ñ&^zϯJÝÒÉϤXê±·6+cô×Þ«·Làõè¡uÇõtþ7þ·º×Ì·LÐç¬rÕRkc$k­ZÌ̤pÃI §úþÛ/5aÕÂ=0qÔJ¹é⦫«a¤¦ªõ?¥$sý4*oÇ»atõBYAÏ@¯ÆÍÄu9OátðTï<Æks×6iG#0

¤Öд UÀRI6V,]Û4Æ8c¯e8×üÎØéyº¶?\IG,»omZWf7Êâ±òK\ãI¢4 cï`\WD.Ä*­­

êÜñSfphãáÊà(jçÜ[-ÅÛ;7jÀ!i¤Jê\=}**³y½ÉITÒl¹7¸Êְ¾Jwñ*ì°ÙFÄ"§ üý>åçzÎI_µ©üÏ>>ß-Z7ÿÊ%Êå*¶7Qí÷no;¥Äã7´uÜO;®zf¤Ù»`G$ÙÌÝmZ-5EbTÔÉ;^8Xf'u©HV£Ôÿ¥Q+8 òQÇä>_`ëèü¥þ¯Á¿¸]½f¡Ï÷÷fWb{?¿3QËe÷¼¸è©¶îÐÅÕE8¶ÃB´TúC%ÝU"«Mí'd:WìâOJ¤tAEøGê|ÿÌ>CÔ®+o¥>Ú§rL¥Jè

æé ¹a

~¹»ÔÇý·³xQ,£:¨f#öt[!{¦¢â!çëÖ:ÙZiô¹·7@¿þÒ¹y[St¥4Ĩë¥.?[}.9ò9÷°x¿R;~ôsoëkþ¾ì#¯Zñ:ÎÆÿþ${¶yu]Uë0[}Þàó~¿S¯Tþ]sÏ×ýr?×÷à:÷\ÿ­¡ÿ^þì=zÑþ}dóÀ?ãþÄ[éï|z×Y77¸·×­¿ÇÞüºÐÏY4'ýçëÍþ¿{uâ:Ȩ×çý?õýî½jr1±S§ýñ<rýè·[ë×B½í¦âÖõªn.²xäý?Þ,?>ý¬uí$õØü_ü?ÂÿOõÿýâu½.»*¿ï6úqùÿly÷_Öü3×LÃI¯þ>ôeÇ[ðúÃáßB·ú$üÑ¿§ºkjã«hX|Tܳd¨Èü½þãîÿªß?³ªË×F»«Bó¥e°6þ lÞ}¸ ¹n3[¯ú ëüTîðĨFê~¶±#ÛÆèñ^¨omÔ`רoº¨¼i+þ¤qÇøâÞdÇÓ-¸F0õ

÷mÏ¢ûN¤ ÇÞ]¯ø¤é¦Ü}#ÏPäÝu ·ÀçYúàØ}míá¶Ä)V=4oä<A;!'#BÇ¥?êdà£_þµÿïëãÂ2d_ÛÕ¼

(¦©·3OÇÁ£Po=\éÓpK,ÒGÀ÷_«zýëÞ¿ÃO·¦ïþÉÿ«oþ¿ü^±[~øý?ïõü

þòzßþ£öõÿÐÝ2ÀÞ³Á¸«4XñãÙ&¿ÛÒâ½M©yDQÔvG×ý¨ÿ¯þßÞÃã¯SzÉ¥4ay seüöÙ$ק)Ô­ÅÅêkèÐ ,|Q¡A7cäHóôÛgAñ8¯Û×cðÔÆ"YuFW@0

ªéÜÕ-ªMZêé]cÿ#ÝÄ_L´òÈêíÚ¾|z6soKu-Óqe5îC0à·éïÍsnEdý£¯,rjþ}bràiÄsøÓg½ãP { ¹

EÙýI¸1+sw¾ßðOúö÷¯ª·:~ÑÕL¢Sì=%{"¶

.»ÝµªêçÂVÐФUçËW_¤(aæ¹þøö¦%ñ(#}L}I¤4Ã(½¦6þÒÛÛSjÐèl>+^ª÷TI;¦kÙåcõÍ ±!Å9ôé©e-#Ã˪ÙùAòKvK_Ø»K-].YTtÁPódi'« I·6çÚ©"Õ3B¢câLh±×±i^¯êCUÿ

?ÍÕPwÎñg*9¤k÷#FéKTjeI

6A$I=-Ãí¯Iö»W>²ÄqäõôÏæi[Gÿ)¯ä5ÓÿÜî¾éÝ¿.)ãJÚ

ÉU=oÓUTêµkÈENs»Æw%}4u!x£ZC)qPc¯F

Â*sCSöúzöc­ñ¸È1è±ÓÄUDcþ¥EÍÓú{SÓÞ½'zÈAcN5>¢ÄnI7÷­55cSÖÁ ë8Ð=#ókmýøûÞZÿYÐZü?ÖÿçÝÅ:­sÖpqþü/ksoÏ¿Tׯqë(Kþ?Þ?6ÿXz¯VN¹è6ãýÒÖ·øÍý꣭Ós¨þ8úKéÈ>뫯P¹ìøñÍüE®}ëW[ÓÖeçóp>ÈÀ÷íC×­èë2ÄOüu²ªIê,¹°¤y,ÖÿTÌûþ

þ¿ÓÛÓu'®w'ò.?¥¾÷½H¼X½BxÖ)'-û&Ñ1ÅjñÊIú0ÍÏìQþRz±h£ûOQj§Üq!jýéEBûtXJXÔ%eUzÄñÁ$Ï»xIø§sùþÕuðĽ«/Xu½¹½i©¦òIÛXãHê©î«ph¦5®¢ÆÄþ

íH!öÍþB:yZqB±®~]`uì)c£rîü¢µ3îå0Î\V_áùi\±!MÔZâàí: t¬çíþdõì÷ ùÅu}áÖÒËØJÆ|¤ÔÔÉÖ©¤Ë 5E{ÌÑ[rÊ?>Õ¬±úVâ¿ TkiÎZjþÞðdÏXÐlºJÊZ8TøêÔÿuªbÔÐÉ

àRI6K {tLÇð´Tnÿ5¿âÙMÿüæbýÿÌþZüÛéþÇÛ¾+tÞëç×ÿÑÚÓ1ò;máÝa§M+1UJ½,!«I¢ 3úÿ^>¶ö7sæ>gü£¥6á!còô¨ù&jAljVÔþ ­A¶²²¡7:UjrkC^GºkºpµùúpDHð[ó tÞ½×½ë¢d¸Þ§¨Äãcd-è``®PJX¦÷÷eR;ç?:ó*©ÄkùôÍnÉÍ%B.èx'¹39

LtV£¤£¡40õgÀ·º8åÚǧGQÚÊÉÎz.ÝsïÇØû¯ë±'#>˪ÁWWÉÒ­¤xpûN%c_ã92ÞYqNûK2ð¬´ëkÈA

8ª½:$©crô­?ò§Ï£ÛÏ&ÚÄAµ§¦Üy«Ø­¿×çÚ±¸$é;<gj|ÈéYM²û¾E ¯ùþH

yçüåY6ãüxöà?÷ßU$ôSÓõÿtùI TpqøË[oóÆãëϽxq×àëUZb^»=uÝeUEf.ÃýV?ÄÈ·éqïÞR.¶ßÇý_X?Ñßv.°j1

p«Æ¶-epGçýu0ÇÃÂoPããûoö®Ù¢¯1ÂÒÄÓ%ÁÇ¢Ù$yM]?>¹2ûGcerø

'¯Ü2Âi°ð¤F·ª¨?INªÍ<XäýÒ¶õÙu¹, =0Õ¦8ôUþ3lü;VUo=Ñ]ÑI¨Zj,s¤M®±<+§)W^^c¡cjf»iÒ¨ÄÁxg¯¨P(:2;§¢:{|nfñÜݶ3yì[áÊdññU"ê¯/$ÍAPdÄÔM=|ÎæiáyHúK_Ú®nb¢IXéûxôΡPÔ³¥×©¶

NÜÙßÜ

©ÅÎf¬Û»F,GYRúÍÁ¥="WNébJyX}¥m-'sÿN3¨ )³åЮ¦È³ÐÃXôìny¨ªh£mq¥tTÓÉ+Ãô°ä=ºôéi^ÑüþÑyär@÷ªãZÓSÔ

p¤}~·½ÇúÃëïuëzz@Ûý7°ãóô÷SÖÀ=OHÅþñ·û~×Ö´u%!àqþÜ}xü^Öãßu°:Ì!7?×µÿ¯_ÝkÖÀõë¶4ÑË<H"P%ÌáiÁÖÃè¬ßýaÍ­íÁm;pÓ¦ÍÄ+øÇMï4DõÊOé

¿R>ÕoéíÁc;q tÛ^Ä8zm{ªÜAGùá¤p?ØYEùÿaíåÛ5Iû:hßñÓMïL´¢ãJ?Û±üíõÛábOM5ôÄâ¦ÜyJ¤ÖKÉý(Jðxç@OéõöúÚÛ¯ÇLfCÓ}FA©ªÃSj-b8õjp×o¬q¨À˦K;OMc3N$ü¾e~cHIÇ(mbâÿ×ü}ø2ǯ~:OY^%

ÂéD©JÂ%¬ÌòÄQË(ü§·À«¤ùðëç2 ƨ­¨$«£R0²xãyU'ôþ¶÷âìN«i˹ÿ:Y&ô®«$²(àd4èKÞÜ{ö¦óöõ] ð¯I̦óÆbU-Åáb¬dÉVbh¹}:ýÈePìÍ`d±à}¶Ò@êâ6l,lOAÐïÍüNZ#»¨«á¥wL:erS=Uµuô0%Þ¨£­^y#§¨t'rÈmn!$ÒrÄz~ÞkK--øúÿ³×p|ézÓ7ØïzL§ÚU%JÑ­t¥*¤I ++Ò:c½ÜZ÷÷u¹

øj'óê¦ÖáMté1ÞÝo]F³Sî½Ýi,Ì6Æ2d­&Hö5£ÈdCxÕX7ÿO{sP4Loùëkàö^¡c7Wî

EóZI

fï쥨hX"ÇÅUCz

òsL`E×I_m"[iÇ®ÂOWqs©A"¿e?È:s=Pª±í{ãzÒS

u~aDë*·¾êÂÌÞC¡AÐN£ÏÓßWZx6àýÿc«zןùÿ½p¤ßýýlZRõÀë¤ÊôÌÎrÐyV,ðm˦EVPRJ²WÈ¥¬}âKƨÒÿWåÕZ@7?hý¸ê5vàùrÓd«Z·­é08êG¬§¥Áæg­Üp²0A[´qøìUL^3dyÒu}Ed¾®¯öuxÓn¨Z1cëZ½gþ)Ûyì}$¸1y¶£YüJòÒÐcàÛù

ê¹X-ªE`áÿ³%Öÿ)=3×mÎÿZ£ì22VUOÆâòúY|F®,nK]=ôm.*?Æç­ì5mjy³ÔîÏoQ³[Þ|N*

*$z}ÒÖQRÒ+LuXºªºv¨ÈL.´"5ä{mý,µ¥Ç[2Ûv¿·¤'SïÍãWº6êçrû¼qõu¿gCGتÚ!vÇä宩J¦fw-i2²Ú5*Iâ,¥ª½ndÃgPAÿÿ/Fë-¹!©SG]GOD)ñÕõ2<mKJôôï~£Mü@ÐÇ]ÈV)ãI3áUiG ú

&÷öï¦zNýüEÿIú_ýëÝéþׯÿÒÚ®¾?`ª°8ª¬vWi66®

ê:¼'M=;QKO4eUú0$aÊ@t"yEIÐ÷é

µLSî箬7¾RÇÏ¡#g±¿ú¯Ï¿o3Ó&OAÐA×[:B¶»T´/õ>÷núõBíÒ.&OÇÂ?*Zuã¡ÏúþöiÕu±üG¤ßë}©·÷÷`v/aÝò=±ÜU¦¢G®hÐÕ.(é[öiÌÆ*52dÔ5~fGÆçæ?Á_òôárbHè©?2MOØ1þÏB$

Ò@yøÿ^·c¦Mz¼}?Ö?ëøqþßÝëG¬§æãýÐ{·Zôë²Àqõ_ößAõúsïU§^§íé9¹·Nic$Êf*<1_ÇO`=UuEZjH®¾YOä*/,@÷tV´¨ëDÐtH÷ïÉo\Óe2

öÔð/­äPbúVJì²Øn¤gPB°¯©¨M)^ÙÌõNçÆç¶SîÝÓ¹¥oÍã~Î,Ö¢ty_%¸Òih©¤1Rª¨ýX(S^士0j¬Dùñ? 0?çÒ«ÕÓÓa£«îNÀÊï||MSW®¬³©;ÊNB:|t¹Ä§PªÖ17ÛݪGU/!}r*Ö\°µ2Ú,gYõÖOq44îZ%>kâèÑÉ!ËÕÓ¤¦*B|ú.O½g­eÐZG ô''òÿ?F68%}¸¹sÿ EÈãõ÷JÔôÍ<«ÐE«îúÊCÇìÜF*²^|¬UµÒKF¬,**¦­ÅéTä­54ÛÈÖ¹tPV½]R$É!¯ §û?äè[zi[íayG'

¢©Ö9:zzjü4YLeTI£ÔEì.}ÓY8XÉ[@¥uÛ°Òc¥Z5P%83Yú¸j_Uâ`qÓÑF°¨!ÎPí[ëæi@P>ÓÖÂ-¢ßÿ?Mÿé2z9+#Í´ÐÅ9¦ñø¼dµ

.g1C>_ê_ÀD?Èõãµ#¦²má²á&Re¥³·ÝECO,Ó´1Rcq4

©

`LwlÏm¦ªÌiòÿéϤ»$íiüúõ?dÍZ÷VznÊV£ûª:­±ÔÕ8ÜPw

Uÿ7ùúbemdé4éûwö6ÁÙ[~¯rg³PQbñÍ[YRÍ$0i+OîÓÓªê

«Ë**";wiÜêÿûzª#»E5èê{µiB#åÛ8Zê2×RÖ$UÎié'ÁÔPÒÏ%DócÅZIç@ë#3XÝXûa.¢©Á>|GÛÓ#~§§J\>_´k©¢ÈR¶s+U½Z,f7¯OÍ}M< º`̾W76»ûÚË`÷Ô9%Ê/oS3±Mü6j*

(i)¤Í©©x)G©Y¾Æ²ïi)ä

h/Ìe®Y{ŧiÇÛÖÒÌÔ­z.ýÝ[_95¾öµÚ®§ÍWé@yÁ(ƲJlÕT±ÆIy QÂv¾tÎ~Î%¤=tÁãÔ½±ØÔUÛ6¯mçöLÔT9ܦƦKQ=yÄ¡Ç2"Å[Câ«¢§òýùc2jf¬çÙ·ªÛÂ0açòÇåÐ×ØyJ~ÍÅå6ïX×b7fêÛÏÆ=½]ÚbkqÑD&ÛÙü1®¢Á}üæ}%JKÂÙ¦Ò'­q^9¦sùý&µ"W¹R"#Ì0<úCöÄÍý»1Ô´Çï`Êb7xᪿYx2pYSϧ¯ÛT9l*ê(¢W+îÖÖË,²ïèxÅ«çÕ%ºI*¿RüÝ{OiǶ(;#{ÃØôÛ`u&fòÕY\f8`£®ìMÓû¶5LeZ*XjY]¥FÛá¼%!?

 

iOZåQçèç×AHÔÃÛÿ°ùz8tÝSÙ¬zdßnå÷.Rt(+°ôe©a\ØöÏf°¨Rv¬>`ßc¨ªÚAGÌÖÈ{Èíá×XÎîÉ¡ÍÉ÷}CL°×Á§«Ëã÷{4$Zoáìɵ2?o PóH"Ê XÔ*Ýì-0í5ÇöÔð~}5㪫)5GNOôe½õ[ý)×júÛûºàoV?ÇôýùÏÏW·u/ñù|¸úðé>¤ÿ}ã¯ÿÓ¸Ï]׿pT5Ù(69½¯Cºw>qõÔsË8=ÙÆÖ>Gík¾z¹ióqþÖ[ò­ª<5Òå6¶kV"Kä??!üÏF×jmýÖ[rlb+

¹g:¼lìKMWY$qªÉQ3 EUPj$©Ñ]ÅÀËÈýÇÓü3äj6]WÞ×áªw]Ln$ §t£ÆÕÈØÚ@?¬p!?Ôý}ª[Y[â I¾­P~ϯûxõ"~Ȫ$¡

XbU#QÀÑj¨ð··

¢-5OL5ÔOLÕã?P§^Aã¿Ñi#O§àmþ_oÇm;zeçâ=}«Ù÷JͺÔSê"XóÖÕÂêÖír46Nx¹½ÿÖögmiÔÔû)þcÒGF`¡±ûz._ûï¹»;³³»kqPajöƦ§/Æá_xæh(( È%\ñÖK

Éä£WpÁWx¤ê?oùºQ=¿8|7­8t~iØéÓɳ~/sÉ#òyÒ}ÐpãÒ6§R¨¹cô?_ír ¿ûß»ÔyuR_?õzô©¢ê}$nÑìÍM¨¦IÑ$k.·YÛY`Æ@Eír=ÜÃIJUú¹üå4êrí½±IOKG·6®×¦µ:<ô8¬4­:D<ÝQ@

3N,jN£^¢Y£S

Part 3 of my "Heater/AC air blend door replacement project" for a 2003 Dodge Caravan. The new unit is on the left. The dealer sells the entire unit rather than just the door. Actually, this saved me time because I didn't have to disassemble the old unit. The servo units are already on the new unit and adjusted.

 

To the right is the old unit. I had removed the bottom duct-work before I knew the new unit would already have the duct-work installed. The door with broken shaft is in front of the old unit. What bothers me is that not only is the shaft made of plastic, it also has notches in it. The unit is made of plastic that becomes brittle with age and it is further weakened with notches.

 

I was able to remove the door without taking the unit apart due to the broken shaft. The new unit had the new door already in it ready to install.

 

By the way, here is an update from a person who found a quicker and easier way to repair/replace the part. It is not a professional fix but, it is a good option for those who do not have either the time or the patience to remove a dashboard.

  

onlinepcmasters.com provides Online Computer Repair, Remote Computer Repair, Tech Support and PC Support in UK.

This is a somewhat common sight. Roundwound strings on a bass that was designed for flatwounds. The two truss rods aren't beefy enough to deal with the extra tension so the rods start to bend.

Repairs to Baxter Bridge will take place this summer, ensuring continued safety for people using the bridge while the preparatory activities for a future bridge replacement continue.

 

Learn more: news.gov.bc.ca/24859

The Morgan was in Wharf Garage at Sowerby Bridge today for a couple of small adjustments (no charge!). Sam and the team are so helpful and have looked after all my classic cars.

Day 2 of The Indy KA500 and After a Fantastic First Day of Racing and Celebrations now is where the Real Hard Work Begins as The Entire Field of 46 KA'S were in the Garages with Drivers Teams and Engineers at The Ready as they were about to tackle 8 Hours of the Indy Circuit.

 

With an 8 Hour Race anything can Happen and with such a Large Field of Cars a lot of Overtakes and Careful Navigation will be Required to Ensure Victory.

 

With The Start of The Race About to get underway Its Time to See Who will be able to Hold out the Longest and Take the Title of IndyKa500 Endurance Champion for 2021.

 

Hour 1 (11:04AM)

 

As The Field of 46 KA'S Completed the Formation Lap and Slowly made their way Towards the Start Finish Straight The Lights went Green and at Exactly 11:04AM the Race Had Begun.

 

Racing Down Towards Paddock Hill Bend it was The KA of Team (IP Racing's Adam Blair Scott Parkin Oliver Wilmot and Mark Witherington) Who took the Lead Followed Closely by Team (Octane Junkies Adam Smith Martyn Smith and Bazza Ward) in Second Place and Team (Alex Read Motorsport's Chris Reade Sam Luke's Carlito Miracco and Luke Read) in Third Place as they Thundered Up the Hill Towards The Tops of Druids and Back Down Again through Bottom Bend where Team (Ferguson Motorsport's Damon Astin Billy Ferguson Joe Ferguson and Daniel Ferguson) took the Lead from (Octane Junkies) before Flying Around The Track to Complete Lap 1 of 500.

 

As The Cars came Round Paddock for The Second Time The KA of (Ferguson Motorsport) Now Leads by a Heathy Margin While Further Back (IP Racing) and (Octane Junkies) Have A Fantastic Scrap over Second Place with The Two of Them Swapping The Lead Over and Over again. Car Number 55 of (Al Most Racers Alistair Hardie Alistair McDonald Lee Conway and Will Denny) was Seen Getting Air of The Inside Curb on the Exit of Paddock Hill Bend making for a Spectacular Sight.

 

Hour 2 (11:54AM)

 

Hour 2 and All 46 KA'S are Still Alive and Well with Each Driver Pushing Hard to Maintain their Advantage as the Tyres Begin to Warm Up and Start to Grip the Track More.

 

KA Number 56 Team (Hard And Enthusiastic Martyn Dilworth Mark Figes and Mike Hickey) are Locked in a Tight Battle at The Top of Paddock Hill Bend with KA Number 27 Team (Semprini Racing's Jeremy Evans James Hart Phil Hart and William Puttergill) as they Fight it Out Between the Two Cars for a Position.

 

Further Down the Field KA Number 23 Team (Kastrol's Michael Keegan Tim Keegan and David Murfitt) is Having its Own Battle with KA Number 4 of Team (Alex Read Motorsport) as The Two Teams Have a Go at One Another Thought the Course of The Lap trying Hard to Hold onto that Position they Worked so Hard for.

 

Another Battle at Paddock is the KA Number 3 of Team (Wingdat Racing's Andy Chapman Jonathan Barret and Wayne Jackson) Having to Fend off The KA Number 16 of Team (M and D Racing's Alex Martin Daniel Martin Tony Perfect and Mathew Rowling) as they Also were Looking to be in an Intense Battle Thought the Lap with Many Other Teams and Drivers Now Settling into a Rhythm. at The Endo f The Second Hour The KA't Mobile Number 49 of Team (LDR Performance Tuning's David Bywater Adrian Clarke Andy Grear Hardy and Sammy Bryan) is Seen Making its way Through Paddock Hill Bend and Through the Gravel Trap but Manages to Get Out Unaided and Safely.

 

At 12:12PM a Huge and Very Loud Crash is Heard at The Bottom of Paddock Hill Bend and Seen Rowling Through The Gravel Trap and Ending up on its Wheels is the KA Number 3 of Team (Windgat Racing) Bringing out the First Safety Car of The Endurance Race. Lucky The Driver was Fine and After a Few Minutes Due to The Recovery Taking Place they Are Back out in the Race But with a Lot of Catching Up to do.

 

Hour 3 (13:08PM)

 

With the Safety Car Now in the Race gets Back Underway and Already each Driver was Pushing Even Harder trying to either Create a Gap or Make Up for Lost Time Due to The Safety Car Intervention.

 

At The Top of Paddock Hill Bend a Fierce Battle is Taking Place Between the Two Teams of KA Number 13 and KA Number 155 Team (Deranged Motorsport's Jason Pelosi Josh Larkin and Alex Kelby) and Team (JRS's Nick Walker Alex Day and William Foster) as they Duel Thought the Whole of Paddock Hill Bend Starting at The Top and Still Keeping the Fight Going Right Up towards Druids in The End Deranged Motorsport Wins Out and Takes The Position Away from JRS.

 

At 13:24PM The Fighting Between each Team Continues at The Top of Paddock Hill Bend which is Proving to be the Best Overtaking Area as Each Car has Only 73 Break Horse Power so Carrying as Much Speed as Possible from the Main Straight Towards Paddock is Essential for a Successful Overtake.

 

Team (Piston Heads Peter Dignan Oliver Lewis Benjamin Lowden and Sam Sheehan) Battles it out with Team (LDR Performance Tuning's Laurence Davey Mike Paul James Parker and Glen Copeland) as The Two Cars Do Battle for All to See with Team LDR Taking The Position Away.

 

At 13:39PM A Set of 4 KA's are Seen Fighting Their Way up Towards Druids with All Four Teams not Giving up the Fight as they Swap Positions Relentlessly with not One Driver Willing to Give Up his Position.

 

The 98 55 53 and 13 All Really Having a Good Go at One Another Thought their Fight. As The Sun Starts its Slow Dissent Down Over The Hills and Valleys that Surround The Circuit Bottom Bend was Providing Some More Opportunities for Drivers to do Battle with One Another. A Four way Fight Between KA's Number 56 51 44 and 64 was Occurring with Number 56 Holding Strong at The Front of This Fight and Leading them on Towards Clearways.

 

Finally at 13:48PM An Epic Battle Between KA's Number 64 and 44 was Witnessed Through Bottom Bend with The Likes of The Number 64 Bouncing a Wheel Into The Air as The Car Took the Tight Racing Line making for an Amazing Picture and a Superb bit of Car Control To Keep that KA Pointing The Right Way.

 

Hour 4 (14:02PM)

 

The Fourth Hour and Pit Stops and Driver Changes were Imminent with Many Teams Choosing to Go into The Pits to Change Both Drivers and Top Up the Fuel as Well as Change Tyres if Necessary. Every Team was Running to a Different Strategy Depending Upon the Amount of Drivers they Had with Teams of Four Drivers Taking 2 Hours in the Car Each While Teams of Three or Less would Have to Take on Longer Stints of 3 To Maybe Even 4 Hours in the Car Hoping that Having to do Fewer Driver Changes would Mean they could make Up The Difference on Track.

 

Back on The Track at 14:02PM More Battles were Commencing Through Pilgrims Drop With KA's Number 81 Team (GM Performance's Gary Mitchell and Ian Mitchell) Going Head to Head with KA Number 46 Team (JDC Motorsport's Stu Neal Andy Gaugler and Simon Walker Hensell) with The KA of GM Performance Narrowly Taking The Place From JDC Motorsport on the Run towards Clearways.

 

At 14:20PM a Fantastic Battle Between KA Number's 18 100 127 3 55 and 115 was Seen as they Powered their Way onto Clearways with 155 Leading Followed by 55 and 3 127 100 and 18 All Slowly Gaining Ground to the Two Leading KA's at The Front of This Train.

 

Shortly After This Train of Cars Came Through Another Train of 5 KA's was not Far Behind this Time Being Lead by Number 13 Deranged Motorsport with 131 (Team Viking's Mark Holme Harry Nunn and Nick Nunn) Then came Number 4 Alex Read Motorsport with 98 Piston Heads and 41 (Rowe Rage Motorsport's Alex Butler Greg Caswell Jason Handcock and Sam Rowe) As they All Fought Hard to Catch One Another Thought their Fight.

 

KA's Number 98 4 and 64 were Also Seen at 14:48PM Having a Really Good Three Way Fight with 64 and 98 Side by Side down Pilgrims Drop with The Number 4 Car Closing Fast.

 

At 14:54PM A Final Battle was Seen on the Run Up Towards Clearways with The KA's of Number 60 (Powerflex's David Power Paul Cowland and Dom David) Battling Hard with KA's Number 7 (G and B Finch's Joe Bragg Lee Finch Steve Finch Benjamin Smith and Arthur Thurtle) and Number 127 (Fat Boys Racing's Charlie Jackson and Matt Pinny) with The Number 7 KA Leading The Trio On Towards Clearways as The Sun Began to Set.

 

Hour 5 (15:25PM)

 

The Fith Hour and a Swarm of KA's were Seen Storming Down the Main Straight towards Paddock Hill Bend with the Number 131 Car of (Team Viking) in the Lead by Some Distance Followed by Number 64 125 18 81 and 155 as they All Made their Way Towards Paddock for another Chance at an Overtake.

 

Another Battle Followed Closely Behind with KA Numbers 11 18 49 and 111 All Fighting as Well in order to Maintain or Improve their Positions as The Race Went on.

 

At 15:28PM The Safety Car was Out again While Another KA Somewhere on Track was Being Recovered and The Leading car Number 36 IP Racing's (Adam Blair Scott Parkin Oliver Wilmot and Mark Witherington's Lead Evaporates as the Field is Once again Bunched up.

 

Behind Them are KA's Number 44 (Mini Challenges Max Coates Dominic Wheatley Lewis Saunders and Dan Zelos) Looking to Make a More Once the Safety Car Period Ends The 14 of (Frugal Racing) and 51 of (Barwell Autosport's Taylor Norton Kamran Tunio Ryan Brinsted and Kester Cook) Also Looking to Take the Lead of This Endurance Race.

 

At 15:36PM The Car that Had Caused The Safety Car was Seen Being Recovered into the Outer Garage Area where cars are Held Before the Start of Each Race. KA Number 46 (JDC Motorsport) Had Made Contact Somewhere on the Circuit and Looked to Have a Broken Front Left Steering Arm with the Wheel Being Completely Bend Backwards into The Car with the Car Heading Back to the Garage for Repairs Before Rendering The Race Quite a Few Laps Down.

 

15:38PM and The Two KA's of Positive Motorsport's Andrew Rogerson Samuel Rendon and Ryan Frith Battle it Out with Number 13 Deranged Motorsport Through Westfield Towards Dingle dell with The Number 13 Beautifully Sweeping Around the Outside to Take The Position Away.

 

Another Battle was Seen at 15:38PM with (Alex Read Motorsport) Number 4 Battling Number 64 (Auto Teach Motorsport's Reece Kellow Andrew Howell Luca Ataccini Anzanello and Megan) through Westfields Side by Side on Towards Dingle dell.

 

Finally at 15:57PM Another KA Had Fallen Victim to an Issue with the Number 23 Car of (PSR's Carl Beresford Russel Danzey Tom Gilbert and Jack Wood) Being Taken on the Back of the Recovery Truck to The Garages for Repairs Before Going back Out into The Race as Night Began to Fall Upon The Indy Circuit.

 

Hour 6 (16:15PM)

 

As The Light Slowly began to Fade Away from the Indy Circuit Many Drivers were Now starting to use their Headlights as The Lighting Conditions got Darker and Darker as Time went by.

 

At 16:15PM A Massive Group of Cars came Flying Down Through Paddock Hill Bend with KA Number 55 Al Most Racers on the Inside Line 127 Fat Boys Racing on the Middle Line and 39 Kameleon Racing's Chris Bright Richard Cox Steve Goldsmith and Leigh Youles Michael on the Outside Line as they Fought their way Through the Bend and Up Towards Druids.

 

At 16:21PM Piston Heads Racing KA Number 98 was Seen Leading another Group of Cars Through Paddock Hill Bend with Numbers 41 52 33 and 2 All Fighting for Places as they Came Towards Paddock Hill Bend.

 

16:24PM and The Paddock Hill Bend Gravel Trap Claims Another Victim This Time the Number 131 KA of Team Viking Had Ended up Taking a Trip Through it Before a Half Spin Left Him Facing the Marshalls Post Opposite before Returning to the Track after Losing a Few Places. Recovery Teams set to work Once Again with The Safety Car Being Called into Action for The Third Time.

 

16:40PM and at The Top of Paddock Hill Bend a Three way Fight Becomes a Two Way Fight as The Number 127 KA of Fat Boys Racing Goes for a Spin after Trying to Get a Run on the Number 19 KA of LDR Performance Tuning with The Number 14 Car of Frugal Racing Just Narrowly Missing The Spinning Car.

 

16:42PM and a Final Intense Battle Between the Number 44 KA and The Number 1 KA of Burton Power Racing's Andy Burton Kyle Sagar Tom Valentine and Sammy Venables as They Fight Hard to try and Take that Position away from Mini Challenge to Round off The 6th Hour.

 

Hour 7 (16:50PM)

 

The Seventh Hour and at The Bottom of Surtees a Massive Crash is Heard as The KA's of Number 42 The K Teams (Paul Simmons Edward Simmons Glen Woodbridge Damo) is Seen Running off Track with Number 13 Deranged Motorsport Onto The Grass and Number 81 GM Performance Being Spun Out Trying to Avoid The Carnage in Front. All Drivers Okay and They Get back on Track and Continue on As Day Turns into Night.

 

17:02PM and a Top of Druids The Ka's of Number 72 Misty Racings (Adam Bonham and Simon Bonham) are Fighting Hard to Keep their Position from the Number 49 Car of LDR Performance Tuning as well as Number 7 of G and B Finch Trying to Find a Way Through on the Outside of Druids. The 98 of Piston Heads is also Closing in by This Stage with Headlights A Blaze.

 

17:05PM and Coming Towards Druids is a Sea of KA's All With Headlights A Blaze as they Fight for Positions Cars Number 60 3 19 and 39 All in Different Positions and Yet Still Fighting to try and Gain an Advantage that Could Swine this Endurance Race in Any of the Teams Favours. Further Back 127 and 140 Are Doing Battle on the Run Up Towards Druids.

 

17:09PM Once Again Another Battle at Druids This Time its The Trio of Number 127 36 and 60 That are All Trying to Better One Another in their Attempt to Gain a Place with Number 36 IP Racing Leading The Way.

 

17:14PM One Final Battle is Seen Coming Up towards Druids with The Number's 18 44 55 and 2 Fighting it Out Number 2 Kastrol's Has The Lead of This Group of Cars with Blazing Bright Headlights to Aid the Drivers Around The Circuit.

 

17:27PM and Now Darkness was Everywhere Making Visibility Very Difficult and Yet this did not Stop the Likes of Cars Number 128 JTR's Eliot Mason Nick Tandy David Mason and James Rhodes from Battling with Car Number 16 M and D Racing's Alex Martin Daniel Martin Tony Perfect and Mathew Rowling. In a Daring Move in the Pitch Black Darkness The Two Cars Go Side by Side Trying to Gain One over The Other Before JTR's Takes The Inside Line and The Position.

 

17:30PM Another Daring Battle is Captured Between The Number 180 Car of (Shine Auto motive's Colin French Mathew Eldridge and Wayne Clelland) and Number 44 (Mini Challenge's Max Coates Dominic Whitely Lewis Saunders and Dan Zelos) Defending The Outside Line as Best as they Can but Ultimately Shine Automotive Makes their way Through.

 

17:51PM A KA is Seen Flying Down Through The Bottom of Druids and into a Cloud of Dust Caused by Another KA Going off The KA is Just Barely Visible Showing The Dangers of what can Happen at Night When Visibility Becomes Low or Obstructed. Other KA's Soon Followed Through the Dust Cloud as Well with Many Backing off Slightly In case a Car was Stuck out on The Track but Thankfully All was Good as Hour 7 Ended.

 

Hour 8 (17:56PM) (THE FINAL HOUR)

 

The FINAL Hour of The 8 Hour Indy KA 500 and With Every Driver Now Getting into a Rhythm it was Up to Each Teams Last Driver to Strap in and Go for it to the Checkered Flag. However not All had gone to Plan for every Driver as The Number 29 KA of LDR Performance Tuning Found Out Slipping into the Gravel and Costing Them a Ridge Back to the Pits for Repairs with Less than 1 Hour to go.

 

18:00PM and The Number 2 KA of Kastrol's was Captured Racing Through Paddock Hill Bend During The Night Pushing Incredibly Hard to Ensure a Good Top 25 Finnish in the Points with Headlights Illuminating their way Around Paddock Hill Bend as The Car Flew Through The Bend.

 

18:30PM The Safety Car was Out for The Last Time During The Race and was Captured Leading a whole Train of KA's Through Pilgrims Drop and Onto Clearways with Each Driver Poised and Ready to Get Going Once the Safety Car Had Come In.

 

19:07PM An Amazing Sight to Behold with Just 15 Minutes Left on the Clock a Huge Rush of KA's Flooded their way Down The Main Straight and Past The Start Finnish Straight with Headlights on Full Beam to Aid in Visibility. The Number 8 KA Leads The way in This Group of Cars with The Number 18 CHR Hoonikan Car of Stratton MacKay Dave Mayer and Paul Robson Closing in Behind.

 

19:09PM And The Green Flag is Dropped for The Final Time as The Safety Car Comes into the Pitlane All 44 Remaining KA's Race Towards Druids with the Field so Bunched up this is Anyone's Race to both Win or Lose at This Stage.

 

The Number 42 KA of The K Teams Paul Simmons Edward Simmons and Glen Woodbridge Damo takes off Leading from Number 20 A Reeve's Motorsport Aron Reeve Stuart Lane and Andy Godfrey while The Number 127 of Fat Boys Racing Chases Them Down into a Nail Biting Finnish at The Centre of The Field.

 

19:13PM A Group of Six KA's are Captured Having an Intense Battle with Only 5 Minutes Left to Run The Likes of KA Number 127 36 and 128 All Putting Up One Hell of a Good Fight in The Closing Stages of The Endurance Race with Some Drives Having Driven for 4 Hours Straight.

 

19:21PM and after 8 Hours of Continuous Racing and 5 KA's Out of The Race The Checkered Flag was Ready and Waiting as The Number 81 KA of GM Performance's Gary Mitchell and Ian Mitchell Takes the Victory at The 2021 8 Hour Indy Car 500!!!! Followed Closely by The Number 72 Car Misty Racing's Adam Bonham and Simon Bonham in Second Place with KA Number 14 Frugal Racing's Jim McDougal Callum McDougal Mike Marais and Leon Bidgeway Taking Third Place.

 

A Huge Congratulations to The Overall Top Three Winners and to All of the other Teams and Competitors for Showing some Incredible Racing To End of The 2021 Motorsport Season. From

Historic Formula 1 to Classic Touring Cars To The Indy KA 500 This Season Has been One of The Best to Date.

 

See You All Again Next Year Where We Will do it All Over Again.