View allAll Photos Tagged Subframing
APEX 17x8.5" ET20 ARC-8 Wheels (4x100)
GC coilovers and camber is adjusted out on rear using adjustable subframe
Finally got round to replacing the rear springs, as I found this was quite challenging due to the design of the rear subframe on the S80.
Without a Youtube video and a certain spring compressor, it would be impossible to complete this task.
The ride has transformed, the rear is much tighter and also a bit lower (what I wanted). Happy days!
SKU / Type 956917
EAN 4251244608477
Test assembly of the major components of the rear subframe. The rear suspension and wheels will be bolted to this. The hole is for the rocket.
As I reviewed the subframes one by one I noticed a distortion in the noise pattern. It's difficult to see but it's about a fourth of the way from the left and a fourth of the way from the top. (If you can't see it, the next image I post will make it clear.)
I almost deleted the subframe because of it, but instead checked preceding and succeeding subframes for patterns.
This is going to be difficult to see on a small screen like a smartphone. Best viewed on a large desktop display.
See:
www.flickr.com/photos/glenbledsoe/54829738721/in/photostr...
clearly marked.
Is this Camaro sending chills down your spine? Robert’s gorgeous '69 Camaro was built by our friends at Detroit Speed! It's powered by a Mast Motorsports LS7 with a 6-speed Bowler Performance transmission and rides on DSE's Hydroformed Subframe, DSE minitubs, DSE QUADRALINK rear suspension, DSE/JRi double-adjustable coilovers, Baer brakes, 275/35ZR18 & 335/30ZR18 BFGoodrich Rival S tires, and 18x10/18x12 Forgeline CR3 wheels finished with Satin Gunmetal centers, Polished outers, & tall center caps! See more at: www.forgeline.com/customer_gallery_view.php?cvk=1761
Bought a upgrade for the subframe. The polyurethane bushings are inserted into the rubber subframe bushings, which tightens them up and limit the movement in them.
Brand: Parts4Swedes
Partnr: 61430104PU
Coney Island, Brooklyn
Inspired by the growing popularity of civilian parachuting and towers constructed to teach the military correct technique. Commander James H. Strong's Parachute Jump was erected for the 1939-40 New York's World's Fair in Flushing Meadow. As detailed by Elwyn E. Seelye & Company, the 170-ton tower stands 262 feet tall, a height exceeded at the fair only by that of the famous Trylon.
It was considered to be an engineering feat. The mechanisms within the tapered steel structure permitted fair visitors to ride to the top and safely descend, two-by-two, perched on a seat beneath a parachute. The exhilarating ride provided the couple with an unsurpassed view of the fairgrounds. After the closing of the fair, the Parachute Jump was purchased by the Tilyou. brothers and moved to their Steeplechase Park, Coney Island's most famous and longest enduring amusement park. Steeplechase had bean founded by their father, George C. Tilyou (1862-1914), whose enterprises at the turn of the century helped to revive Coney as a wholesome family resort.
Steeplechase was closed in 1964; however, the Parachute Jump continued to function until 1968. Still a prominent feature of the Brooklyn skyline, today the tower stands unused, but in fundamentally sound structural condition.
Early parachute design and jumping techniques were pioneered from airplanes; however, when the emphasis shifted to training larger numbers of parachutists in the 1930s, towers were erected. These structures were akin to the observation towers, built beginning in the late nineteenth century, which were ascended via stairs or steam-powered elevators. The 985-foot E,iffel Tower, designed by Gustave Eiffel for the Paris World's Fair (1889) is the best-known example.
Commander James H. Strong, U.S. Navy (Retired), designed th^ Parachute Jump based on his experiments of the 1930s. In his distinguished career as a commander of the U.S. Naval Air Forces. Strong had observed the training of parachutists, including the dangerous "free jump" method pioneered in the Soviet Union. Strong patented an innovative tower design on August 7, 1936; it used auxiliary cables to hold the 'chutes open and prevent thex; from drifting. He built and tested several versions in the mid-1930s on his property near Hightstown, New Jersey. Although intended for military purposes, during 1935-37 one of thes^ towers accommodated thousands of riders, inquisitive passers-by, "without a single adverse experience."-1 This approving public response must have encouraged Strong and his associates at Miranda Brothers, Inc. to consider adapting the device to a new purpose. A 150-foot, two-arm version was marketed as an amusement ride by Miranda Brothers, under license from Strong's firm, American Armament Corp (later renamed Safe Parachute Jumps, Inc.)
In the spring of 1936, the management of Riverside Park, Chicago's largest amusement park, expressed interest to the Miranda firm in the commercial adaptation of a parachute tower. American Armament Corp. outfitted a 200-foot observatory tower, already on the site and renamed Pair-o-Chutes, with six two-
passenger parachute rigs, which were fitted to the steel-fra^e tower by an umbrella-shaped crown resembling the one later developed for the World's Fair. A double harness replaced the single sling used for military training, thereby enabling couples to share the ride's thrills together. The success of Pair-o-Chutes inspired its recommendation to the New York World's Fair in 1939-40.
The Parachute Jump at the World's Fair
Recognizing the success of the Century of Progress Exposition of 1933-34 in Chicago, New York planned a world's fair to take place in 1939-40 in Flushing Meadows. The emphasis of the fair was on the future and how developments in technology and merchandise could contribute to a better life for the average American. Because of the large site, the fair was divided into seven zones. One of these, the Amusement Zone, was located around Fountain Lake.
Even here there was a futuristic emphasis, as was noted by August Loeb in his article discussing such rides as the Stratoship, "an aerial joyride," and the Parachute Jump, located at the extreme southeastern end of the Amusement Zone.
Strong adapted his Chicago design, increasing the height to 250 feet and adding bays for a total of twelve parachutes, each thirty-two feet in diameter (eight feet wider than the standard Navy model), although at first only eleven were actually deployed. Beneath a 'chute held permanently open by large metal "spreaders," passengers shared a double seat and were guided down by vertical wires to prevent swaying; shock absorbers eliminated any effect of impact upon landing.
International Parachuting, Inc. signed the first contract for erection in the 280-acre recreation area. The structural steelwork of the 170-ton tower was designed by Elwyn E. Seelye & Co., engineers, manufactured by the Bethlehem Steel Company, anc. erected at the fairgrounds by Skinner, Cook & Babcock, contractors. Total expenses for the original construction came to almost $99,000. Appropriately enough, Life Savers Candy Company was its official sponsor. The tapering tower with its umbrella-shaped crown was similar in design to the Riverside Park model. The overall height, including a twelve-foot flagpole added in order to supersede the height of the statue of a Communist worker atop the Soviet Pavilion, was 262 feet from grade. Only the 610-foot Trylon, the famous needle-like symbol of the fair,' was taller.
The Parachute Jump gave its passengers "all the thrills of 'bailing out' without hazard or discomfort" for forty cents (twenty-five cents for children, until seven p.-m.) The Fair's Official Guild Book (1939) described the ride:
Each parachute has a double seat suspended from it.
When two passengers have taken their places beneath the
'chute, a cable pulls it to the summit of the tower. An automatic release starts the drop, and the passengers float gently to the ground. Vertical guide wires prevent swaying, a metal ring keeps the 'chute open at all times, and shock absorbers eliminate the impact of landing.
Although the ride provided visitors with magnificent vistas and the feeling of being parachutists, several minor mishaps dissuaded some from chancing the jump. A more substantial problem was the Parachute Jump's location, away from the area^s main entrance. With the loss of the Life Saver sponsorship at the end of the first season, it was decided to relocate the tower nearer to the IND subway entrance, next to the popular Children's World. A twelfth 'chute was installed, and new footings were designed by R. Doulton Stott, architect. The John W. Ryan Construction Company supervised the ride's re-siting. The estimated cost of the move was recorded as $88,500. If the figures listed by McCullough are correct, the profit for the two seasons was approximately $28,500.17
The Parachute Jump at Steeplechase Park
Following the close of the fair in October, 1940, the Parachute Jump was acquired by Edward E, (Frank) Tilyou and George C. Tilyou, Jr., operators of Steeplechase Park and sons of the park's founder* In so doing, they maintained the tradition which began at the time of the 1876 Centennial Exhibition of Coney inheriting amusements from world's fairs.
Steeplechase Park was the brainchild of George Cornelius Tilyou (1862-1914), who began his career as a teenager selling souvenirs of Coney Island and who is best remembered for his key role in Coney's burgeoning amusement industry. George grew up at Coney Island, where his parents owned the Surf House, one of the area's first hotels. His keen understanding of the psychology of holiday pleasure-seekers led him to successfully package and sell salt water and sand to tourists who had traveled east for the Philadelphia Centennial Exhibition. Although involved in real estate transactions by the time he was seventeen, he satisfied his interest in amusements while working with his father building Tilyou's Surf Theatre, the island's first.
It was largely through Tilyou's efforts that the bawdy attractions of Coney were cleaned up. As a reformer in politics, he helped overthrow notorious political boss John Y, McKean, under whose rule Coney had taken on a distinctly rowdy tone. Subsequently, Tilyou was elected justice of the. peace. While on his honeymoon at the Chicago World's Columbian Exposition (1893), he was enraptured by G.W.G. Ferris's enormous wheel. Upon returning east, Tilyou introduced the first pleasure wheel to Coney Island and covered it with lights; a much smaller version
than its Chicago counterpart, it was nevertheless billed by Tilyou as "The World's Largest." He imported or built several other amusement rides, scattered all over Coney. Following the lead of Captain Paul Boyton, who in 1895 created the world's first enclosed outdoor amusement park, with admission charged at a main gate to exclude the rowdy element and attract families, Tilyou opened Steeplechase Park in 1897. The fifteen-acre park was named after the undulant, curving, metal track over which wooden horses (on wheels) encircled the area's perimeter.
The park's emblem, a "grotesque, vaguely diabolical ... grinning 'Funny Face'"19 was allied with the often-repeated slogan, "Steeplechase, the Funny Place." Constantly adding new attractions, including devices which Tilyou himself patented, built, or perfected—the Human Roulette Wheel, Barrel of Love, Razzle Dazzle (later called the Hoop-la), and many others—he attracted audiences eager to see their fellow visitors make fools of themselves.
(1903) and Dreamland (1904) opened nearby, Tilyou welcomed them, correctly predicting that the competition would increase profits for all. Tilyou's determination and resourcefulness as a showman are illustrated by his reaction to the fire which leveled Steeplechase in July, 1907: lie charged "Admission to the Burning Ruins—10 Cents." The chance to rebuild allowed him to add a swimming pool and five-acre Pavilion of Fun. His unquenchable enthusiasm led him to open, in addition to his park at Coney, similar large concessions in cities across the country- He ran the park until his death in 1914, when it was taken over by his sons.
A fire damaged the park in September, 1939, providing space for a new attraction—the Parachute Jump-—which cost the brothers $150,000. No figure is available for the cost of its removal and re-erection, which occurred, under the direction of architect Michael Mario and engineer Edwin W. Kleinert.
General admission to Steeplechase included the cost of riding the Parachute Jump. According to McCullough, the structure was painted every season at a cost of $15,000 and the twelve 'chutes were multi-colored—probably the originals left over from the fair.
By the mid-1940s, they were replaced by white 'chutes. The ascent took fifty-seven seconds; the descent varied between eleven and fifteen seconds, depending on the wind. During the war years, the Parachute Jump was extremely popular. Many servicemen took their wives and girlfriends on the ride and although the rest of Coney Island was blacked-cut in the wartime defense effort, a light atop the Parachute Jump served as a beacon for American planes and ships.
Description^!
Easily recognized by its unique silhouette and admired for its filigree-like metalwork, the Parachute Jump is a six-sided steel space frame tower, approximately 262 feet tall; it supports twelve drop points from which parachutes can descend along guidelines with sufficient clearance from the central upright. The potential imbalance of stresses at the head requires that the tower be flared outward at the base to give lateral stability.
The tapered tower consists of six twelve-inch-wide flange columns serving as the tower legs and braced with horizontal angles spaced approximately every seven feet. In between the horizontal angles are vertical diagonal bracing angles. The horizontal and diagonal bracing angles are connected to gusset plates which are riveted to the column webs. The tower legs are spliced approximately every thirty feet. Just below the splices, within the tower, are horizontal bracing angles. These braces are connected to the midpoint of the horizontal bracing angles between tower legs. A ladder is attached to the north side. The paint on these steel members has worn away, exposing the material beneath.
The twelve structural steel arms, with a horizontai extension of about forty-five feat at the top of the tower, are six feet high and six feet wide. Having a space-frame type construction, each arm originally supported (in addition to its own weight) the weight of a parachute. its passengers, and attendants. An open steel grating walkway is provided around the top of the tower and along each arm. Each arm holds an octagonal subframe; from each subframe were originally suspended eight guidelines to hold the parachute open. Most of the guidelines remain, but are no longer attached to the bottom of the tower.
At ground level the tower is enclosed by a two-story building which housed the mechanical and electrical components necessary for operation. At boardwalk level, the building is articulated as one-story with six sloping sides separated by fluted, sloping piers (some are now missing.) Covered with horizontal bands, the faces of steel sheeting feature upright protrusions which alternate between a mostly solid surface and gridded fenestration-
The building is capped by a narrow band with three protruding cylinders per side. Painted green at one time, the exposed metal has large rusted sections. The roof is corrugated galvanized iron sheeting; the siding is steel sheeting. The top floor of the building contains the hoisting machinery; the lower floor was used for ticket sales and as a waiting area. Each tower leg foundation consists of a concrete footing founded on twelve timber piles. The steel column is seated on a square concrete pedestal and stiffened at that poinr. Ten anchor bolts provide anchorage to the footing for each leg.
At the boardwalk level, the four-inch-thick concrete platform served as a landing area for the descending parachutes. It is supported by wide flange sections and four-inch-diameter lally columns approximately seven feet in height. The structural steel members are relatively light sections. The landing platform has a radius of sixty-eight feet from the center of the tower.
Four lighting standards are located around the base of the the tower at the outer edge of the platform, which is almost entirely enclosed by fencing except for an access ramp at the northeastern corner. The access ramp is constructed on a three-and-a-half-inch concrete slab supported by reinforced concrete beams and four-inch diameter lally columns founded on spread footings. Access to the tower can also be gained through existing boardwalk fence gates.
Recent History
With the death of Frank Tilyou in 1964, the surviving family members reluctantly closed Steeplechase Park* In July, 1965, developer Fred C. Trump purchased the property for $2.5 million with the expectations of erecting a high-rise apartment building. In the interim he leased the property to Norman Kaufman, an amusement operator, who managed several former Steeplechase amusements; among these was the Parachute Jump, which functioned until 1968. The structure's associations with the history of Coney Island have won it a place in popular culture, including a magazine advertisement for the American Express Company.
The city took title to the twelve-acre site under condemnation proceedings in 1969 for nearly four million dollars; planners envisioned a municipal recreation area. Two years later the ride was put up for sale at auction.
A lack of response led to the request for bids to demolish. The Coney Island Chamber of Commerce and Gravesend Historical Society were instrumental in having the Parachute Jump designated a New York City Landmark on July 12, 1977 ; but on October 20, the designation was denied, by the city's Board of Estimate. The continuing threat of demolition was alleviated by structural engineering reports which attested to the tower's inherent soundness. The survival and rehabilitation of the Parachute Jump has now been secured as an important component of fast-food chain owner Horace Bullard's plans to redevelop the twenty-five acre former Steeplechase site as a modern family-oriented amusement park.
- From the 1989 NYCLPC Landmark Designation Report
Owners of the BMW 3 Series (E46 models) have been reporting cracks and damage in the rear subframe area of their vehicles. The issue was also common on the earlier 3 Series models and unfortunately, have reoccurred with the E46 from 1999-2006. This issue specifically appears in the rear mounting points of the subframe, which can tear out from their position in the sheet metal. This occurs as the rear differential transmits the torsional load from the engine through the subframe, and then, into the chassis of the vehicle. This constant abuse leads to fatigue in the metal, causing cracks and separation from the chassis.
The parts used for this repair includes:
Active Autowerke (www.activeautowerke.com):
• E46 Subframe / Rear Chassis Reinforcement Kit
Powerflex USA (powerflexusa.com):
• BMW E46 M3 Rear Subframe Front Bushing - Street
• BMW E46 M3 Rear Subframe Rear Bushing - Street
• BMW E46 M3 Rear Diff Rear Mount - Street
• BMW E46 M3 Rear Diff Front Mount - Street
My wife's daily driver of seven years was recently diagnosed with a rusted subframe. It was a repair that we could have afforded, but at almost fifteen years old--and also having spent almost all of that time (we presume) in the midwest--the entire car is slowly turning to rust and it is not worth our time to get it repaired.
We had decided that we would try and sell the car on Craigslist, so we spent some time cleaning the car and getting it ready. Today was going to be the final push, getting it washed and taking photos of it and making up a listing. We washed the car at home, then decided to take it to Marathon to vacuum it out before finding a parking lot to take photos in. Even from the house to the gas station, the car was acting incredibly janky, and by the time we got it to our chosen parking lot and started taking photos of it, it wasn't long before we gave up--and decided to junk the car.
We drove it home and called Victory Auto Wreckers, who will be coming to tow it away tomorrow. Here are some photos of the beloved Cavalier for posterity's sake.
Test assembly of the major components of the rear subframe. The rear suspension and wheels will be bolted to this. The hole is for the rocket.
Mods:
Motor was completely rebuilt 4 years ago. Nothing really done internally (due to class restrictions).
Head has the full S52 cam/tray swap. Also a Dr. Vanos stage II Vanos rebuild.
Motor fan delete, low temp therm, water wetter, Manual electric fan switch.
Fully custom intake manifold that has 12% higher air flow to the head, with less then 1% variance in air flow across all 6 cylinders.
Ferrera Valves, Double spring valve springs, Ti- retainers
Euro 3.5 Maf and larger injectors AA off the shelf chip
CSL header ceramic coated black
AA cat back (Soon to be replaced with a 3" thin wall system that is used on Bimmerworld racing cars)
AA track pipe
Powerflex hard motor mounts
Deleted A/C and Cruise control
Drive train:
Powerflex Hard transmission mounts
Rogue short shift kit
JB racing Light flywheel (10lbs)
Convertible M3 drive line swap
Powerflex Hard differential mount
Suspension:
Ground control Track Day coil-overs
Custom spring rates with matching re-valving on the strut
Ground control camber plates
Ground control rear strut mount reinforcement plates
Turner Motorsport Front and Rear sways
Turner Motorsport Sway attachment reinforcement kit
Powerflex Hard front LCA bushings roll center correcting
Alum. LCA's
Powerflex hard rear subframe and trailing arm bushings
Turner Motorsport Front and rear subframe reinforcement kits
Brakes:
Brembo drilled rotors
SS brake lines
Wheels and tires
Enkei NTo3 18x10 with 285/30 Hoosier A6
Bimmerworld wheel studs
H&R spacers 10 mm rear 20 mm front
Interior:
Siebon CF seats w/sparco rails and sliders
custom brackets
Sparco harness bar
G-force 3" 5 point quick release harness's
Momo steering wheel
Other stuff:
KWV HID headlights
Clear corners that where painted to darken by Wold and Fizzle
Blacked out Kidney grills
AC Schnitzer blacked out tail lights
Tint
Lucky tow hook
BMW ltw wing Mpower logo sticker
BMW motorsports flag sticker on the front
Owners of the BMW 3 Series (E46 models) have been reporting cracks and damage in the rear subframe area of their vehicles. The issue was also common on the earlier 3 Series models and unfortunately, have reoccurred with the E46 from 1999-2006. This issue specifically appears in the rear mounting points of the subframe, which can tear out from their position in the sheet metal. This occurs as the rear differential transmits the torsional load from the engine through the subframe, and then, into the chassis of the vehicle. This constant abuse leads to fatigue in the metal, causing cracks and separation from the chassis.
The parts used for this repair includes:
Active Autowerke (www.activeautowerke.com):
• E46 Subframe / Rear Chassis Reinforcement Kit
Powerflex USA (powerflexusa.com):
• BMW E46 M3 Rear Subframe Front Bushing - Street
• BMW E46 M3 Rear Subframe Rear Bushing - Street
• BMW E46 M3 Rear Diff Rear Mount - Street
• BMW E46 M3 Rear Diff Front Mount - Street
29 May 2022, ~11pm ET, Springfield Virginia USA. Orion Atlas AZ/EQ-G Pro mount. QHY 294M Pro camera @ -10C, bin 2x2, exposure 30 seconds, gain 2600, 11MP mode, stack of 40 subframes, no calibration frames. Baader Luminance filter. Reprocessed in Siril and PS on 25 May 2023.
Clouds: partly cloudy
Seeing: avg
Transparency: avg
Moon phase: 1%
FOV: 31 x 29 arcmin.
Resolution: 0.9 arcsec/pixel.
Appearance: Loosely wound face-on spiral galaxy, pinwheel shape.
From Wikipedia:
The Pinwheel Galaxy (also known as Messier 101, M101 or NGC 5457) is a face-on spiral galaxy 21 million light-years (6.4 megaparsecs) away from Earth in the constellation Ursa Major. It was discovered by Pierre Méchain in 1781 and was communicated that year to Charles Messier, who verified its position for inclusion in the Messier Catalogue as one of its final entries.
On February 28, 2006, NASA and the European Space Agency released a very detailed image of the Pinwheel Galaxy, which was the largest and most-detailed image of a galaxy by Hubble Space Telescope at the time. The image was composed of 51 individual exposures, plus some extra ground-based photos.
On August 24, 2011, a Type Ia supernova, SN 2011fe, was discovered in M101.
Pierre Méchain, the discoverer of the galaxy, described it as a "nebula without star, very obscure and pretty large, 6' to 7' in diameter, between the left hand of Bootes and the tail of the great Bear. It is difficult to distinguish when one lits the [grating] wires."
William Herschel wrote in 1784 that the galaxy was one of several which "...in my 7-, 10-, and 20-feet [focal length] reflectors shewed a mottled kind of nebulosity, which I shall call resolvable; so that I expect my present telescope will, perhaps, render the stars visible of which I suppose them to be composed."
Lord Rosse observed the galaxy in his 72-inch-diameter Newtonian reflector during the second half of the 19th century. He was the first to make extensive note of the spiral structure and made several sketches.
To observe the spiral structure in modern instruments requires a fairly large instrument, very dark skies, and a low-power eyepiece.
M101 is a large galaxy, with a diameter of 170,000 light-years. By comparison, the Milky Way has a diameter of between 100,000 and 120,000 light-years. It has around a trillion stars. It has a disk mass on the order of 100 billion solar masses, along with a small central bulge of about 3 billion solar masses. Its characteristics can be compared to those of Andromeda Galaxy.
M101 has a high population of H II regions, many of which are very large and bright. H II regions usually accompany the enormous clouds of high density molecular hydrogen gas contracting under their own gravitational force where stars form. H II regions are ionized by large numbers of extremely bright and hot young stars; those in M101 are capable of creating hot superbubbles. In a 1990 study, 1,264 H II regions were cataloged in the galaxy. Three are prominent enough to receive New General Catalogue numbers—NGC 5461, NGC 5462, and NGC 5471.
M101 is asymmetrical due to the tidal forces from interactions with its companion galaxies. These gravitational interactions compress interstellar hydrogen gas, which then triggers strong star formation activity in M101's spiral arms that can be detected in ultraviolet images.
In 2001, the X-ray source P98, located in M101, was identified as an ultra-luminous X-ray source—a source more powerful than any single star but less powerful than a whole galaxy—using the Chandra X-ray Observatory. It received the designation M101 ULX-1. In 2005, Hubble and XMM-Newton observations showed the presence of an optical counterpart, strongly indicating that M101 ULX-1 is an X-ray binary. Further observations showed that the system deviated from expected models—the black hole is just 20 to 30 solar masses, and consumes material (including captured stellar wind) at a higher rate than theory suggests.
It is estimated that M101 has about 150 globular clusters, the same as the number of the Milky Way's globular clusters.
M101 has six prominent companion galaxies: NGC 5204, NGC 5474, NGC 5477, NGC 5585, UGC 8837 and UGC 9405. As stated above, the gravitational interaction between it and its satellites may have spawned its grand design pattern. The galaxy has probably distorted the second-listed companion.
Four internal supernovae have been recorded:
SN 1909A, was discovered by Max Wolf in January 1909 and reached magnitude 12.1. SN 1951H reached magnitude 17.5 in September 1951. SN 1970G reached magnitude 11.5 in January 1970. On August 24, 2011, a Type Ia supernova, SN 2011fe, initially designated PTF 11kly, was discovered in M101. It had visual magnitude 17.2 at discovery and reached 9.9 at its peak.
On February 10, 2015, a luminous red nova, known as M101 OT2015-1 was discovered in the Pinwheel Galaxy.
Fitted with a subframe for underfloor tipping gear.
Note the 22RB excavator in for repair in the background.
This factory is now the site of the new Oundle Waitrose.
43x120 second subframes, iso800.
Total exposure 1 hour 26 minutes.
Modified Canon 350D (Baader ACF-2)
Takumar 200mm lens at F5.6 (with Astronomik CLS filter, in Cambridge)
Skywatcher Star Adventurer
Stacked and processed in DSS, Fitswork and Gimp
17th and 24th June 2017
Welney and Cambridge, UK
Captured 16 May 2022, ~23:00 hrs ET, Springfield, VA, USA. Bortle 8 skies, Celestron 8 inch SCT at f/6.3 (eff. fl 1290mm), Orion Atlas AZ/EQ-G Pro mount. QHY 294M Pro camera @ -10C, bin 1, exposure 32 seconds, gain 3100, 11MP mode, stack of 20 subframes, no calibration frames used. Baader Luminance filter.
Clouds: clear
Seeing: avg
Transparency: avg
Moon phase: full
FOV: 36 x 33 arcmin.
Resolution: 1.0 arcsec/pixel.
Orientation: Up is West.
Appearance: Classic globular cluster.
Notes: Focused center FOV. Unguided.
From Wikipedia:
Messier 13 or M13, also designated NGC 6205 and sometimes called the Great Globular Cluster in Hercules or the Hercules Globular Cluster, is a globular cluster of several hundred thousand stars in the constellation of Hercules.
M13 was discovered by Edmond Halley in 1714, and cataloged by Charles Messier on June 1, 1764.
About one third of the way from Vega to Arcturus, four bright stars in Hercules form the Keystone asterism, the broad torso of the hero. M13 can be seen in this asterism 2⁄3 of the way north (by west) from Zeta to Eta Herculis. Although only telescopes with great light-gathering capability fully resolve the stars of the cluster, M13 may be visible to the naked eye depending on circumstances. With a low-power telescope, Messier 13 looks like a comet or fuzzy patch. The cluster is visible throughout the year from latitudes greater than 36 degrees north, with the longest visibility during Northern Hemisphere spring and summer.
With an apparent magnitude of 5.8, it is barely visible with the naked eye on clear nights. Its diameter is about 23 arcminutes and it is readily viewable in small telescopes.
In traditional binoculars, the Hercules Globular Cluster appears as a round patch of light. At least four inches of telescope aperture resolves stars in M13's outer extent as small pinpoints of light. However, only larger telescopes resolve stars further into the center of the cluster.
About 145 light-years in diameter, M13 is composed of several hundred thousand stars, the brightest of which is a red giant, the variable star V11, also known as V1554 Herculis, with an apparent visual magnitude of 11.95. M13 is 22,200–25,000 light-years away from Earth, and the globular cluster is one of over one hundred that orbit the center of the Milky Way.
Single stars in this globular cluster were first resolved in 1779. Compared to the stars in the neighborhood of the Sun, the stars of the M13 population are more than a hundred times more densely packed. They are so close together that they sometimes collide and produce new stars. The newly formed, young stars, so-called "blue stragglers", are particularly interesting to astronomers.
The 1974 Arecibo message, which contained encoded information about the human race, DNA, atomic numbers, Earth's position and other information, was beamed from the Arecibo Observatory radio telescope towards M13 as an experiment in contacting potential extraterrestrial civilizations in the cluster. The cluster will move through space during the transit time; opinions differ as to whether or not the cluster will be in a position to receive the message by the time that it arrives.
The last two variables (V63 and V64) were discovered from Spain in April 2021 and March 2022 respectively.
The Plaxton 4000, built on Neoplan subframes was a awesome beast but on beset with issues mostly fires, This Jan 89 shot shows a three year old one reduced to a wreck at Stagecoach Walnut Grove Perth, on ething for sure its passenger carring days were over.
DIY 4x5/6x12 P+S
See www.flickr.com/photos/ezzie0304/4589911670/ for details
and www.flickr.com/photos/ezzie0304/4676126084/ for the current 0.4 version
Owners of the BMW 3 Series (E46 models) have been reporting cracks and damage in the rear subframe area of their vehicles. The issue was also common on the earlier 3 Series models and unfortunately, have reoccurred with the E46 from 1999-2006. This issue specifically appears in the rear mounting points of the subframe, which can tear out from their position in the sheet metal. This occurs as the rear differential transmits the torsional load from the engine through the subframe, and then, into the chassis of the vehicle. This constant abuse leads to fatigue in the metal, causing cracks and separation from the chassis.
The parts used for this repair includes:
Active Autowerke (www.activeautowerke.com):
• E46 Subframe / Rear Chassis Reinforcement Kit
Powerflex USA (powerflexusa.com):
• BMW E46 M3 Rear Subframe Front Bushing - Street
• BMW E46 M3 Rear Subframe Rear Bushing - Street
• BMW E46 M3 Rear Diff Rear Mount - Street
• BMW E46 M3 Rear Diff Front Mount - Street