View allAll Photos Tagged compactor
A soldier's dream, compact, reliable, powerful, accurate, simple. All housed in this, the Assault Rifle-Infantry Standard Assault Rifle-Attempt one Mass Production
from Wendigo Armaments.
Wendigo Armaments logo soon to come.
Credit to:
Wezzy-Rails.
Worlock-Mag release. (part of his electronic triggers)
SPW Woitek (Amy)-Trigger and guard.
Keeb SPW wingman-Rear sight.
My Ballot Box was fit to bursting this year. Somehow we managed to squeeze 998 votes in their.
It made me smile that in the age of ipods and Twitter the running of our Country is determined by pieces of paper marked with a cross and pushed into a box. And yes, thats a special ballot paper compactor tool especially for the job.
You see, there are always entrepreneuring opportunities for those who can see them :)
Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!
One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!
When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!
Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!
In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.
On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.
However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!
But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.
Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.
But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.
However, this was before we got to the biggest problem of them all, America.
Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.
But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.
However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!
So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.
The E-Type may have died a long time ago, but its reputation isn't letting up! :D
The flowers of Compact or Common Rush (Juncus conglomeratus) swaying in the gentle breeze of a sunny summer day at The Staffordshire Wildlife Headquarters (the Wolseley Centre) site at Wolseley Bridge in Staffordshire.
Dear friends, you are more than welcome to visit my channel.
These are some photos regarding my eleventh Lego MOC set named Cartoon series.
Dear all, we finally come to the last series, and I am kind of proud of myself because I have put a lot of effort in every series. Constant brainstorming and continual modifications, each vehicle is my finest work. And, of course, doctoring pictures is just another perspiration. Many Many
thanks for your accompany all along. Last but not least, hope you can also enjoy this final series of my Lego MOC.
There are still 6 videos (size comparison videos) to go. However, it is Chinese New Year now in my country; therefore, the rest of the videos may be a little bit late- perhaps I will have more time in mid-Feburary. Anyhow, wish all my dear family and my friends safe and sound in this beautiful season. :)
This set includes:
(1) Chibi Batpod: Based on the special-designed motorcycle in the film-Dark Knight Trilogy. I built this batpod-like but a bit more compact. The proportion and style are particularly adjusted. A shout-out to whoever design the original batpod.
(2) Batmobile (Tumbler): Once again, this is another MOC also from Dark Knight Trilogy. Well, according the designer, this tank-like tumbler is a mixture of Hummer and Lamborghini. I can tell you that this is by far and so far my favorite batmobile among all the movie, or cartoon- batmobiles.
How do you like my own version of tumbler?
(3) Assault Batmobile: Simply put, this is kind of a modified version of the official set-76045, known as BvS batmobile from the movie Batman v Superman. The body lines of the official one is a bit complex so I thought if I can still keep its initial assault design but with sleeker and simpler body line(s). For me, I like the rear part of this batmobile most.
(4) Knightcrawler: Hmmm.... How should I start it? My idea all began from the official set-76086, and.... the official one is so ugly....(sorry but I do think so..) From the first sight I saw knightcralwer in the theater, I immediately understood Lego failed to nail its real shape and spirit. Additionally, the idea of making knightcrawler a tank for my Lego batman series is in my brain that I could never get rid of. I used some illegal techniques (I glued some parts to make it looks more like the movie version.) Nontheless, I am satisfied with the final work very much.
(5) Hoverboat: Lego released the first batman hoverboat-7780 in 2006. I have to say it is an awesome set to play with. However, I care so much about the size and proportion (for a minifigure scale). So I downsized it with some touches based on my personal preference.
(6) Batwing: From the official set 76027, this batwing became one of my favorite aircraft among all my mocs/mods.
Thank you so much for viewing my Lego works. My only intention is to share. Hope you like these cute toys. peace. :)
Dear friends, you are more than welcome to visit my channel.
These are some photos regarding my tenth Lego MOC set named Cartoon series.
Perhaps this is a set with my favorite Batman minifigure (lol). I came up with this crazy idea when I saw all the offcial sets in 2019. Honestly, the combination of color black, red and yellow make great match in my opinion, and I was extremely thrilled and somehow just cannot wait
to build a "CARTOONIZED" series for batman. Now hope you can enjoy and appreciate these funky vehicles. :)
This set includes:
(1) Chibi Spider-Android: A modified version of the official set- 30243. And for some reason I just have an idea that a bat along with a spider is a fun match-up if I really want to build to cartoonized version of batman chibi vehicle.
(2) Batmobile: Umm...I think i put part of the 1966 batmobile concept into this cartoon batmible. And I particularly love its "blocky" and chucky look. Fun fact: If you take a close look at it, you will find out there are 8 wheels in total.
(3) Batcycle: I don't really have some special explanations for this motorcycle. It is designed as my other motorbike- a little angled up in the middle and tried to create a beautiful bodyline for it. However, I do believe that the stickers play a vital role overall.
(4) Bat Mech: This giant Bat-Mech is inspired by the official set- 76117. However, I don't really dig the original version, especially the leg design. I think you can see the obvious difference with this optimized version. And hopefully I successfully give a more menacing feel/look to it.
(5) Batsub: Yes, the official set- 76116, I didn't do much with this set for its original appearance is so great already. A few touches and modifications were done to it only.
(6) Flying Fox: I can't tell you how much I love the vehicles in the movie Justice League, though the first version is such a "DISASTER" the way I see it. And the later Snyder cut version is way~~ better in my opinion; There is no reason that I don't build a cartoon version of this already well-designed aircraft from the movie.
Thank you so much for viewing my Lego works. More pictures of the last series are coming in soon. My only intention is to share. Hope you like these cute toys. peace. :)
Special Thanks to:
www.brothers-brick.com/tag/elvis-lawrey/
My youtube:
My collection of 1980's 35mm compact cameras. 2 of them are autofocus, one is a rangefinder and one uses zone focusing.
The most fashionable and widespread of all the camera types nowadays are compact digital cameras, which are now so affordable that almost every household has one. Designed to be stylish, with a moderate number of features they offer far more capacity than traditional, film-based models and give...
www.iheartcamera.net/why-are-compact-digital-cameras-so-p...
1998 BMW 316i Compact.
Scrapped.
Last MoT test expired on 12th June 2020 and, oddly, it has been granted an extension to 11th December 2020.
Once the pride of the Post Office, the LDV Pilot and Convoy series has sadly fallen from grace over the past few years, becoming largely a victim of the Ford Transit it had fought from the start, and the later Mercedes-Benz Sprinter.
The Pilot originally entered the world in 1974 under British Leyland as the Leyland Sherpa. The original design was derived from the Morris Commercial 250JU and J4 vans of the 1960's, and included a revised forward control of the J4 and moving the engine to the front in a conventional bonnet. This allowed the wheelbase to be extended resulting in greater stability, payload, side loading and the distinctive 'Sherpa' profile (though the last of the J4s and the first Sherpa are largely identical from the rear).
The Sherpa gave way to the Freight Rover 200 Series and in turn the Leyland DAF 200 Series before finally becoming the Pilot after LDV (Leyland Domestic Vehicles) was formed in 1993. The Convoy on the other hand was developed originally in 1984 as the Freight Rover 300, similar functionally apart from a wider body and more often than not a higher roof for extra internal capacity.
The Pilot was originally designed to be built on car production lines which led to it having a narrow track. This feature was made into a virtue in later publicity by stressing its ability in narrow city streets – this indeed was why the Sherpa series was for many years, preferred over the Ford Transit by the Royal Mail, in particular.
This particular generation is the 2nd and final variant of the Convoy van, launched in 1996 to replace the previous Leyland DAF 400 Series of 1989. The LDV Convoy went on to enjoy a long and somewhat prosperous life, working primarily as Mail Vans, but also as school minibuses. I know that my school had at least two Pilots and continues to use three LDV Convoys.
The LDV Convoy was replaced in 2005 by the LDV Maxus, a joint venture between LDV and Daewoo that had been in development since 2000, but wasn't launched until 2004 due to Daewoo's fall into receivership and subsequent ownership by Chevrolet. Sadly however, the Maxus was not enough to ward off the onslaught of other large, flexible panel vans that had entered the market, including the Mercedes Sprinter, the Renault Master, the Renault Trafic, the Peugeot Boxer, the IVECO Daily, the Volkswagen Transporter, and its rival since the very beginning, the ever popular Ford Transit. With such heavy competition and the LDV brand being little-known outside the UK, the company wasn't able to sell the Maxus in profitable numbers, and thus made losses of £54 million in 2008, the problem compounded by the economic recession of that year. Thus in 2009, LDV was wrapped up and disappeared for good, the last brand to carry the British Leyland name.
However, much like many other British cars and vans, it was once again the Chinese who would bring this Turkey back to life by way of SAIC (or Shanghai Automotive Industry Corporation). In 2011 they started producing their own version of the Maxus called the Maxus Datong, which means that much like the Rover Streetwise rip-off, the Mini-fake, the Montego/Maestro half-breed, we can owe China for their reproduction of Britain's long gone motoring products.
Compact version (1 space between folded molecules) of a previous tessellation.ç
Hexagon from 35x535 square, tant paper, 64 division grid.
+++ 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 Fokker D.XX fighter was designed in 1935 by Dutch aircraft manufacturer Fokker as a conservative export alternative to the D.XXI monoplane. The latter had been developed in response to requirements laid out by the Royal Netherlands East Indies Army Air Force (Militaire Luchtvaart van het Koninklijk Nederlands-Indisch Leger, ML-KNIL), but Fokker saw a good deal of market potential for the aircraft in Europe, too, but was afraid that many smaller European air forces still preferred conservative biplane designs.
As a consequence, the D.XX was developed in parallel to the D.XXI and both aircraft shared many components, primarily the fuselage and the tail section. Like its D.XXI stablemate the D.XX biplane was designed as an inexpensive, rugged, and compact fighter aircraft that would possess respectable performance for its era.
Following standard Fokker design practice of the period, the D.XX featured a welded steel tube fuselage that was largely covered by fabric, including the flight control surfaces, but elements forward of the trailing edges of the wings were covered by detachable aluminum panels instead. The wings were of a wooden construction, being composed of two box spars attached to ribs made of plywood, and covered by fabric, too. The aircraft was outfitted with a fixed, spatted undercarriage with cantilever legs, and braking was provided by independently-operated pedals using compressed air.
The cockpit of the D.XXI was fully enclosed by a plexiglas hood featuring large sliding sections. The canopy was entirely jettisonable in an emergency situation to enable pilots to bail out. Pilots were protected against turnover injuries by means of a pylon built into the structure of the aircraft set behind the seat. Fuel was housed in a 77-gallon tank located aft of the engine, and an auxiliary fuel tank could also be installed behind the pilot seat.
Main armament consisted of two pairs of 7.92mm M36 FN-Browning machine guns, two being housed within the forward fuselage above the engine, requiring the latter to be synchronized in order to shoot through the propeller blades, and another pair was carried in fairings under the lower wings, outside of the propeller arc.
Initially, the Fokker D.XX was powered by the 830 h.p. Bristol Mercury VII or VIII engines, but for export customers a number of alternative engines were considered, too. These included such power plants as the 650 h.p. Rolls-Royce Kestrel V and the 750 h.p. Pratt and Whitney Twin Wasp Junior. There were even plans to mount the 1,050 h.p. Rolls-Royce Merlin and the 1,090 h.p. Daimler-Benz DB 600H, both coupled with a radiator installation under the fuselage.
However, interest in the Fokker D.XX was low, since the monoplane promised much superior performance and future development potential. Compared with the Fokker D.XXI, the D.XX lacked top speed and acceleration, but it had, thanks to its much bigger wing area, a better rate of climb and was the superior dogfight aircraft.
Anyway, with the D.XXI as direct in-house competitor and very similar aircraft like the Gloster Gladiator on the market, Fokker's last biplane aircraft was not a success. A major contract with Sweden for an initial batch of 30 aircraft and rights for further license production did not materialize. Other prospects, e. g. Lithuania, Latvia, Greece, Egypt and Yugoslavia, settled upon aircraft of British production, and in the end only Norway and Denmark bought the biplane fighter.
Total production, including two prototypes and three pre-production aircraft, only reached a mere 46 machines, and none of them survived the first months of the 2nd World War.
General characteristics:
Crew: one
Length: 8.2 m (26 ft 11 in)
Wingspan: 10.6 m (34 ft 8 ½ in)
Height: 2.92 m (9 ft 7 in)
Wing area: 28m² (300 sq ft)
Empty weight: 1,594 kg (3,514 lb)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant:
1 × Bristol Mercury VIII 9-cyl. air-cooled radial piston engine, 620 kW (830 hp)
Performance:
Maximum speed: 253 mph (220 knots, 407 km/h) at 14,500 ft (4,400 m)
Cruise speed: 338 km/h (210 mph; 186 kn)
Stall speed: 85 km/h (53 mph; 46 knots)
Range: 930 km (578 mi; 502 nmi)
Endurance: 2 hours
Service ceiling: 11,350 m (37,240 ft)
Rate of climb: 11.7 m/s (2,300 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Power/mass: 0.309 kW/kg (0.188 hp/lb)
Armament:
4× 8 mm (0.315 in) machine guns with 500 RPG in the fuselage and 300 RPG under the lower wings
The kit and its assembly:
I had found the spare wings from a Gloster Gladiator in my donor bank, and wondered what I could do with them - and eventually stunbled upon a PM Model Fokker D.XXI. Why not retrograde this early monoplane fighter into a biplane, with relatively modern features?
Said and done, and the respective conversion/kitbashing was a rather straightforward affair, even though not without some challenges.
The biggest issue became the lower wings: the Gladiator wings are much thinner and have less depth than the original Fokker wings, so that much of the wing roots on the fuselage had to be sanded away. This resulted in gaping openings, which had to be filled, including a resculpted trailing edge intersection. Not a complicated feat, but messy.
Another issue arose through the fact that the D.XXI's fuselage is wider than the Gloster Gladiator's - resulting in a wider span of the lower wings than the upper! In order to correct this, the lower wings' tips were clipped and I used the occasion to re-sculpt all wing tips, trying to get away from the Gladiator's characteristic round shape.
Once the lower wings were mated with the fuselage, the upper wings were added with the help of the outer support struts only. Once dry, the additional struts between the upper wing and the fuselage were added - the latter were scratched with styrene strips. Thin styrene was also used to add some diagonal bracing struts, once more in an attempt to change the wings' look away from its Gladiator origins.
The spatted wheels were taken from the PM Model kit, but shortened by 2mm - OOB they are IMHO much too long, and the result would be a very stalky stance. The tail wheel was also taken OOB, but moved aft and shortened, too.
Inside, a different seat was used; a box was placed behind it, filling the gap, and a dashboard was added under the windshield. The canopy (very thick material!) was cut into three pieces, for a potential open presentation.
Engine and cowling were taken OOB, but the propeller was replaced with a better-looking scrap box find, which also received a longer axis for better balance and free spinning.
The rigging was done with material derived from heated, black IP sprues, which I like because it bonds well with the kit's plastic and can be attached with standard glue. Additionally, the wire's strength can the individually tailored.
Painting and markings:
I used this occasion to apply the somewhat obscure camouflage of the Royal Danish Air Force from the late Thirties. While the scheme itself is rather simple, the colors remain obscure. In profiles and painting instructions you can find a wide range of recommendations - ranging from sand or a greenish yellow and olive drab to dark green and dark earth! The undersides were supposed to be "bluish grey".
I eventually settled upon a relatively simple choice, with Humbrol 83 (Ochre) and Revell 46 (NATO Olive Drab, RAL 7013 a.k.a. Gelboliv), which looks almost like a dark brown together with the greenish sand tone. IMHO they make a good combo for the Danish scheme. For the undersides, I went for Humbrol 128 (FS 36320). Interior surfaces were painted in a dark slate grey tone, the propeller received an aluminum front and flat black back surfaces.
The kit received a light black ink wash and a post-shading treatment with various shades of the basic tones, including ModelMaster RAL 7028 (German WWII Dunkelgelb) as well as Humbrol 155, 163 and 247. Finally, the fabric structure on the wings was slightly emphasized with dry-brushed light grey, and exhaust soot under the fuselage was added with grinded graphite.
The markings come from various sources: roundels from a D.XXI sheet from PrintScale, the flags on the fin belong to a Danish F-100 (XtraDecal) and the tactical code was puzzled together. The nose art, the charging knight on the cowling, which I added because I found the overall aircraft to look pretty bleak, comes from a ModelCollect tank model sheet.
Finally, the whole kit was sealed with matt acrylic varnish (Italeri).
Not a spectacular whif, and this one does not really stand out between similar builds (e.g. the Macchi Brezza or the Gloster Glaive) I did before, but I find it interesting how good and plausible the retrograded Fokker D.XXI looks. The new/old wings blend in nicely, and the Danish scheme looks good on this biplane, too, even though I wonder why these colors were chosen? It looks rather like a desert paint scheme than something for Northern Europe, with lots of water and mostly green, flat landscape?
I have to admit that last time i really don't know how to take this little cute guy.Now hopefully it is better.Shot this at Mabul house reef under Seaventures rig.Inon D2000 + Inon M165.
I saw this little Superior Pak self contained hook lift compactor at the local shopping centre of the western suburb of Belbowrie. I reckon its an auger type, but not fully sure. Can't remember who owned it, but it was either TPI or Sita.
another 0.6 pistol. i've decided that the only thing i can do in 0.6 is pistols, none of my rifles come out very good.
On the thirteenth day of Christmas my true love gave to me
A compact Submachine gun
One machinepistol
One rocket launcher
A 12 guage shotgun
A motherfucking axe
One battle rifle
A shiny golden blade
A long slide pistol
Poooint fifty caaaal
Break action revolver
Bullpup SMG
A gun in point six
And a gun in point seheheven
Ultra compact bullpup PDW fires 6.8mm round. built in suppressor for firing in vehicles. folding front grip. built in flashlight for CQB situations.
Similar to the previous one, but with less space between molecules and different fold on the back.
Paper: yellow EH, hexagon from 30x30 square, 48 division grid.
Back and front, backlit with flash.
It is not the largest Ive seen, but it will give a clear idea about how the plants are. Of course, young plants are compact.
The line is laid on reservation for most of the way apart from one short stretch involving an overbridge.
This is truck SL028 collecting greenwaste, with a very slow compactor, this truck sat here for 20 mins compacting its load. That's why this truck is usually on garbage.
My Halina 35x (launched late '50s) and Lumix lx100 (2010's) are naturally radically different in terms of performance. But they're both pleasant cameras to use; a nice size (big enough to handle but small enough for a jacket pocket) and both have the controls you need where you can grab them quickly.
The Trinity (film speed, shutter speed and aperture):
- ISO: N/a for the Halina (film), my Lumix has the second lens dial control that.
- Shutter speed: Halina has a shutter speed ring on the lens, Lumix has a dial on top.
- Aperture control: right out on the front of the lens, where the gods of Olympus always intended it to be.
Shutter release, viewfinder and hotshoe: same places on top plate.
Hard to improve on some things