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A very strange configuration of a Leopard I Main Battle Tank.
I had difficulties in identifying this particular vehicle.
I noticed the difference with the Leopard I MBT, this one has a lengthend hull, a battery storage compartment in the rear and a generator in the front with, external, an exhaust pipe to the engine compartment.
It was Bas Pos from Maastricht who brought to my attention that this vehicle has a Cheetah PRTL (CA1 Pantser Rups Tegen Luchtdoelen) hull with a Leopard I turret.
Apparently the turret with the twin 35 mm Oerlikon Anti Aircraft guns was replaced with the Leopard I turret before it was shipped off as a target to the CSK Vlieland.
An image of a Cheetah PRTL can be found here; tanxheaven.com/ljs/cheetahljs/02-PRTL-35mm_Cheetah,Oirsch... (picture; Liejon Schoot)
Bus L95
Manufactured 02/2020
Special Needs Configuration
-Cummins B6.7
-Ultra-low sulfur diesel fuel
-Allison Transmission
-100 gallon fuel tank
-Single-wire Clearance lights
-DEF System
-pedal adjuster
-55 pssgr
-Kenwood PA System
-Navy Blue seating
-1-piece (curved) windshield
-extended rubrails
-5-hole variation rim
-Cooper 11R 22.5" Tires
-Bendix Electronic Stability Control
-LED- flash Strobe Light
-LED Lighting
-Sound off Side panel turn signals
-Incandescent Warning Lights
-Hydraulic Brakes
-Roscoe Eye-Max LP cross-view mirrors (heated) w/ tiger grip
- Rosco 8912H 8x10' motorized flat mirrors (heated)
-Rosco convex mirrors (heated)
-Dual stop signs
- High-pitch Fast backup alarm
-New low-maintenance headlamps
-Warning Light Highlighter
-Doran Sleeping Child Check🔈
-Clarion AM/FM Radio
-E Z Light Check System
-Manual Doors
-4 pushout Windows
-Strobe Light Brush Guard
-Blacked-out window borders
When F-86Ds were upgraded to the F-86L configuration, an AN/ARR-39 datalink receiver was fitted, which had a blade-like antenna sticking out of the fuselage just forward of and below the starboard wing. The AN/ARC-27 command radio of the F-86D was replaced by an AN/ARC-34 set. An AN/APX-25 identification radar was added, and a new AN/ARN-31 glide slope receiver was provided.
All Follow-On aircraft were brought up to F-86D-45 standards before starting with the electronics upgrades, including the installation of the drag chute in the tail. In the F-86L, two protruding cooling air intakes were added to the fuselage sides just aft of the wing, replacing the older recessed cooling ducts. The same J47-GE-33 or J47-GE-17B engine of the F-86D was retained, but the F-86L was fitted with the F-86F-40 wing, with twelve-inch wingtip extensions and "6-3" leading edge extensions with slats. The wingspan and wing area were 39.1 feet and 313.37 square feet respectively. The new wing improved the handing ability and provided better turning at high altitudes. The reconditioned F-86Ls retained the armament of twenty-four rockets of the F-86D.
The first flight took place on December 27, 1955. That particular aircraft had just the SAGE equipment installed, and the first conversion incorporating all of the Follow-On changes did not fly until May of 1956. A total of 981 F-86Ds were modified to the F-86L configuration. After conversion in 1956-57, F-86Ls were issued to most of the ADC wings that were using the F-86D. First to receive the F-86L was the 317th FIS at McChord AFB, which first received the planes in late November of 1956. The service of the F-86L with the ADC was destined to be quite brief, since by the time the last F-86L conversion was delivered, the type was already being phased out in favor of the Convair F-102A and F-106A delta-winged interceptors. The last F-86Ls left ADC service by 1960.
It should be noted that F-86L aircraft were also assigned to the 196th FIS, which was an integral part of Air Defense Command. The 196th FIS was based at Ontario ANGB, and the successor unit is the Guard refueling unit currently based at March Field. (Source: Ray V. Miller).
During the Cuban Missile Crisis of 1962, six ANG F-86L squadrons were on alert. The last F-86Ls were withdrawn from ANG service during the summer of 1965.
-March Field Air Museum website (www.marchfield.org/)Nicknamed the "Flying Vacuum" because of its low slung jet intakes, the F-89 Scorpion would ingest any loose objects it crossed paths with on the runway. An attempt to place screens over the intakes failed when, at high altitudes, ice formed over the screens and caused the engines to flare out. Designed as an all weather ground attack fighter, the Scorpion was the first US interceptor armed with nuclear air-to-air missiles and the first aircraft to live fire an AIR-2 Genie nuclear air-to-air missile on 19 July 1957.
According to the Air Force Historical Research Agency (AFHRA/RSA), Maxwell AFB, AL, the museum's F-89J has the following history:
The aircraft at the March Field Museum is a J model, serial number 52-1949. It was manufactured by Northrop and delivered to the Air Force on 24 November 1954
In June, 1981, it was transported by truck to March AFB Museum. The nose radar equipment was removed and placed into a display case by former radar technician who was in the RAF during WWII. The display shows the many glass radio tubes in use at the time. This aircraft is on loan from the USAF.
-March Field Air Museum website (www.marchfield.org/)
How to configure Raspberry Pi for the first time
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The baseline 4x4 configuration of the SMTV family, the Mk401A short bed is the mobile and versatile vehicle ready to move all types of cargo across any sort of terrain you can throw at it.
Features include opening doors and top hatch, a cab capable of seating 2 minifigs with body armor and headgear, foldable gunner’s bench, turning front wheels, a center-pivoting rear axle, and spare tire with lift arm.
As with my other builds, this is made with all purchasable parts and can be built in real life.
If you're interested in this build, a file can be found here:
How to configure Raspberry Pi for the first time
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1963 Porsche 356B Super-90 Coupe
Chassis No. 122550
Engine: 1600 (Super-90)
Transmission: 741 4-Speed
History
The Porsche 356 was the company's first production automobile. It was a lightweight and nimble handling rear-engine rear-wheel-drive 2 door sports car, available in hardtop and convertible configurations. Design innovations continued during the years of manufacture, contributing to its motorsports success and popularity. Production started in 1948 at Gmünd, Austria where approximately 50 cars were built. In 1950 the factory relocated to Zuffenhausen, Germany and general production of the 356 continued until April 1965.
In 1960 Porsche first offered the offered the S90, or 'Super 90' motor as an available option in the 356B.
Porsche Super 90 Engine
Sports Car Graphic reported that the Porsche Super 90 was “tamer in traffic and [in the] lower speed ranges than the 1600 Super. Getting off the mark fast from a standing start takes some practice, as the big carburetors can’t be dumped open too fast. Once the biggest chunk of inertia is overcome, you can [floor the accelerator] and start moving out very fast indeed. In fact, one of the most impressive things about this engine is the feeling of torque -- the sheer push in the shoulders -- that one gets on booting the throttle...”
Objectively, the Super 90 was quick: with less than 10 seconds 0-60 mph in SCG’s test.
Testers generally praised the B’s handling, especially in 1961 when Koni shock absorbers became standard for both Supers, matched by suitably lower spring rates. More significant was a reduction in rear roll stiffness via 23-mm torsion bars and the addition of a transverse leaf spring -- sometimes called a “camber compensator” -- as standard for S90s (optional elsewhere).
Unique features of the Super 90 Engine appealed to performance-minded drivers. Super 90s could be revved about 800 rpm higher than other 356B 1600s thanks to a special cooling layout that gathered in more air, plus nitrided crank and cam-bearing surfaces, a lighter flywheel, stiffer valve springs, light-alloy rockers, larger-diameter (by 5 mm) main bearings, and cylinders lined with Ferral, a coating of steel over molybdenum. S90s also had a unique oil pickup system that allowed the engine to draw lubricant from the sump’s full side in hard cornering, thus ensuring proper lubrication at all times. It was an important advance that Porsche racers had wanted for several years and was especially welcome in the high-performance 90.
1963 was the last year for the 356B, it was succeeded by the 356C.
Presented here is an incredible three-owner example of the rare and highly desirable Super 90 Coupe; special ordered from the Porsche factory in 1962. This rare S-90 Reutter Coupe’s history is complete and well known, with the second owner possessing the car for 40 years! Finished in the gorgeous, yet seldom seen original Bali Blue/Light Brown factory color combination, this beauty has a beautiful older restored with no expense spared and no detail overlooked. An original California Black Plate car with extensive service records and history, this S90 has been well maintained and cared for its entire life.
It is accompanied by all the great accessories and documentation that are so important for a serious collector; spare tire, complete tool kit, reproduction 356B drivers manual, a full set of keys, service documentation, Porsche Certificate of Authenticity, and Larry Aguilar’s 40-year owner biography.
An original Bali Blue S90 with matching #’s as per Porsche Certificate of Authenticity!
Incredibly restored and immaculate interior with working radio!
One of the most delightful 356’s we’ve ever driven, tight and smooth shifting, great power and tight steering! A great set up!
Rare and Desirable Super 90 Engine!
Fully Restored!
Contact Jose Romero: jose@driversource.com
Visit our website for more info:
We buy all classic European and American sport cars! Finder’s fees paid!!
Showing one configuration of period attachment of the sword belt to the scabbard. This is my most successful recreation of the integrated scabbard belt that was period from the mid-eleventh through the mid-fourteenth centuries.
A great example of this style still exists in the scabbard of Infante Fernando de la Cerda dating to the 1270s. It is also depicted in various forms of artwork including tomb effigies of knights. Probably the most prominent examples of it are the fantastic statues of the patrons of Naumburg Cathedral. Margrave Ekkehard's sword is sheathed in a scabbard very similar to the one I recreated above.
As complex as it may look, this is deceptively simple to accomplish with nothing more than an exacto knife, a punch, and a straight edge. The buckle end of the belt is split into two halves that lace through a series of slits in the scabbard leather. The long end of the belt merely loops around the scabbard.
The scabbard is a modified Albion campaign scabbard; two slats of wood covered with leather, just like the originals.
How to access Dropbox from the command line in Linux
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Trust the British to make really nice raingear. The Carradice Pro-Route rain cape is heavy-duty, highly visible, well constructed, and ideal for standard diamond-frame bikes. For recumbents it has one obnoxious flaw: the front zipper has no sewn-in web/backing (like around the tongues of zippered rain boots), and since it's a local minimum, rain collects in the zipper and happily trickles on through. Still working on that...
In other respects it's great, though. It's velcro'd to the Streamer fairing (just like Peder Torgersen's, which was the inspiration for mine) and allows plenty of maneuverability, including access to the front water bottle. Shifting blind and being unable to see the speedometer are only minor nuisances.
Update 21 Nov 2010: Friday night's 12-mile ride in 46F temps with even colder water dribbling down chest and, shall we say, subarctic regions, served only to validate the utter retardedness of a topside zipper. However, the back is also sufficiently long to reach the fairing, so one 180-degree rotation later (plus another strip of sticky velcro), it looks like we have a solution. More cold rain is predicted for the next couple of days, so we'll find out shortly...
Composed of 4 separate benches that can be moved and rearranged: 32W x 24D x 30H, Corner 46 x 46 x 24 x 24 x 30H, 42W x 24D x 30H, and 36.5W x 24D x 30H with semi-circular island projection.
Drivers are now following a newly aligned section of highway west of Devonshire Road in Montesano. The temporary roadway configuration gives the crews room to remove and replace the culvert that has been identified as a barrier to fish passage.
I lucked out getting the new business class configuration on the Cathay Pacific flight from Hong Kong to Sydney for my snoozing phase of the return journey. Completely flat bed, massage in-built in the chair, big screen tv, herringbone layout of the seats so no leaping required over the person next to you to go for a wander. Very comfy flying!
My other flights had the older configuration which have flat beds but they are positioned on a bit of a slope so you feel like you're sleeping (comfortably though) on a gentle hill.
Needless to say I'm not looking forward to going back to self-funded long-haul economy class international travel after getting a taste of such comfort!
OpenWrt - wireless interface configured as Access Point.
Security: WPA-PSK
Host: Wireless Router TP-Link WR841ND
Chipset: Atheros AR7240
Processor architecture: MIPS 24Kc v7.4
***
OpenWrt - беспроводный интерфейс сконфигурирован как Точка доступа.
Настройки безопасности: WPA-PSK
Хост-система: беспроводный маршрутизатор TP-Link WR841ND.
Чипсет: Atheros AR7240.
Процессорная архитектура: MIPS 24Kc v7.4
While photographing for this project I took a more creative approach when photographing the ways in which natural surroundings (in this case-the sun) can refresh and enliven our experiences. This shot has a strong influence from Valie Export and her "Body Configuration" idea. This photo was taken on a bell tower against the setting sun in the background. Without the beautiful sunset illuminating the night's sky, this photo would caring far less meaning. This was my favorite photo from the series as I feel it captures my theme in the most creative and abstract way. I look forward to hearing any feedback!
on-chip IDE configuration AMI BIOS SETTING boot off PATA IDE see SATA IDE MS-6728 ATX motherboard DSCN1714
666: Based on the solar flare cycle.
I first created to see what I got from what I saw in my mind.
I begun with the middle sum and then went back 11 from the middle sum and 16 forward from the middle sum.
11 represents the solar flare cycle. 16 represents my sum for maximum solar activity = next cycle with a rise....shall be explained in comments.
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The GOES-R Magnetometer boom, stowed in the launch configuration canister. The magnetometer boom will deploy in space after the GOES-R spacecraft launches, separates from its launch vehicle and undergoes a series of orbit-raising maneuvers. The boom element of the instrument allows the Magnetometer to be much more perceptive of the space magnetic environment, to better forecast space weather. The boom was completed and delivered to Lockheed Martin in Littleton, Colorado, on July 10, 2014. The boom was developed by ATK in Goleta, California.
Credit: ATK, Goleta
For more information: www.nesdis.noaa.gov/news_archives/magnetometer_ready.html
Magnetometer boom deployment video: youtu.be/9iMh18J636g
GOES-R space weather video: youtu.be/hPiy4x5z0GI
Original image source: www.goes-r.gov/multimedia/instr-Mag.html
"Clean configuration"
Mirage 2000-5F "Vieux Charles" de l'EC 01.002 "Cigognes" à l'occasion du centième anniversaire de la disparition du capitaine Georges Guynemer sur la BA 116 de Luxeuil (Hte Saône 2017)
Website : www.fluidr.com/photos/pat21
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved
Texas Raiders is one of the most recognized and famous Flying Fortresses currently on the airshow circuit. It has been recognized by AIR CLASSICS magazine as the best restored B-17G bomber currently flying in the world. The aircraft has been restored to wartime configuration by an entire volunteer group of dedicated supporters. The aircraft has one of the most unusual histories of any existing Flying Fortresses flying today and is one of the most active and visible.
This aircraft begin it's military career as B-17G-95-DL 44-83872. It was manufactured by Douglas Aircraft Corporation at Long Beach, California. (under license from Boeing Aircraft Corporation, Seattle, Washington) where it was delivered to the U.S. Army Air Corps on July 12, 1945. On July 21, 1945, this aircraft was transferred to the U.S. Navy.
Following Navy acceptance, '872 became PB-1 BuNo 77235. The aircraft was converted from PB-1 to PB-1-W which consisted of sealing the bombay doors, additional long-range fuel tanks and the installation of APS-20 search Radar with the rotating scanner located in a bulbous housing below the former bomb bay. '872 was one of the first "AWAC" aircraft.
On July 11, 1952 the '872 was transferred to and flew with the the newly formed Seasearch-Early Warning, VW-2 on the Atlantic seaboard until June 3, 1953 when it under went it's second major overhaul.
The second major overhaul was completed on January 15, 1954. After this overhaul the '872 was transferred to Atsugi, Japan where it flew with VW-1 (which was the last operational assignment for this aircraft).
On January 15, 1955, PB-1W arrived at the Storage Facility at Litchfield Park, Arizona where it was maintained in Flyable Storage Status until stricken from record on July 14, 1955 and was officially retired from Naval service on August 25, 1955 following 77 months of service where this aircraft acquired 3,257 hours of flying time.
On October 1, 1957, this aircraft was acquired by Aero Services Corp. (a branch of Litton Industries) and used as a cargo plane and aerial photographic aircraft. Upon entry into the civilian aviation fleet the aircraft was given the identification registration number and call sign N-7227-C.
While in the service of the Aero Services Corp., 27-C was used as a high altitude mapping aircraft and completed assignments in the North West United States, Venezuela, and the length of Chile. Another life cycle for 27-C began when it was converted into an aerial platform for all kinds of satellite tracking equipment.
The University of Alaska contracted 7227-C to participate in the recording of the eclipse of the sun from a flight position over Northern Canada. Next, the aircraft participated in the oil and natural gas survey for the North Sea Project off western Norway and Scotland.
During the aerial photographic era, the aircraft acquired the first complete photographic coverage of the South American continent along with extensive coverage of Central America and the northern regions of North America. The aircraft was used as a electronic geophysical and magnetometer platform for field surveys in the North Sea area north and east of Scotland along with extensive coverage of the North slope regions of Alaska. It was instrumental in acquiring data which lead to the discoveries of some of the major petroleum reserves in the world.
On September 22, 1967, N7227-C was acquired by the Commemorative Air Force, Mercedes, Texas from Litton Industries for the price of $50,000. It was the first B-17 to be purchased and operated solely for the purpose of preservation. The aircraft was painted in military colors and nose markings were applied as "Texas Raiders" with a Texas State flag by the CAF in 1970. During WW II no B-17 carried the name of Texas Raiders.
After a period of time the Texas Raiders was assigned to the Gulf Coast Wing of the Commemorative Air Force in Houston, Texas. The Gulf Coast Wing has continued to upgrade and restored the aircraft to it's original combat configuration by adding the ball turret and top turret. All of the work was carried out by the volunteers of the CAF group in Houston. At the present time, the top turret is undergoing assembly prior to installation on the aircraft. This will complete the last major restoration item within the aircraft. When completed, TEXAS RAIDERS will be one of only a few B-17s which have operational top and ball turrets.
The Texas Raiders does not have an oxygen system for its crew and is restricted to altitudes below 12,000 feet. The only hydraulic systems on board the aircraft are the brakes and the cowl flaps for the four engines. All other systems aboard the aircraft are either electrical or mechanical.
The "TR" has undergone two major restorations. The first lasted three years (1983-86) and converted the "cargo" B-17 airframe to a fully restored "combat" B-17G . This restoration was done with volunteer labor and cost in excess of $300,000. In 1993, the second restoration was carried out. The nine month effort was primarily to repaint the aircraft and complete the interior restoration of the bomber. Costs of the restoration was $180,000. This restoration was documented by Public Television and the documentary "Honor Squadron" was produced. At the conclusion to the restoration, the aircraft returned to the airshow circuit where it was awarded "Best Bomber" by the Experimental Aircraft Association's Sun and Fun Air Show and "Aircraft of the Year" by the Tico airshow in Florida.
In 2001, the Gulf Coast Wing received a federally required inspection of the aircraft's wing spars and associated structures. This inspection was called an "AD" (Airworthiness Directive). Starting in early 2002 and progressing through to October of 2009, volunteer wing members and contract workers mostly disassembled the bomber, correcting corrosion and structural cracks at a cost of nearly $700,000. This Flying Fortress became airworthy on October 14, 2009 and has appeared at major airshows, and touring-locations throughout Texas and the Midwestern U.S, celebrating the 75th anniversary of the first flight of the B-17 in the summer of 2010.
The wings of modern aircrafts do much more than just producing lift, usually serving as fuel tanks and in many cases carrying and transferring thrust from the engines too. In particular, the wings of large aircrafts are fairly complex and use movable surfaces to change their aerodynamic characteristics which must meet a diverse range of requirements throughout the operating envelop of the aircraft.
This video shows the operation of few of the movable surfaces of the wing in a Qantas Boeing 747-400 (landing configuration).
In the clip, the spoilers (the plates on top of the wings that are deployed upwards) and the triple-slotted trailing-edge flaps (the devices extended downwards on the trailing edge of the wing) can be seen in operation. At the start of the video, both the spoilers and the flaps are shown deployed. The spoilers are then lowered and finally the triple-slotted trailing-edge flaps are retracted.
[The following text was extracted from Wikipedia.org]
In aeronautics, a spoiler (sometimes called a lift dumper) is a device intended to reduce lift in an aircraft. The spoiler creates a carefully controlled stall over the portion of the wing behind it, greatly reducing the lift of that wing section. Spoilers differ from airbrakes in that airbrakes are designed to increase drag making little change to lift, while spoilers greatly reduce lift making only a moderate increase in drag.
Slats (not shown in the video) are aerodynamic surfaces on the leading edge of the wings of fixed-wing aircraft which, when deployed, allow the wing to operate at a higher angle of attack. A higher coefficient of lift is produced as a product of angle of attack and speed, so by deploying slats an aircraft can fly more slowly or take off and land in a shorter distance. They are usually used while landing or performing maneuvers which take the aircraft close to the stall, but are usually retracted in normal flight to minimize drag.
Flaps are hinged surfaces on the trailing edge of the wings of a fixed-wing aircraft. As flaps are extended, the stalling speed of the aircraft is reduced, which means that the aircraft can fly safely at lower speeds (especially during take off and landing). Flaps are also used on the leading edge of the wings of some high-speed jet aircraft, where they may be called Krueger flaps
Video taken by Damien :-)
March Cosworth 2-4-0 761 (1976) Engine 2993cc V8 Ford Cosworth DFV
MARCH ENGINEERING SET
www.flickr.com/photos/45676495@N05/sets/72157623795892900...
ENTRANT: Anthony Smith
DRIVER: Jeremy Smith
Designed by Robin Herd, who had followed the Tyrell P34 six wheeled design closely. Herd had reasoned that though initially very successfull the Tyrell design with four front wheels was ultimately a blind alley. He reasoned that its improved frontal aerodynamice were somewhat negated by its standard 24 inch rear wheels which cost 30 to 40% of the cars drag. He also reasoned that the extra grip could be better employed through the use of four 17 inch rear driven wheels.
At the time March was at a finacial low point and the design was developed quietly. As a compromise measure, a 1976-design Cosworth DFV-powered March 761 was adapted by team engineer Wayne Eckersley using existing parts from the factory stores were possible.
Paramount to the design would be its transmission and an ingenius design was was required to minimise any frictional power losses. It would also have to be stronger (and hence heavier) to counteract the higher torsional and flexural stresses that the close-coupled four-wheel-drive system would generate. Herds original design for the gearbox casing specified a series of strengthening ribs to counteract the additional loading, but such a design would be both complex and expensive, so by way of cost cutting some strengthening ribs were removed from the blueprint. With the ammended design using a standard Hewland F1 gearbox for the first axle. To this, the new casing, gears and an extended pinion for the second axle were fitted. Practically, this meant that any 761 chassis could be easily adapted should the concept prove workable.
At the cars press test at Silverstone in late 1976 the gearbox casing flexed on the opening lap and the gears became unmeshed so the rear crown wheel and pinion were removed for the rest of the day's testing, leaving the car as a two wheel drive, but in the heavy rain driver Howden Ganley produced decent times and the press, non the wiser declared the test a success.. Unable to afford the modifications and developement programme the project was de-prioritised.
By February 1977 with a stronger gearbox the car ran again on Silverstone's Hangar straight driven by Ian Scheckter, again in the rain, with Scheckter reporting incredible traction. But this was the end of the cars Formula One history.
In 1979 the 2-4-0 concept was revived by British Hillclimb specialist Roy Lane. Lane had bought a March 771 chassis and with Robin Herd's blessing was loaned the improved 2-4-0 transmission unit. The fact that the 2-4-0 was originally an inexpensive workshop conversion of the standard March F1 chassis meant that Lane was easily able to fit the unit to his car.. With the advantage of four wheel traction Lane won a number of Hillclimbs, the first at Wiscombe Park but the car could be troublesome and line finally converted it back to four wheel configuration.
The March 2-4-0 story was not without a silver lining for the company that built it. As Max Mosley had surmised, the car was indeed a huge publicity magnet. Additionally, significant income was generated for the team when the Scalextric company purchased the rights to produce and market a best-selling 1/32 scale slot-racing replica. .
Shot the Goodwood Festival of Speed 30:06:2012 Ref: 87-320
Guest room of the western-style Comfort Twin Room in triple bed configuration. Not all Comfort Twin rooms are capable of this configuration.
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A very strange configuration of a Leopard I Main Battle Tank.
I had difficulties in identifying this particular vehicle.
I noticed the difference with the Leopard I MBT, this one has a lengthend hull, a battery storage compartment in the rear and a generator in the front with, external, an exhaust pipe to the engine compartment.
It was Bas Pos from Maastricht who brought to my attention that this vehicle has a Cheetah PRTL (CA1 Pantser Rups Tegen Luchtdoelen) hull with a Leopard I turret.
Apparently the turret with the twin 35 mm Oerlikon Anti Aircraft guns was replaced with the Leopard I turret before it was shipped off as a target to the CSK Vlieland.
An image of a Cheetah PRTL can be found here; tanxheaven.com/ljs/cheetahljs/01-PRTL-35mm_Cheetah,Oirsch... (picture; Liejon Schoot)
Revolutionary design by Marcello Gandini’s (Bertone) sleek styling is the benchmark of sports car design: Cab-forward styling, with shortened front end and longer tail section
Racecar served as ambitious sports car
In 1965 at the Turin Autoshow Lamborghini instigated the trend of high performance, two-seater, mid-engined sports cars.
At launch in 1966 it was the fastest production road car available.
Manufacturing period: 1966 – 1973
Units: 275 (P400: 1966-1969) / 764 (all P400 versions: P400 / S (1968-1971: 338) / SV (1971-1973: 150) / Jota / SV/J / Roadster / SV J Spider)
Top speed: 280 km/h
Empty weight: 1125 kg (S / SV: 1298 kg)
Designer: Marcello Gandini @ Bertone
Cylinders: 12 (60 degree angle / V-configuration)
Displacement: 3929 cc
Rated output: 257 KW / 350 PS @ 7000 rpm (S: 370 PS @ 7700 rpm / SV: 385 PS @ 7700 rpm)
Valvetrain: Two overhead camshafts per cylinder bank, chain driven, bucket tappets
Operation: 4-stroke petrol engine with four Weber IDL40 3C 3bbl downdraught carburetors
Bore x stroke: 82 x 62 mm
Cooling system: Liquid cooled with pump
Engine block: Full alloy
85 West 1st Ave, Vancouver, BC.
The building was renovated to the present configuration just prior to 2010 Olympics.
Historic Place:
The historic place, a familiar local landmark, is the large, red, wood industrial building at 85 West 1st Avenue, Vancouver, built in or around 1930 and located on city-owned land in South East False Creek.
Heritage Value:
The Vancouver Salt Company Building has heritage value for representing the secondary food-processing industry and the diversification of the local economy to meet the needs of the fishery; for its architectural and structural qualities; as a rare intact survivor of the industrial buildings that once dominated South East False Creek (SEFC); and as a neighbourhood landmark. SEFC was, through much of the twentieth century, a beehive of industrial activity. Most industries located here for access to water, rail, and road transportation. Heavy industrial uses, such as sawmills and steel fabrication, prevailed. The subject site was used from the early 1900s for gravel storage.
The Vancouver Salt Co. operation was important technologically for the means of
extraction, for using False Creek to transport goods, for its contributions to other
industries, and for the way in which ownership changes illustrate patterns of international trade and corporate acquisition. Unrefined salt was shipped to Vancouver from the San Francisco Bay Area, where it had been recovered from brine by solar evaporation. This unusual technique was traditional to the Bay Area, originating with the Ohlone Indians and continued by the Spanish missionaries. The Vancouver-bound salt was extracted by the Leslie Salt Refining Co. of Newark, California (acquired in 1978 by Cargill Inc.), which owned the Vancouver Salt Co. The operation changed to Arden Vancouver Salt Co. Ltd. in 1970 and was later acquired by Domtar Ltd. By the late 1980s the building was used for paper recycling: first by Belkin Paper Stock Ltd. and then by Paperboard Industries. Raw salt was unloaded at Burrard Inlet and brought by scow to False Creek, where the Vancouver Salt Co. ‘semi-refined’ it by washing, drying, grinding, and sifting it into a coarse product fit for human consumption. The original market was as a preservative for the fishery, particularly the area’s Asian-Canadian fish-packers. Subsequent uses included other kinds of food-packing, tanneries, cold-storage plants, and highway ice removal. By 1950 rail and then trucks replaced boats for receiving and shipping the salt, reflecting changes brought about by the development of wheeled transport.
The building has heritage value as a pragmatic and attractive response to the needs of the salt operation and the site. It was built about 1930, squeezed between two lumber operations and mostly on a City-owned water lot, with only the southwest corner situated above the historic high water line. The original structure, a block about 90 by 145 feet, is supported on piles. A complex roof truss system directs the loads onto columns in the lateral walls and down the centre, creating a large open space. A raised monitor roof has a clerestory to admit light and air. The expansion of the building to the north in 1954-55 (Wright Engineers Ltd.) speaks to the growing demand for salt and the evolving refinery technology. New equipment was accommodated in part by building a roof over the existing 35-foot-deep apron at the rear, the former loading dock. The gable-roofed eastern portion held four large brine tanks, and the shed-roofed western part became a dry storage shed. A new hopper and conveyor were installed by the 1st Avenue loading dock, since the raw salt now arrived by truck. The conveyor may have necessitated raising the roof, which would date the tall silo-like cap at the front to this time. Minor alterations were made in 1970 for the Arden Vancouver Salt Co. Ltd. (Richard E. Cole, Engineer). The replacement of the salt-processing machinery with paper-shredding equipment in 1987 reflects the growing importance of the recycling industry. Belkin Paper Stock Ltd. also clad the sides with galvanized steel and cut new doors in the north elevation (De Guriby Ltd., Engineers, and Amundson Construction Co. Ltd). The building stands empty today, displaying physical evidence of its evolution and its uses.
Character-defining Elements:
- Broad building with a medium-sloped roof and gable at the front (south)
- Monitor roof, with a clerestory containing a row of 15-pane windows and cedar
ventilation louvres
- Taller, silo-like, gable-roofed feature at front of monitor
- Small-paned windows on the front elevation
- Loading dock at the front, protected from the weather by a shed roof
- Wood stud walls, covered externally with diagonal sheathing and horizontal
finished siding
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- Large, open interior space, interrupted only by a row of columns down the centre
- Elaborate roof truss and knee braces, composed of wood members with metal
fastenings and hardware
- Two salt hoppers along the side wall (inside the building)
- Profile of main gable and monitor roof seen from the rear (north)
- Location on the axis of Manitoba Street
- Wetland beneath building
- City of Vancouver
With the wheels removed by way of quick releases, the anhanger / stretcher carrier becomes a sled. If the road bed has compacted snow and ice on an incline, then it's a good idea to hold onto this anhanger as it will slide away otherwise.
The Breguet Type I tractor biplane in its original configuration flight. This picture was probably taken when the first flights were made. Initial flights were always flown in a straight line at a low height. The photographer was probably lying on the ground to make this rather stunning picture. All these precautions precluded that there were few casulaties in the case of a crash, mostly the machine was damaged.
Mark this is the original configuration of the Type I which was somewhat later extensively modified.
The beam rifle has been remade into a more solid design. As it is mentioned in an earlier picture, its first configuration has a handheld beam rifle for its primary armament, two shoulder-mounted rocket launchers, and two forearm-mounted beam sabers. This is a balanced and neutral setup that has no major advantages nor disadvantages.
Trying to figure out the best configuration. I might make a DIY insert to allow me to fit in a 13" MBP without scratching it.
How to configure Raspberry Pi for the first time
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