View allAll Photos Tagged configuration
5956
Su-22's demonstrating two swept wing configurations during the RNLAF open days (luchtmachtdagen) 2013
Estructural configurations of the country!!
Las formas de lo que llamamos naturaleza, expresan cientos y miles de conexiones físicas, químicas y mentales. Están en la realidad para vehicular las percepciones de los seres vivos; nos conectan al principio de la vida y del amor.
Формы того, что мы называем природой, экспресс соединений сотни и тысячи физических, химических и психических. Они на самом деле, чтобы передать восприятие живых существ связывают нас с принципом жизни и любви.
Les formes de ce que nous appelons la nature, exprimé les liens des centaines et des milliers de physique, chimique et mentale. Ils sont en réalité de transmettre les perceptions des êtres vivants nous relient au principe de la vie et de l'amour.
我々は物理的、化学的、精神的の性質、Express接続の何百、何千と呼ぶものの形態。彼らは生きている人間の認識は、生命と愛の原則に私達を接続伝えるために、現実にある。
The forms of what we call nature, express hundreds and thousands of physical, chemical and mental connections . They are in reality to convey the perceptions of living beings connecting us to the principle of life and love.
Fuji 690 GW III
Adox-Adonal 1:50 8 minutes
Adofix 8 minutes
Ultrafine 400 asa
Classification: Airconditioned Tourist Bus
Seating Configuration: 2x2
Seating Capacity: 45 Passengers
Model: HD II
Manufacturer: Isuzu Super Cruiser with Fuji Heavy Industries
Chassis: LV771R
Engine: 10PD1
Suspension: Air Suspension
(Note: Specification are subjected for verification and may be changed without prior notice.)
Shot Location: 1st Avenue Grace Park Caloocan City
Latest configuration - slimmed down as much as it has ever been. It will be interesting to see how long I go before reinstalling the fenders and the kickstand. Odometer just rolled over to 6,000 miles in 3 years of riding.
This is a photograph from the 4th and final round of the 2017 Pat Finnerty Memorial 5KM Road League which was held in Belvedere House and Gardens, Mullingar, Co. Westmeath, Ireland on Wednesday 24th May 2017 at 20:00. This is the final round and consequently some of the decisions around the final configuration of the category prizes are still open for resolution. The Road League is promoted and organised by Mulligar Harriers Athletic Club and sponsored by local sponsors including O'Brien's Renault dealership. This is a very well established as an annual event which takes place on every Wednesday night in the month of May. Tonight's weather was absolutely wonderful. Warm summer air filled the Belvedere area as the runners were treated to perfect summer weather. Just under 200 participants took part in the race which runs a traffic free course over a mix of road and hilly forest trail. Congratulations are due to all of the Mullingar Harriers club who put this excellent series together.
Timing and event management was provided by http://www.myrunresults.com/. Their website will contain the results to today's race.
The full set of photographs is available at: www.flickr.com/photos/peterm7/albums/72157684232399025
Can I use these photographs directly from Flickr on my social media account(s)?
Yes - of course you can! Flickr provides several ways to share this and other photographs in this Flickr set. You can share directly to: email, Facebook, Instagram, Pinterest, Twitter, Tumblr, LiveJournal, and Wordpress and Blogger blog sites. Your mobile, tablet, or desktop device will also offer you several different options for sharing this photo page on your social media outlets.
BUT..... Wait there a minute....
We take these photographs as a hobby and as a contribution to the running community in Ireland. We do not charge for our photographs. Our only "cost" is that we request that if you are using these images: (1) on social media sites such as Facebook, Tumblr, Pinterest, Twitter,LinkedIn, Google+, VK.com, Vine, Meetup, Tagged, Ask.fm,etc or (2) other websites, blogs, web multimedia, commercial/promotional material that you must provide a link back to our Flickr page to attribute us or acknowledge us as the original photographers.
This also extends to the use of these images for Facebook profile pictures. In these cases please make a separate wall or blog post with a link to our Flickr page. If you do not know how this should be done for Facebook or other social media please email us and we will be happy to help suggest how to link to us.
I want to download these pictures to my computer or device?
You can download this photographic image here directly to your computer or device. This version is the low resolution web-quality image. How to download will vary slight from device to device and from browser to browser. Have a look for a down-arrow symbol or the link to 'View/Download' all sizes. When you click on either of these you will be presented with the option to download the image. Remember just doing a right-click and "save target as" will not work on Flickr.
I want get full resolution, print-quality, copies of these photographs?
If you just need these photographs for online usage then they can be used directly once you respect their Creative Commons license and provide a link back to our Flickr set if you use them. For offline usage and printing all of the photographs posted here on this Flickr set are available free, at no cost, at full image resolution.
Please email petermooney78 AT gmail DOT com with the links to the photographs you would like to obtain a full resolution copy of. We also ask race organisers, media, etc to ask for permission before use of our images for flyers, posters, etc. We reserve the right to refuse a request.
In summary please remember when requesting photographs from us - If you are using the photographs online all we ask is for you to provide a link back to our Flickr set or Flickr pages. You will find the link above clearly outlined in the description text which accompanies this photograph. Taking these photographs and preparing them for online posting takes a significant effort and time. We are not posting photographs to Flickr for commercial reasons. If you really like what we do please spread the link around your social media, send us an email, leave a comment beside the photographs, send us a Flickr email, etc. If you are using the photographs in newspapers or magazines we ask that you mention where the original photograph came from.
I would like to contribute something for your photograph(s)?
Many people offer payment for our photographs. As stated above we do not charge for these photographs. We take these photographs as our contribution to the running community in Ireland. If you feel that the photograph(s) you request are good enough that you would consider paying for their purchase from other photographic providers or in other circumstances we would suggest that you can provide a donation to any of the great charities in Ireland who do work for Cancer Care or Cancer Research in Ireland.
Let's get a bit technical: We use Creative Commons Licensing for these photographs
We use the Creative Commons Attribution-ShareAlike License for all our photographs here in this photograph set. What does this mean in reality?
The explaination is very simple.
Attribution- anyone using our photographs gives us an appropriate credit for it. This ensures that people aren't taking our photographs and passing them off as their own. This usually just mean putting a link to our photographs somewhere on your website, blog, or Facebook where other people can see it.
ShareAlike – anyone can use these photographs, and make changes if they like, or incorporate them into a bigger project, but they must make those changes available back to the community under the same terms.
Above all what Creative Commons aims to do is to encourage creative sharing. See some examples of Creative Commons photographs on Flickr: www.flickr.com/creativecommons/
I ran in the race - but my photograph doesn't appear here in your Flickr set! What gives?
As mentioned above we take these photographs as a hobby and as a voluntary contribution to the running community in Ireland. Very often we have actually ran in the same race and then switched to photographer mode after we finished the race. Consequently, we feel that we have no obligations to capture a photograph of every participant in the race. However, we do try our very best to capture as many participants as possible. But this is sometimes not possible for a variety of reasons:
►You were hidden behind another participant as you passed our camera
►Weather or lighting conditions meant that we had some photographs with blurry content which we did not upload to our Flickr set
►There were too many people - some races attract thousands of participants and as amateur photographs we cannot hope to capture photographs of everyone
►We simply missed you - sorry about that - we did our best!
You can email us petermooney78 AT gmail DOT com to enquire if we have a photograph of you which didn't make the final Flickr selection for the race. But we cannot promise that there will be photograph there. As alternatives we advise you to contact the race organisers to enquire if there were (1) other photographs taking photographs at the race event or if (2) there were professional commercial sports photographers taking photographs which might have some photographs of you available for purchase. You might find some links for further information above.
Don't like your photograph here?
That's OK! We understand!
If, for any reason, you are not happy or comfortable with your picture appearing here in this photoset on Flickr then please email us at petermooney78 AT gmail DOT com and we will remove it as soon as possible. We give careful consideration to each photograph before uploading.
I want to tell people about these great photographs!
Great! Thank you! The best link to spread the word around is probably http://www.flickr.com/peterm7/sets
The digital superzoom Panasonic DMC-FZ1000 offers myriad of ways to configure its five Fn buttons spread across its body and rivals sophisticated dSLR's in that department, even outclassing many entry-levels reflex cameras. Unfortunately only the red video button cannot be re-programmed.
I programmed the Fn buttons as indicated on the image for quick and convenient access to my most often-used settings without having to delve deeply into menus.
The only Fn button I haven't modified from its original function is Fn3 which brings up the QMenu (for Quick Menu as shown on the LCD) and which serves a chosen set of configurable settings (I picked those to my personal taste). The QMenu is somewhat of a blend between a dedicated button (there are a few of those too) and the full menu lists.
By default Fn2 brings up the WiFi functions but since I rarely use that it was configured to toggle the Silent mode on and off which also forces the camera to use the silent electronic shutter when turned ON (instead of the noisier mechanical shutter) even when the camera is otherwise set to use only the mechanical shutter (and the flash won't fire either when Silent mode is ON).
Actually all Fn buttons summon a mini toggle menu to enable their chosen modes so you may still need to use the navigation keypad to confirm the selection although in most cases repeated presses of the Fn button automatically toggle among the modes assigned to its function.
Once your fingers get trained to the Fn button positions you can keep your eye(s) on the scene while adjusting the settings.
Sofa series by Norwalk Furniture available with 4 arm choices, number of seat/back cushions, 4 base designs, and sofa/sectional configurations
I was just messing around on the MG 3 Configurator earlier and thought I'd post this pic up on here as it's an interesting combination. Do an MG configuration and post it here. There are millions of options!
New configuration, new category and new factory. "She takes after Auntie Giulia !"
1972 - 1984
1.186 cc
4 Cylinder Boxer
63 cv @ 6.000 rpm
83 Nm @ 3.500 rpm
Vmax : 152 km/h
920 kg
900.925 ex. (Alfasud)
Museo Storico Alfa-Romeo
Viale Alfa-Romeo
Arese
Italy - Italia
November 2018
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)
New configuration, new category and new factory. "She takes after Auntie Giulia !"
1972 - 1984
1.186 cc
4 Cylinder Boxer
63 cv @ 6.000 rpm
83 Nm @ 3.500 rpm
Vmax : 152 km/h
920 kg
900.925 ex. (Alfasud)
Museo Storico Alfa-Romeo
Viale Alfa-Romeo
Arese
Italy - Italia
November 2018
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/)
The Windows Boot configuration Data (BCD) store file contains some invalid information. WINDOWS 7
Answer from Google Gemini AI..
What does this mean on a failed reboot.... The Windows Boot configuration Data (BCD) store file contains some invalid information. WINDOWS 7
That message indicates that your computer's Boot Configuration Data (BCD) file has become corrupted or contains errors. The BCD is a critical file that tells your computer how and where to boot the Windows operating system. When it's invalid, the system can't find the necessary files to start Windows, leading to a failed reboot.
What is the BCD?
The BCD is a file that holds important boot-related information. Think of it as a map for your computer's startup process. . It tells the computer things like:
Which hard drive and partition to boot from.
The location of the Windows operating system files.
The boot menu options (if you have more than one operating system installed).
When the BCD file is "invalid," it means the map is unreadable or has wrong directions, so your computer gets lost during the boot process.
Why does the BCD get corrupted?
Several things can cause the BCD to become invalid:
Sudden power loss during a system update or file write operation.
Improper shutdown of the computer.
Hard drive failures or bad sectors.
Malware or virus attacks that target system files.
Installing a new operating system in a way that overwrites or corrupts the existing boot data.
How to Fix the Problem
The most common way to fix an invalid BCD is by using the Windows 7 installation or repair disc. Here's the general process:
Boot from the installation media. You may need to change the boot order in your computer's BIOS.
Choose "Repair your computer" from the installation screen.
Navigate to the System Recovery Options and select "Command Prompt."
In the Command Prompt, you can use specific commands to rebuild the BCD. The most common commands are:
bootrec /fixmbr
bootrec /fixboot
bootrec /rebuildbcd
These commands will scan your system for a Windows installation and rebuild the BCD file with the correct information, effectively creating a new, valid "map" for your computer to follow.
I just did a power reset....
When you perform a power reset, also known as a hard reset or power cycle, you're essentially clearing all temporary data from your computer's memory (RAM) and some peripheral devices. This is different from a simple restart or shutdown because it physically drains all power from the system, forcing it to reload everything from scratch.
How a Power Reset Works
A power reset involves three main steps:
Shut down the computer.
Unplug all power sources. This includes the AC power cord for desktops and the battery and AC adapter for laptops.
Hold down the power button for 15-30 seconds. This drains any remaining electrical charge from the capacitors on the motherboard and other components. .
Why do a Power Reset?
A power reset can fix various issues by clearing temporary glitches or corrupted data that a regular restart can't fix. It's often used when:
Your computer is frozen or unresponsive and a normal shutdown isn't possible.
Peripherals like USB devices, monitors, or keyboards are not working correctly.
The computer turns on but doesn't show anything on the screen (a "no POST" situation).
You are experiencing boot-related issues, as it can sometimes resolve minor conflicts that prevent the system from starting properly.
When NOT to do a Power Reset
While a power reset is a powerful troubleshooting tool, it's not a solution for every problem. It's not the same as a factory reset, which wipes your hard drive.
A power reset won't erase your files, but it also won't resolve software-level issues, such as corrupted drivers or a failing operating system. For those problems, you'd need to use software-based solutions like system restores or reinstallation.
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07/10/25 Now the ebm died a few times powered off, and reset. Jiggled the SCSI plug, pulled the power cord off and performed a few reboots of the scanner.
All power to devices off overnight...
Made crunching noises a few times
Check SCSI PolarLight Shortcut not find a SCSI board!!!...... But SF Launcer does.... BUT no Adapter found when scan launched...
Finally got Holder recognised and doing a scan on the Neg holder, but SilveFast thought it was the slide holder.
went ahead to scan and the ebm crashed...
Restart with the large RED button failed!
The scanner is sitting, waiting with the amber light blinking.
Power on and bloody scanner crunching the holder again.
The ebm is DEAD ..
So go and have breakfast............................
I unplugged it, and it then booted up. Windows started!
BUT scanner won't load holder crunchers..... I gently forced the holder till it caught, and did a Scan of the Neg Holder with SilverFast, thinking it was a 4 slide Holder!
Then ran Overview gain with crunching noises... still only sees a "Slide Holder" and crunchers.... restart scanner. SF sill has the eject holder command and eject just crunches....
Doing a scan just crunches the gears of the holder. With thumb-holding the holder it shut up!
Overview is noisy... 'scanner not Ready"
Crounching of gears continues with the holder removed!!!!
Rebooted the scanner and the silent overview failed. won't even start. Overview command is visible..
11th Oct 2025
After a day's rest, restarted the ebm and Scanner OK
While scanning slides, the ebm crashed. I rebooted & It had recognised the slide holder, but would not scan a slide, just showed the empty slide space....and then I put the negative holder in and it loaded the B&W neg settings 12>8 Bit Greyscale!!
now scanned a few from Roll61.....
UBC Modern Buildings & Landscapes walking tour
Sculpture, Configuration (1960) by Gerhard Class.
Located on the exterior wall of the Buchanan Building entrance, this sculpture was the winner of a Canada Council contest in 1958. It was a bequest to UBC. The patina on the surface is the result of weathering. It is made of welded and soldered sheet copper.
In September 2013, Gerry McGeough, the University of BC's architect, conducted our walking tour of the UBC Campus, showing number of restored and rehabilitated modern (international style) buildings and landscapes including the former faculty club. Gerry focused on the cultural landscape approach to heritage conservation that the university has taken.
There are many excellent examples on the tour of how the university has carried out successful seismic upgrading while preserving the heritage of the buildings.
KLM Boeing 747-200B was delivered to KLM in 1978. It operated in a "combi" configuration, a combination of passenger and cargo configuration. It was modified to a -300 "stretched upper deck".
For two-day tour: Acorn Boxy Rando bag (bike tools, clothing, toiletries, and snacks) and Carradice Nelson Longflap saddlebag (sleeping bag, pad, and jacket). I'm not thrilled with the saddlebag impinging on both the rear brake cable and the taillight mount on the seatstay.
Canopy / Cockpit Configuration Preview (Iteration 5, Included VTOL Inlet Doors and Inlet Ducts) of an entirely new type of aircraft, no info is on the net yet and won't be for a while. RANGER - 2 Passenger VTOL Hypersonic Plane
www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
Vertical take off and landing - High Supersonic into Hypersonic Realm. Economy cruise above Mach 4, and can accelerate to beyond Mach 8. Non VTOL, could reach LEO. With a range of 5,000+ nm (8,000-10,000nm non vtol). Fuel H2, reducing fuel weight 95%.
Length, 35ft (10.67m), span 18ft (6m).
Propulsion, 2 Unified Turbine Based Combined Cycle. 2 Unified thrust producing gas turbine generators that provide the power for the central lifting fan (electric, not shaft driven) and the rear VTOL.
Estimated market price, $25-$30 million in production. New York to Dubai in an hour.
All based on my own technology advances in Hypersonics which make Lockheed and Boeing look ancient.
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glide breaker, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
This is a photograph from a set of photographs taken at the St. Coca's AC 5KM Road Race 2017 which was held in Kilcock, Co. Kildare, Ireland at 20:00 on Friday 30th June 2017. This superb road race is now firmly established again as one of the fastest and best organised road races of its kind in Leinster. The race follows a left handed course around a well known local walking route around Laragh and in the closing kilometer runs parallel to the Royal Canal into the finish at the railway station in the town having started at the primary school close to the St. Coca's running track. In fact for several hundred meters after the 4KM marker towards the finish the course runs parallel with the railway, canal and the R148 between Kilcock and Maynooth. This geographic feature is one of only a small number towns with this parallel configuration in all of Europe.
The members of St. Coca's AC and the many volunteers from the local community must be given great praise for organising another fantastic night of racing for runners, joggers, and walkers. The 5KM course is very flat with the exception of short incline up a motorway overpass and makes its way along narrow country lanes sheltered on either side by hedgerows. These roads offer a great contrast from the urban population of Kilcock which has grown as a satellite town of the greater Dublin area. The nice summer evening made for an enjoyable night for everyone with a large crowd gathering at the finish to cheer on participants. Refreshments and prize awards were held in the Gaelscoil near to both the race start and close to the St. Coca's running track. Running clubs and groups from all over Leinster and beyond were represented in the race tonight.
Electronic timing and event management was provided by Irish company MyRunResults.com (Website: www.myrunresults.com/)
This photograph is part of a larger set of photographs from the St. Coca's AC 5KM Road Race 2017 which can be found in the following Flickr Photoset: www.flickr.com/photos/peterm7/albums/72157682901644263
GPS Trace of the 5KM Course (the route of the course has not changed in a few years) connect.garmin.com/activity/194011978
Photographs from previous St. Coca's AC 5KM Road Races on our Flickr photostream:
Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2016: www.flickr.com/photos/peterm7/albums/72157670088473266
Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2015: www.flickr.com/photos/peterm7/sets/72157655117810205
Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2014: www.flickr.com/photos/peterm7/sets/72157645423471903
Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2013: www.flickr.com/photos/peterm7/sets/72157634382263872
Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2012: www.flickr.com/photos/peterm7/sets/72157630347296616
Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2011: www.flickr.com/photos/peterm7/sets/72157627042558602
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Can I use these photographs directly from Flickr on my social media account(s)?
Yes - of course you can! Flickr provides several ways to share this and other photographs in this Flickr set. You can share directly to: email, Facebook, Instagram, Pinterest, Twitter, Tumblr, LiveJournal, and Wordpress and Blogger blog sites. Your mobile, tablet, or desktop device will also offer you several different options for sharing this photo page on your social media outlets.
BUT..... Wait there a minute....
We take these photographs as a hobby and as a contribution to the running community in Ireland. We do not charge for our photographs. Our only "cost" is that we request that if you are using these images: (1) on social media sites such as Facebook, Tumblr, Pinterest, Twitter,LinkedIn, Google+, VK.com, Vine, Meetup, Tagged, Ask.fm,etc or (2) other websites, blogs, web multimedia, commercial/promotional material that you must provide a link back to our Flickr page to attribute us or acknowledge us as the original photographers.
This also extends to the use of these images for Facebook profile pictures. In these cases please make a separate wall or blog post with a link to our Flickr page. If you do not know how this should be done for Facebook or other social media please email us and we will be happy to help suggest how to link to us.
I want to download these pictures to my computer or device?
You can download this photographic image here directly to your computer or device. This version is the low resolution web-quality image. How to download will vary slight from device to device and from browser to browser. Have a look for a down-arrow symbol or the link to 'View/Download' all sizes. When you click on either of these you will be presented with the option to download the image. Remember just doing a right-click and "save target as" will not work on Flickr.
I want get full resolution, print-quality, copies of these photographs?
If you just need these photographs for online usage then they can be used directly once you respect their Creative Commons license and provide a link back to our Flickr set if you use them. For offline usage and printing all of the photographs posted here on this Flickr set are available free, at no cost, at full image resolution.
Please email petermooney78 AT gmail DOT com with the links to the photographs you would like to obtain a full resolution copy of. We also ask race organisers, media, etc to ask for permission before use of our images for flyers, posters, etc. We reserve the right to refuse a request.
In summary please remember when requesting photographs from us - If you are using the photographs online all we ask is for you to provide a link back to our Flickr set or Flickr pages. You will find the link above clearly outlined in the description text which accompanies this photograph. Taking these photographs and preparing them for online posting takes a significant effort and time. We are not posting photographs to Flickr for commercial reasons. If you really like what we do please spread the link around your social media, send us an email, leave a comment beside the photographs, send us a Flickr email, etc. If you are using the photographs in newspapers or magazines we ask that you mention where the original photograph came from.
I would like to contribute something for your photograph(s)?
Many people offer payment for our photographs. As stated above we do not charge for these photographs. We take these photographs as our contribution to the running community in Ireland. If you feel that the photograph(s) you request are good enough that you would consider paying for their purchase from other photographic providers or in other circumstances we would suggest that you can provide a donation to any of the great charities in Ireland who do work for Cancer Care or Cancer Research in Ireland.
Let's get a bit technical: We use Creative Commons Licensing for these photographs
We use the Creative Commons Attribution-ShareAlike License for all our photographs here in this photograph set. What does this mean in reality?
The explaination is very simple.
Attribution- anyone using our photographs gives us an appropriate credit for it. This ensures that people aren't taking our photographs and passing them off as their own. This usually just mean putting a link to our photographs somewhere on your website, blog, or Facebook where other people can see it.
ShareAlike – anyone can use these photographs, and make changes if they like, or incorporate them into a bigger project, but they must make those changes available back to the community under the same terms.
Above all what Creative Commons aims to do is to encourage creative sharing. See some examples of Creative Commons photographs on Flickr: www.flickr.com/creativecommons/
I ran in the race - but my photograph doesn't appear here in your Flickr set! What gives?
As mentioned above we take these photographs as a hobby and as a voluntary contribution to the running community in Ireland. Very often we have actually ran in the same race and then switched to photographer mode after we finished the race. Consequently, we feel that we have no obligations to capture a photograph of every participant in the race. However, we do try our very best to capture as many participants as possible. But this is sometimes not possible for a variety of reasons:
►You were hidden behind another participant as you passed our camera
►Weather or lighting conditions meant that we had some photographs with blurry content which we did not upload to our Flickr set
►There were too many people - some races attract thousands of participants and as amateur photographs we cannot hope to capture photographs of everyone
►We simply missed you - sorry about that - we did our best!
You can email us petermooney78 AT gmail DOT com to enquire if we have a photograph of you which didn't make the final Flickr selection for the race. But we cannot promise that there will be photograph there. As alternatives we advise you to contact the race organisers to enquire if there were (1) other photographs taking photographs at the race event or if (2) there were professional commercial sports photographers taking photographs which might have some photographs of you available for purchase. You might find some links for further information above.
Don't like your photograph here?
That's OK! We understand!
If, for any reason, you are not happy or comfortable with your picture appearing here in this photoset on Flickr then please email us at petermooney78 AT gmail DOT com and we will remove it as soon as possible. We give careful consideration to each photograph before uploading.
I want to tell people about these great photographs!
Great! Thank you! The best link to spread the word around is probably http://www.flickr.com/peterm7/sets
[This Clarksville, Virginia commercial buildings set has 13 images.] This is a creative commons image, which you may freely use by linking to this page. Please respect the photographer and his work.
The building was built between 1902-1907. It has had a varied history, serving as the former home for (1) Sam’s Furniture and Funeral Home, (2) Webster Yancey’s Furniture and Funeral Home, (3) Howerton’s Meat Market, (4) Hartie Jones Grocery, (5) Westerby Book Store. It was unoccupied at the time of this photograph. It’s a 2-story 3-bay front gable frame structure with bracketed cornice and a matching storefront cornice. It has a recessed entry. A louvered vent is in the front pediment. It’s possible that the storefront windows retain the original 4-light configuration. VDHR ID: 192-0121-0012. This structure was added June 6, 2002 to the National Register of Historic Places as part of Clarksville Historic District, reference ID #02000625
Major source: Two Mecklenburg Towns—Boydton and Clarksville, ed. by John G. Zimmer, published by Virginia Department of Historic Resources in cooperation with the Southside Planning District Commission, Richmond 2003
This work is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 Unported License
Today's activities included a three round bout against this wireless access point, which has been stubbornly refusing to work for me for a couple of weeks. Today I aimed to resolve it.
It's an older one rescued from a decomissioned system which means the static IP address was unknown. Not a problem though, as you can reset it and it defaults to a specific IP address, except it didn't!
Finally, after a very wide ARP scan on a huge subnet I found it lurking now in the 192.168 range but all the way on 10.0.0.1! The firmware was corrupt, and it seems in that instance it rather unhelpfully jumps to this address and awaits further instruction. It would have been nice if that was documented!
Blessedly with the firmware updated and a spot of configuration is functioned as expected and is now up and running. :)
Ballet dancers are pretty.
I took a bunch of pictures of ballet dancers at the Elmwood Avenue Festival of the Arts.
Kenworth offers a new clear back-of-cab, DEF tank configuration option for the Kenworth T880 and the Kenworth T680. This option is designed to maximize fuel capacity by removing the DEF tank from the frame rail and mounting it above the fuel tank and under the cab.
I had collected sufficient anecdotal evidence that people approved of the new furniture configuration and that, as needed, they were making minor alterations as needed.
Thus I set my sights on the peripheral environment. I had been wanting to organize formally the organized chaos that was the random stacks of books on the shelves and the assorted posters on the common room walls. I was spurred to do this because the complaint that I had made about the common room's incoherent conditions on a postgraduate feedback form had been heard in fact by the administrators. When a staff member called me, I knew something could at length be done.
The problem with all the books on the shelves and the posters on the walls is that people have developed unspoken rules for why they are placed there; yet the consequences of their placement without regulation are obvious: while people can browse other people's refuse and find treasure in a pile of books that otherwise would be thrown out, this purpose is not explicitly stated: this tradition is passed on by word of mouth or by guesswork. In addition, since no other rules govern these piles, they grow to such heights that browsing the stacks become tedious: indeed, there comes a point at which a pile of loose books and articles grows to an unmanageable, unsearchable multitude. Looking at some of these items, dated from, even, a decade ago, their relevance has passed. They should no longer exist and should be thrown out. Unfortunately such a rule has not existed for their passing, yet.
This is where I, with the help of the research office, step in. I toured the premises with the administrator, pointing out this unbridled growth and concluding that the more these piles are able to grow unchecked, the less effective these piles become to users. She nodded and for the most part agreed with my assessment. She will follow up by asking the administration to perhaps develop rules for the timely disposal (and replenshiment) of the refuse literature. If possible, per my friend's suggestion, the next cycle of refuse books can be positioned upright for easier browsing by users.
While I was in a cleaning mood, I also asked the administrator to help me to clean up my office in 102 Hui Oi Chow. Like elsewhere in the building and on campus, this office serves an ancillary purpose in being a storage room for university, faculty, department and individual refuse. I pointed out to the administrator individuals' junk and university junk accumulating on shelves, by walls and in corners. The administrator promised to remove the excess equipment and furniture. I would do my part to clean up by asking people in the office to claim their excess belongings lest they be thrown out.
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
The original configuration of NBC's 4th floor "EJ" (Electronic Journalism) had this console along the hallway leading from the studio elevators to the West building. The view is into the playback area towards a group of 3/4-inch U-Matic machines; BVU-200's that are yet to be operational at this point (no control panels are installed yet). At the time of this photo, the space was being used as a background for a video shoot. In the background can be seen an RCA TK-46P on a portable pedestal and lighting units are in place around the equipment.
The man seated at left has been identified as Don Oricco. The woman in the center is unidentified. The man at the right is believed to be Jay Fine.
The area was years later remodeled for playback only when Beta SP VTR's were introduced in the 80's (see "NBC1EJPBEast.JPG" through "NBC4EJPBEast.JPG"). The front console was removed and additional VTR's were placed in the racks at the right from behind, making what was the back of each rack into the front. In place of the console was a desk facing the hallway with Beta VTR's on it to allow producers to screen taped material.
Since 6/04, playback has moved to new video server rooms located in DPS on the 5th floor.
This space was demolished in 6/07 and is now used by NBC News as MSNBC office space.
Layout configuration for
the full Factory Acceptance
Testing of ISEPS of
SPIDER at OCEM Energy
Technology premisesPadova
site (Consorzio RFX
premises)
This is a new configuration, officially launched at Tieman in early April 2014. It can be used in place of the standard 19m units.
This prototype has been purchased for evaluation and testing of the concept.
The capacity is approximately 4,000L greater than the current 19m standard unit used on metro fuel tasks.
The unit can be used on the same routes as the current 19m units.
The combination has similar swept path as 19m units.
October 8, 2015
The Launch Configuration EMI test places the satellite into launch configuration and measures the electromagnetic emissions and subjects expected electromagnetic radiation that JPSS-1 would expect to see at the Vandenberg launch site. It verifies that JPSS-1 emissions will not impact the Delta II launch vehicle when they are mated and that the Delta II, Range radars, and other noise sources at the range don’t negatively impact JPSS operation.
Credit: Ball Aerospace and Technologies
Cylinders: flat-6 (boxer-configuration)
Displacement: 2341 cc
Bore x stroke: 84 x 70.4 mm
Rated output: 140 PS @ 5600 rpm (carburetored, except the USA where the new BOSCH K-Jetronic CIS (continuous fuel injection system) was used, according to stricter environmental laws)
Max. torque: 197 Nm @ 4000 rpm
Top speed: 205 km/h
0-100 km/h: under 10 s
Empty weight: 1077 kg
Cooling system: Air cooled with fan
© www.carfolio.com/specifications/models/car/?car=26521
The “F-Series” (F-model) are widely seen as the genuine models (master pattern) of all 911-types in summing up of the series from MY 1968 (introduced in the middle of 1967) “A-series” to MY 1973 (discontinued in the middle of 1973).
The identifying of an early successor, an European G-model MY 1974, could lead to the following mystic question: Why are impact bumpers fitted to some early “G-series” models only?
The new 911 G-Series was introduced in 1973. The US-Versions were all equipped with this new bumpers to conform with low speed protection requirements of US law from the very beginning. The integration of the new shock absorbing bumpers as standard of the European versions followed only one year later. In Germany the “G-Series” models since 1974 are called “Blasebalg”-models (German for “bellows”).
KlassikSTADT Frankfurt
Pyritz Classics
14 February 2014
MV-22B VMM-265,MCAS Futenma
,7 Sep.2014 Yokota Friendshipday,JAPAN
,Nikon D7100
,AF-S Nikkor ED17-55mmF2.8G
VIP configuration / Business Jet.
First flown with the Boeing test registration N6038E, this aircraft was delivered to Wells Fargo Bank Northwest (as Trustee) and leased Corporate operator Middle East Jet as N767KS in Oct-96. It was returned to the lessor and leased to Jet Stream Aviation in Oct-11. It was returned to the lessor and leased to Elan Express in Aug-18. The aircraft was re-registered N767CJ in Apr-19 and repainted in a stylised grey livery with 'Air Drake' titles on the engines. Since May-19 Elan have operated the aircraft on behalf of Canadian Rapper 'Drake'. Current, updated (Oct-20).
Note: From his Bio, Aubrey Drake Graham (just known as 'Drake') is a Canadian rapper, singer, songwriter, record producer, actor, and entrepreneur. A prominent figure in popular music, Drake is credited for popularizing the Toronto sound!!
Cylinders: flat-6 (boxer-configuration)
Displacement: 2341 cc
Bore x stroke: 84 x 70.4 mm
Rated output: 140 PS @ 5600 rpm (carburetored, except the USA where the new BOSCH K-Jetronic CIS (continuous fuel injection system) was used, according to stricter environmental laws)
Max. torque: 197 Nm @ 4000 rpm
Top speed: 205 km/h
0-100 km/h: under 10 s
Empty weight: 1077 kg
Cooling system: Air cooled with fan
© www.carfolio.com/specifications/models/car/?car=26521
The “F-Series” (F-model) are widely seen as the genuine models (master pattern) of all 911-types in summing up of the series from MY 1968 (introduced in the middle of 1967) “A-series” to MY 1973 (discontinued in the middle of 1973).
The identifying of an early successor, an European G-model MY 1974, could lead to the following mystic question: Why are impact bumpers fitted to some early “G-series” models only?
The new 911 G-Series was introduced in 1973. The US-Versions were all equipped with this new bumpers to conform with low speed protection requirements of US law from the very beginning. The integration of the new shock absorbing bumpers as standard of the European versions followed only one year later. In Germany the “G-Series” models since 1974 are called “Blasebalg”-models (German for “bellows”).
KlassikSTADT Frankfurt
Pyritz Classics
14 February 2014