97 East 2nd Avenue, Vancouver, BC.

The building was renovated to the present configuration in 2013.

Statement of Significance:

Description of Historic Place:

Located at the corner of East 2nd Avenue and Quebec Street, the Opsal Steel Building is an important, surviving and excellent example of early twentieth century industrial architecture. It is a legacy of the industrial history of the southeast False Creek area.

Heritage Value:

The heritage value of the Opsal Steel Building lies in its contextual and architectural value.

The building was designed by architect T. H. Bamforth and built by Dominion Construction in 1918. It has long been known as the Opsal Steel Company ""OSCO"" and its distinctive Art Moderne addition was added in the early 1940’s.

The building is a landmark at the corner of East 2nd and Quebec and is a very visible reminder of the area’s - and the city’s - industrial past. There is a brick manufacturing building directly across the street to the south, a vacant lot diagonally opposite, a low-rise industrial building opposite to the east and the large concrete structure of Mario’s gelato factory across the lane. Its long linear profile to East 2nd Avenue is an important part of its contextual value.

The building is composed of a pair of long gable-roofed ranges parallel to East 2nd Avenue, made up of heavy-timber frame, two-storey high bays. A low roof element connects the two ranges mid-site. A series of rooftop light monitors are found on the northern lane-fronting range. Originally clad in board and batten siding, the building has for some time been clad with horizontal wood siding, painted a box-car red. Multi-paned sliding windows are found at regular bay spaces along the facade. An important part of the southern facade is the painted sign ""Opsal Steel Limited - OSCO - Logging Equipment"". The part of the building at the corner of Quebec and East 2nd is a stucco-clad Art Moderne section, housing administrative offices; it has horizontal banded windows and until recently had a sign ""Opsal Steel Ltd."" in Moderne era metal letters.

The exterior of the building is largely original, although there have been some changes over time. The building has suffered a considerable amount of deterioration over the past decade, with major decay in the lower sections of the wooden siding, windows and the roof. Inside the building are a number of interesting artifacts related to the casting and manufacturer of steel equipment for the logging industry, including a gantry crane and wooden casting moulds.

Source: City of Vancouver Heritage Conservation Program

Character-Defining Elements:

Key elements that define the heritage character of the Opsal Steel Building include its:

- location in the southeast False Creek industrial area

- landmark visibility at the corner of West 2nd Avenue and Quebec Streets

- facade, comprised of long low horizontal frontage along West 2nd Avenue

- two parallel ranges of low-pitch gabled roofs

- regular pattern of rooftop monitors on northern range of building

- repetitive pattern of window openings

- simple wood-frame multi-paned sliding windows

- Art Moderne streamlined addition

- large open interior volume in two parts

- exposed timber frame and trusses

- gantry cranes

Canada's Historic Places

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/)

Arial view of PUREX tunnels at Hanford, covered in 8 ft of dirt (photo courtesy CHPRC)

So my ThinkTankPhoto Retrospective 30 arrived earlier today and I figured I'd try out some different packing configurations with it. This config could possibly work quite well as my general, all-purpose layout. I'm pretty lazy sometimes when it comes to swapping lenses so with this config I'm covered from 24-260mm (w/a small gap between 70-91mm) w/out having to swap. For low light I stash a 35mm in one of the front pockets.

I opted to expose the velcro on the same side as the 35mm just as an additional safety measure to prevent the lens from accidentally tumbling out. Not that I think it will (those front pockets are pretty deep) but just in case.

The bag comes with a raincover that was originally clipped into the front pocket that the 35mm is in. I moved the cover into the back interior pocket since I don't think I'll use that pocket for anything. Upon wearing the bag I discovered that this arrangement actually worked really well because the raincover functions as additional padding for the rear of the bag so that your gear isn't digging right into your body, especially w/a heavy load.

My previous desktop configuration. Inspired by other users I can't recall.

The background image was found in google but I can no longer find.

Motorcycle: Three Wheel semi-enclosed

Configuration: Single Passenger Cyclecar

Body: Non-structural Fairing and Canopy

Body material FRP Composite

Canopy Blow formed Cast Acrylic Lucite

Chassis: Steel box

Chassis type Lateral Pivot Ladder

Suspension: UniShock

Shock type: MC type Hydraulic/coil spring

Steering: Handlebar w/ linked tie rod

Overall Length: 93"

Overall Width: 46"

Overall Height: 52"

Empty weight: 215

With batteries: 385

Payload: 215

GVLW: 600

Weight dist: 60f/40r

Turning circle: 20 ft dia.

Aerodynamic drag : Est .35 (CD)

Watt/hours per mile: Est 50

Max range: Est 30 miles at 30 mph.

Max speed: Est 50 mph.

Gear ratio: 6/1

Power to weight: 1/40 (hp/lbs)

Specified components

Motor: Advanced DC series wound 140-01-4005

Horsepower: Cont/BHP: 3hp/17bhp

Controller: Alltrax CT1937

Charger(s) Soneil 48v

Instrumentation: Battery Charge Meter, Speedometer

Wheels: 16" Aluminum Mag type

Tires: 2.25 x 20

Brakes: Drum type-hand operated

Accelerator: Thumb operated potentiometer

Batteries: Four M34 AGM Blue Top lead acid

Battery Box 20" long x 14" wide x 9" tall

Lighting

Head lights: Halogen 45w

Turn signals Halogen 25w

Brake light Inc. bulb

Tail light Inc. bulb

Horn MC type

Freight Specs. 320 lbs 44"w x 56"h x 93"l (boxed pallet) class 150

www.blueskydsn.com/BugE_Concept.html

@San Diego International Auto Show (2007)

Configuration de la salle de bains avant l'installation d'une douche accessible Confort.

INSTRUCTIONS AVAILABLE FOR P558 SUPERDUTY - MULTIPLE CONFIGURATIONS

On September 24, 2015, Ford unveiled the 2017 Ford Super Duty line at the 2015 State Fair of Texas. he frame is made from 95% high strength steel and the body (like the contemporary F-150) is made from 6000 series aluminum alloy. For the first time since 1999, both the Super Duty and F-150 lines are constructed using the same cab.

For 2017 production, the Super Duty line shares its powertrain lineup with its 2016 predecessor: a 6.2L gasoline V8, 6.8L V10 (F-450 and above), with a 6.7L diesel V8 available in all versions. The 6.2L gasoline V8 engine remains at 385 hp but torque rises from 405 lb-ft to 430 lb-ft. Additionally, the gasoline V8 produces its max torque at over 700 rpm less than the previous 405 lb-ft engine. The 6.7L diesel engine also remains at the same 440 hp (323 kW) but torque increases from 860 lb-ft upwards to 925 lb-ft.

The 2020 Super Duty debuted at the 2019 Chicago Auto Show. It features a revised grille and tailgate design, new wheel options, and higher-quality interior materials for the Limited trim. A new 7.3-liter gasoline engine is available. Nicknamed "Godzilla", it makes 430 horsepower and 475 lb-ft of torque.

Cab configurations continue to be 2-Door Regular Cab, 4-Door Super Cab, and 4-Door Super Crew Cab, with Short Box (6' 9") and Long Box (8') bed lengths. The truck will be available in F-250, F-350, and F-450 pickup truck models, and F-350, F-450, and F-550 chassis cab models. All will be available in both 4X2 and 4X4 configurations. The F-350 will be the only model available in either Single Rear Wheel (SRW) or Dual Rear Wheel (DRW) configurations, the F-450 and F-550 will only be available in a Dual Rear Wheel (DRW) configuration, and the F-250 will only be available in a Single Rear Wheel configuration.

Helical configuration (of minds...) -a perspective

Standard configuration with Storage Module and Standard Indicators.

The wheels are a tough, lightweight material especially suited to gravel or rocky surface conditions. They are also impervious to puncturing and provide excellent traction on loose surfaces. Traditional steel belted radials (not shown here) and mission specific alternatives are also available in a range of capabilities to suit a variety of offworld environments.

Image of typical testing configuration of basic electrical raceway configurations wrapped in hemyc 1hr rating fire barrier. (April 2005)

Visit the Nuclear Regulatory Commission's website at www.nrc.gov/.

To comment on this photo go to public-blog.nrc-gateway.gov/2012/04/01/nrc-moves-its-publ....

This configuration was manufactured between 1919 and 1924.

The following link takes you to my set with more photos of this camera and photos that I took with it:

www.flickr.com/photos/60348236@N07/sets/72157631861621266/

I'm trying to maximize open desktop space, so I placed the machinery in an arc across the corner surface which is very deep.

Classification: Airconditioned Bus

Seating Configuration: 2x2

Seating Capacity: 45 Passengers

Model: UD Front Engine Aero Queen

Manufacturer: CMC(Columbian Motors Corporation)

Re Manufacturer: VTI-TEBBAP

Body: Hyundai 2k Front engine

Engine: NIssan PE6T

Chassis: CV46V

Suspension: Leaf Spring Suspension

(Note: Specification are subjected for verification and may be changed without prior notice.)

Facilities

Configuration #1

en.wikipedia.org/wiki/English_Electric_Lightning

en.wikipedia.org/wiki/Yorkshire_Air_Museum#Collection

The English Electric Lightning is a British fighter aircraft that served as an interceptor during the 1960s, the 1970s and into the late 1980s. It was capable of a top speed of above Mach 2. The Lightning was designed, developed, and manufactured by English Electric. After EE merged with other aircraft manufacturers to form British Aircraft Corporation it was marketed as the BAC Lightning. It was operated by the Royal Air Force (RAF), the Kuwait Air Force (KAF), and the Royal Saudi Air Force (RSAF).

A unique feature of the Lightning's design is the vertical, staggered configuration of its two Rolls-Royce Avon turbojet engines within the fuselage. The Lightning was designed and developed as an interceptor to defend the airfields of the British "V bomber" strategic nuclear force from attack by anticipated future nuclear-armed supersonic Soviet bombers such as what emerged as the Tupolev Tu-22 "Blinder", but it was subsequently also required to intercept other bomber aircraft such as the Tupolev Tu-16 ("Badger") and the Tupolev Tu-95 ("Bear").

The Lightning has exceptional rate of climb, ceiling, and speed; pilots have described flying it as "being saddled to a skyrocket".[1] This performance and the initially limited fuel supply meant that its missions are dictated to a high degree by its limited range. Later developments provided greater range and speed along with aerial reconnaissance and ground-attack capability. Overwing fuel tank fittings were installed in the F6 variant and gave an extended range, but limited maximum speed to a reported 1,000 miles per hour (1,600 km/h).

Following retirement by the RAF on 30 April 1988,[3] many of the remaining aircraft became museum exhibits. Until 2009, three Lightnings were kept flying at "Thunder City" in Cape Town, South Africa. In September 2008, the Institution of Mechanical Engineers conferred on the Lightning its "Engineering Heritage Award" at a ceremony at BAE Systems (the successor to BAC) Warton Aerodrome.

Development

The specification for the aircraft followed the cancellation of the Air Ministry's 1942 specification E.24/43 supersonic research aircraft which had resulted in the Miles M.52 programme. Teddy Petter, formerly chief designer at Westland Aircraft, who had been taken on by English Electric in 1944 to head an office to develop aircraft rather than just make other manufacturers' designs, was a keen early proponent of Britain's need to develop a supersonic fighter aircraft. In 1947, Petter approached the Ministry of Supply (MoS) with his proposal, and in response Specification ER.103 was issued for a single research aircraft, which was to be capable of flight at Mach 1.5 (1,593 km/h; 990 mph) and 50,000 ft (15,000 m).

Petter initiated a design proposal with Frederick Page[a] leading the design and Ray Creasey responsible for the aerodynamics. By July 1948 their proposal incorporated the stacked engine configuration and a high-mounted tailplane. As it was designed for Mach 1.5, the wing leading edge was swept back 40° to keep it clear of the Mach cone. This proposal was submitted in November 1948, and in January 1949 the project was designated P.1 by English Electric.[citation needed] On 29 March 1949 the MoS granted approval to start the detailed design, develop wind tunnel models and build a full-size mockup.

The design that had developed during 1948 evolved further during 1949 to further improve performance, taking many design cues from the CAC CA-23. To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips. In late 1949, low-speed wind tunnel tests showed that a vortex was generated by the wing which caused a large downwash on the tailplane; this issue was solved by lowering the tail below the wing. Following the resignation of Petter from English Electric, Page took over as design team leader for the P.1 and the running of EE design office. In 1949, the Ministry of Supply had issued Specification F23/49, which expanded upon the scope of ER103 to include fighter-level manoeuvring. On 1 April 1950, English Electric received a contract for two flying airframes, as well as one static airframe, designated P.1.

The Royal Aircraft Establishment disagreed with Petter's choice of sweep angle (60 degrees) and tailplane position (low) considering it to be dangerous. To assess the effects of wing sweep and tailplane position on the stability and control of Petter's design Short Brothers were issued a contract by the Ministry of Supply to produce the Short SB.5 in mid-1950. This was a low-speed research aircraft that could test sweep angles from 50 to 69 degrees and high or low tailplane positions. Testing with the wings and tail set to the P.1 configuration started in January 1954 and confirmed this combination as the correct one.

Prototypes

From 1953 onward, the first three prototype aircraft were hand-built at Samlesbury Aerodrome, where all Lightnings were built. These aircraft were given the aircraft serials WG760, WG763, and WG765 (the structural test airframe). The prototypes were powered by un-reheated Armstrong Siddeley Sapphire turbojets, as the selected Rolls-Royce Avon engines had fallen behind schedule due to their own development problems. Since there was no space in the fuselage for fuel the thin wings were the fuel tanks and since they also provided space for the stowed main undercarriage the fuel capacity was relatively small, giving the prototypes an extremely limited endurance, and the narrow tyres housed in the thin wings rapidly wore out if there was any crosswind component during take-off or landing. Outwardly, the prototypes looked very much like the production series, but they were distinguished by the rounded-triangular air intake with no centre-body at the nose, short fin, and lack of operational equipment.

On 9 June 1952, it was decided that there would be a second phase of prototypes built to develop the aircraft toward achieving Mach 2.0 (2,450 km/h; 1,522 mph); these were designated P.1B while the initial three prototypes were retroactively reclassified as P.1A. P.1B was a significant improvement on P.1A. While it was similar in aerodynamics, structure and control systems, it incorporated extensive alterations to the forward fuselage, reheated Rolls-Royce Avon R24R engines, a conical centre body inlet cone, variable nozzle reheat and provision for weapons systems integrated with the ADC and AI.23 radar. Three P.1B prototypes were built, assigned serials XA847, XA853 and XA856.

In May 1954, WG760 and its support equipment were moved to RAF Boscombe Down for pre-flight ground taxi trials; on the morning of 4 August 1954, WG760, piloted by Roland Beamont, flew for the first time from Boscombe Down. One week later, WG760 officially achieved supersonic flight for the first time, having exceeded the speed of sound during its third flight. During its first flight, WG760 had unknowingly exceeded Mach 1 (1,225 km/h; 761 mph), but due to position error the Mach meter only showed a maximum of Mach 0.95 (1,164 km/h; 723 mph). The occurrence was noticed during flight data analysis a few days later. While WG760 had proven the P.1 design to be viable, it was limited to Mach 1.51 (1,850 km/h; 1,149 mph) due to directional stability limits. In May 1956, the P.1 received the "Lightning" name, which was said to have been partially selected to reflect the aircraft's supersonic capabilities.

OR.155 and project selection

In 1955, the Air Ministry learned of the Tupolev Tu-22, expected to enter service in 1962. It could cruise for relatively long periods at Mach 1.2 (1,470 km/h; 913 mph) and had a dash speed of Mach 1.5. Against a target flying at these speeds, the existing Gloster Javelin interceptors would be useless; its primary de Havilland Firestreak armament could only attack from the rear and the Tu-22 would run away from the Javelin in that approach. A faster version, the "thin-wing Javelin", would offer limited supersonic performance and make it marginally useful against the Tu-22, while a new missile, "Red Dean" would allow head-on attacks. This combination would be somewhat useful against Tu-22, but of marginal use if faster bombers were introduced. In January 1955, the Air Ministry issued Operational Requirement F.155 calling for a faster design to be armed with either an improved Firestreak known as "Blue Vesta", or an improved Red Dean known as "Red Hebe". The thin-wing Javelin was cancelled in May 1956.

In March 1957, Duncan Sandys released the 1957 Defence White Paper which outlined the changing strategic environment due to the introduction of ballistic missiles with nuclear warheads. Although missiles of the era had relatively low accuracy compared to a manned bomber, any loss of effectiveness could be addressed by the ever-increasing yield of the warhead. This suggested that there was no targeting of the UK that could not be carried out by missiles, and Sandys felt it was unlikely that the Soviets would use bombers as their primary method of attack beyond the mid-to-late 1960s.

This left only a brief period, from 1957 to some time in the 1960s, in which bombers remained a threat. Sandys felt that the imminent introduction of the Bloodhound Mk. II surface-to-air missile would offer enough protection against bombers. The Air Ministry disagreed; they pointed out that the Tu-22 would enter service before Bloodhound II, leaving the UK open to sneak attack. Sandys eventually agreed this was a problem, but pointed out that F.155 would enter service after Bloodhound, as would a further improved SAM, "Blue Envoy". F.155 was cancelled on 29 March 1957 and Blue Envoy in April.

To fill the immediate need for a supersonic interceptor, Lightning was selected for production. The aircraft was already flying, and the improved P.1B was only weeks away from its first flight. Lightnings mounting Firestreak could be operational years before Bloodhound II, and the aircraft's speed would make it a potent threat against the Tu-22 even in a tail-chase. To further improve its capability, in July 1957 the Blue Vesta program was reactivated in a slightly simplified form, allowing head-on attacks against an aircraft whose fuselage was heated through skin friction while flying supersonically. In November 1957, the missile was renamed "Red Top". This would allow Lightning to attack even faster bombers through a collision-course approach. Thus, what had originally been an aircraft without a mission beyond testing was now selected as the UK's next front-line fighter.

Further testing

On 4 April 1957 Beamont made the first flight of the P.1B XA847, exceeding Mach 1 during this flight. During the early flight trials of the P.1B speeds in excess of 1,000 mph were achieved daily. During this period the Fairey Delta 2 (FD2) held the world speed record of 1,132 miles per hour (1,822 km/h) achieved on 10 March 1956 and held till December 1957. While the P.1B was potentially faster than the FD2, it lacked the fuel capacity to provide one run in each direction at maximum speed to claim the record in accordance with international rules.

In 1958 two test pilots from the USAF Air Force Flight Test Center, Andy Anderson and Deke Slayton, were given the opportunity to familiarise themselves with the P.1B. Slayton, who was subsequently selected as one of the Mercury astronauts, commented:

The P.1 was a terrific plane, with the easy handling of the F-86 and the performance of an F-104. Its only drawback was that it had no range at all... Looking back, however, I'd have to say that the P.1 was my favourite all-time plane.

In late October 1958, the plane was officially and formally named "Lightning". The event was celebrated in traditional style in a hangar at RAE Farnborough, with the prototype XA847 having the name 'Lightning' freshly painted on the nose in front of the RAF Roundel, which almost covered it. A bottle of champagne was put beside the nose on a special smashing rig which allowed the bottle to safely be smashed against the side of the aircraft. The honor of smashing the bottle went to the Chief of the Air Staff, Sir Dermot Boyle.

On 25 November 1958 the P.1B XA847, piloted by Roland Beamont, reached Mach 2 for the first time in a British aircraft. This made it the second Western European aircraft to reach Mach 2, the first one being the French Dassault Mirage III just over a month earlier on 24 October 1958.

The Yorkshire Air Museum & Allied Air Forces Memorial is an aviation museum in Elvington, York on the site of the former RAF Elvington airfield, a Second World War RAF Bomber Command station. The museum was founded, and first opened to the public, in the mid 1980s.

The museum is one of the largest independent air museums in Britain. It is also the only Allied Air Forces Memorial in Europe. The museum is an accredited museum under Arts Council accreditation scheme. It is a Member of Friends of the Few (Battle of Britain Memorial), the Royal Aeronautical Society, the Museums Association and the Association of Independent Museums.

The Museum is a registered charity (No. 516766) dedicated to the history of aviation and was also set up as a Memorial to all allied air forces personnel, particularly those who served in the Royal Air Force during the Second World War.

Site

Further information: RAF Elvington

The 20-acre (81,000 m2) parkland site includes buildings and hangars, some of which are listed. It incorporates a 7-acre (28,000 m2) managed environment area and a DEFRA and Environment Agency supported self sustainability project called "Nature of Flight". The museum is situated next to a 10,000 ft runway, which is privately owned.

History

Whilst the Royal Air Force carried on using the runway for aircraft landing and take off training until 1992, the buildings and hangars had long been abandoned. In 1980 Rachel Semlyen approached the owners of "what was then an abandoned and derelict wartime site, with the idea of restoring the buildings and creating a museum". In 1983, a group started clearing the undergrowth and the site was ready to be unveiled as the Yorkshire Air Museum in 1986.

Events

The Museum undertakes several annual events each year within the general attraction / entertainment area as well as educational / academic events for specific audiences, plus several corporate events in association with companies such as Bentley, Porsche, banking, government agencies etc. The unique annual Allied Air Forces Memorial Day takes place in September.

Exhibits

The Museum has over 50 aircraft spanning the development of aviation from 1853 up to the latest GR4 Tornado. Several aircraft including Victor, Nimrod, Buccaneer, Sea Devon, SE5a, Eastchurch Kitten, DC3 Dakota are kept live and operated on special "Thunder Days" during the year. Over 20 historic vehicles and a Registered Archive containing over 500,000 historic artefacts and documents are also preserved at the Museum, which is also the Official Archive for the National Aircrew Association and National Air Gunners Association. It is nationally registered and accredited through DCMS/Arts Council England and is a registered charity.

A permanent exhibition on RAF Bomber Command was opened at the museum by life member, Sir David Jason. In 2010 a new exhibition called "Pioneers of Aviation", and funded by the Heritage Lottery Fund, was opened featuring the lives and achievements of Sir George Cayley, Sir Barnes Wallis, Robert Blackburn, Nevil Shute and Amy Johnson.

Principal on-site businesses include: Restaurant, Retail Shop, Events, Aircraft Operation Engineering Workshops, Archives and Corporate Business Suite. The museum is also a location for TV and film companies.

Building 1 – Airborne Forces Display & No. 609 Squadron RAF Room

Building 2 – Uniform Display

Building 3 – Air Gunners' Exhibition

Building 4 – Archives & Reference Library

Building 5 – Museum Shop

Building 7 – Memorial Garden

Building 8 – Museum HQ, Main Entrance

Building 9 – Against the Odds

Building 10 – Elvington Corporate Room

Building 11 – Museum NAAFI Restaurant

Building 12 – Control Tower

Building 13 – French Officers' Mess

Building 14 – Airmens Billet and Station MT Display

Building 15 – Royal Observer Corp

Building 16 – Signal Square

Building 17 – Hangar T2 Main Aircraft exhibition

Building 18 – Archive & Collections Building

Building 19 – Handley Page Aircraft Workshop

Building 20 – Pioneer of Aviation Exhibition

Collection

Aircraft on display

Pre-World War II

Avro 504K – Replica

Blackburn Mercury – Replica

Cayley Glider – Replica

Mignet HM.14 Pou-du-Ciel

Port Victoria P.V.8 Eastchurch Kitten Replica

Royal Aircraft Factory BE.2c – Replica

Royal Aircraft Factory SE.5a – Replica

Wright Flyer – Replica

World War II

Avro Anson T.21 VV901

Douglas Dakota IV KN353

Fairchild Argus II FK338

Gloster Meteor F.8 WL168

Gloster Meteor NF.14 WS788

Handley Page Halifax III LV907

Hawker Hurricane I – Replica

Messerschmitt Bf 109 G-6 – Replica

Slingsby T.7 Kirby Cadet RA854

Supermarine Spitfire I – Replica

Waco Hadrian 237123

Post World War II

Air Command Commander Elite

Beagle Terrier 2 TJ704

Canadair CT-133 Silver Star 133417

de Havilland Devon C.2 VP967

de Havilland Vampire T.11 XH278

Europa Prototype 001

Mainair Demon

Saunders-Roe Skeeter AOP.12 XM553

Westland Dragonfly HR.5 WH991

Cold War

BAC Jet Provost T.4 XP640

Blackburn Buccaneer S.2 XN974

Blackburn Buccaneer S.2B XX901

British Aerospace Harrier GR.3 XV748

British Aerospace Nimrod MR.2 XV250

Dassault Mirage IIIE 538

Dassault Mirage IVA 45/BR

English Electric Canberra T.4 WH846

English Electric Lightning F.6 XS903 which arrived during June 1988.

Fairey Gannet AEW.3 XL502

Gloster Javelin FAW.9 XH767

Handley Page Victor K.2 XL231

Hawker Hunter FGA.78 QA10

Hawker Hunter T.7 XL572

Panavia Tornado GR.1 ZA354

Panavia Tornado GR.4 XZ631

Ground vehicles

Second World War

Thompson Brothers Aircraft Refueller

1938 Ford Model E

1940 "Tilly" Standard 12 hp Mkl RAF Utility Vehicle

1941 Chevrolet 4x4 CMP

1942 Austin K2 NAAFI Wagon

1942 Thornycroft ‘Amazon’ Coles Crane

Cold War

1947 Commer one and a half deck airport coach

1949 Citroen 11BL

1948 David Brown VIG.2 Aircraft Tractor

1949 David Brown VIG.3 Aircraft Tractor

1951 David Brown GP Airfield Tractor

1953 Alvis Saracen 12ton APC

1953 Austin Champ Cargo 4x4 General Purpose Vehicle

1956 Green Goddess Self Propelled Pump

1958 Commer Q4 Bikini Fire Pump Unit

1958 Lansing Aircraft Carrier Type Tug

1959 Daimler Ferret ASC MK.2/3/7

1966 Chieftain Main Battle Tank

1970 Douglas P3 nuclear aircraft 25 tonne tug

1971 Pathfinder Fire Engine 35ton (ex. Manchester Airport)

1972 TACR2 Range Rover - 6 wheeled fast response fire unit

1974 GMC 6 wheeled fast response airfield fire truck

1976 Dennis Mercury 17.5 tonne aircraft tug

Pathfinder Fire Engine

The configurations of the bow is based on the actual dimension data of the ship. There has been many disputes and debates in the modelling community concerning configurations and the terminology of the Queen's ships being 'race-built'.

Working with the HALF MOON Project some twenty years ago gave me the opportunity to weigh and balance Dutch and English ships in their physical appearance. As a result, I concluded that 'race-built' only meant that the English galleon was lighter at sea than its Spanish rivals. They were easy to manuever, like the Dutch ships, because they carried lighter guns and a lower forecastle. The hulls were still tub-like... and there's no getting around those facts.

Current configuration. I'm still experimenting and swapping stuff out. I'll cut foam and do better cable management once it's settled a bit more.

TC Electronics Polytune -> Morley Bad Horsie Wah -> Rocktron Short Timer Delay (set with just a tiny delay to widen the sound a little) -> Danelectro CTO-1 Transparent Overdrive -> Boss HM-2 (my roommate stumbled across an amazing distortion tone using an odd combo of the CTO-1 and HM-2, that's why it's on there) -> Boss MT-2 (for serious scooped metal) -> Digitech Hyper Phase -> Danelectro CV-1 Vibe -> Danelectro CT Tremelo -> Digitech Hyper Delay -> Amp. All sitting on a Behringer PB1000 pedalboard.

I still have a lot more pedals than fit on the board so I'm not sure what to do. The current setup is oriented towards running into my roommate's Blackheart Little Giant amp (which sounds great but is pretty minimalist) and getting fun noises, rather than being a tight metal rig.

Airbus A330-343E

MSN 1000

HB-JHA 'SCHWYZ'

SWISS International Air Lines

SWR LX

Copyright © 2012 A380spotter. All rights reserved.

Each axis configuration for the Align power feeder is slightly different. This drawing might help explain the feeder-to-leadscrew interface concept since proper adjustment is required. The written instructions are terrible. The videos are not complete and the dialog is in Chinese.

It appears to me, based on the parts provided in each feeder kit, that Align intends for the brass pinion gear hob to be pinned in place to the shaft by drilling and pounding in the provided roll pins. I don't like that type of installation, and frankly it isn't required if proper care and attention is given to the compressed assembly as noted in the drawing above.

Hopefully this drawing along with the photos that follow for each axis will help anyone else attempting this installation. It took a good deal of head scratching for me to puzzle out the installation.

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/)

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.

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:

www.bricklink.com/v3/studio/design.page?idModel=230422

changed the bedroom around....

Originally planned as a mark 3 with four others it was taken from the production line incomplete to be converted to MK5 configuration. The MK5 was developed to accept the Alvis Leonoides Major 755 air cooled radial radial piston engine to overcome the serious lack of power of the American Pratt and Whitney engined earlier versions. At this time on the strength of Westland Aircraft Ltd experimental dept.

26-05-55 Trial installation of the Leonides Major Engine

XJ396, Sister prototype to XJ398 originally built as MK5's. Both looked identical.

1-06-55 Transferred to 'Rear Admiral Reserve Aircraft', a paper transfer to indicate that it would not enter FAA operational service

29-06-55 Taken off charge by R.N

27-02-56 Struck of charge by R.N

22-12-56 Transfered to Westlands charge.

4-05-57 First flight after being retained by westlands for HAR5 engine developement trials. In the interim the MK5 sub type was abandoned and the HAS7 became the next FAA mark. Around this time we beleive '398was trial fitted with an Armstrong Siddley AS181 turbo shaft engine which was Westlands first use of turbine power in helicopters.

1-08-59 When it was decided the AS181 power plant was not to go into production, conversion to the General Electric T58 power plant commenced and '398 remained with Westlands for further development to De-Haviland Gnome engine configuration

Above:XJ398 as converted to De Haviland Gnome format and painted for S.B.A.C airshow (Farnborough)

28-02-59 First flight with GE T58 Engine

---09-59 First flight with De Haviland GnomeEngine

21-11-59 Transfer to De Haviland Engines at Hatfield

8-12-59 Return to Westlands, Yeovil

Following transfers Effected:

23-12-60 Transfer to A&AEE Boscome Down 'D' Squadron (Rotary Wing) for handling/Engineeering/Performance trials (on MOD/PE charge)

13/06/61 Return to WHL yeovil by road to investigate partial seizure of main reduction engine gearbox

12-09-61 Conversion to "Remote Computer" engine control system standard.

30-01-62 Transfer to De Haviland engines, Hatfield for mainenance and development of the Gnome control system

4-09-62 Transfer to Bristol Siddeley engines (BSE) Filton, continuation of gnome control system development.

29-05-63 Engine Off landing, suffered CAT4 damage and subsequently repaired.

23-5-66 XJ398 appears to have been stored at this time. Moved back to Westlands at Weston Super Mare

28-06-68 Returned to Yeovil from Weston Super Mare where conversion to 'almost' HAR10 standard undertaken. Flight tested at weston Super Mare.

30-07-68 Transfered to Boscome Down for Empire test pilots school.

2-11-71 Cat 3 damage, No details.

15-09-72 Transfer to RAE Bedford by air, rotary wing continuation training.

8-04-74 Transfer RNAS Culdrose - Trials of RFD/GQ "Aero Conical Canopy".

10-04-75 Sold out of service to Autair Ltd.

23-04-75 Registered as G-BDBZ to Autair Ltd, Luton (registered as WS55 series 2)

19-05-78 Moved by road to CSE/Oats Kidlington for GI duties.

25-08-99 Having cared for it for over 20 years XJ398 was donated to YHPG by Oxford Aviation College, Kidlington and moved by road. It is now based at Aeroventure Doncaster.

15-04-00 XJ398's engine started for the first time in preservation (we beleive the first MK10 to be started in a UK museum). Two further engine starts followed on 15/4 all thanks to pilot Derek Jones, Whirlwind pilot of long standing (RAF & Bristows Helicopters) who travelled to the event from Aberdeen.

It is highly appropriate that '398 is housed alongside XP345 which flew the last operational Whirlwind flight at Akrotiri in Cyprus in March 1982. The first and last of the breed will now see out their retirement under the same roof. if you have any further detail to add to the above we would be most pleased and interested to hear from you.

please contacthttp://www.helicopter-preservation-yhpg.org.uk/

Two channel telemetry transmitter configuration built for the Sapphire rocket.

Configuration in 33L version

The final design configuration of the "2nd Series" shower from Fame. Whatever could be its version along its production, it always have had the same size, which was exactly the same of the Lorenzetti shower, so it has about 5.5" of height x 5" of diameter, its upper cover has about 4.5" of diameter and the maximum diameter (clamp) is 6", but unlike the Lorenzetti shower, this one made by Fame is quite heavy and required a strong pipe to stand it... if you ever saw some electric shower installed in pipes with a cord or a wire from the roof attached to the pipe, it means that there was one of this shower installed there in the past...

This guy was a best seller and like the shower from Lorenzetti, it was one of the most popular electric shower in the 70's. Believe it or not, people used to give it as a wedding present!

Here it's possible to see a tv commercial aired in 1975: www.youtube.com/watch?v=gV_13mk6zbg

How to configure Raspberry Pi for the first time

If you would like to use this photo, be sure to place a proper attribution linking to xmodulo.com

The Black Wolf Turbo 300 Tent is one of the Black Wolf range of original Quick Pitch Tents that have become the benchmark in tourer tents. Super fast and easy to erect they’re ideal for extended touring trips when you’re on the move. With various sizes and configurations available in both ‘heavy duty’ and ‘lite’ material, the Black Wolf Turbo Tents are unique in their class.The Black Wolf Turbo 300 Tent features:

* Size: The 300cm square floor comfortably sleeps five people. Other sizes available are the smaller 210 (sleeps three people), and 240 (sleeps four people) all with a comfortable 210cm height.

* Fly Material: The fly which comes standard, is made from tough and durable Heavy Duty Ripstop Polycotton designed to withstand rough treatment amid the toughest Australian conditions.

* Floor: The bucket shaped Heavy Duty PVC floor is strong and hard wearing for years of reliable use.

* Strong: The frame and poles are all of strong, lightweight and durable 25mm diameter aluminium.

* Excellent Ventilation: A large front door, roof vents and large gusseted side windows provide for plenty of airflow and ventilation.

* Waterproof: The seams of the fly and floor are waterproof-taped to prevent leakages and keep you dry.

* Weather Protection: The front awning shelters the entry and protects against rain and inclement weather.

* Insect protection: The doors and windows are fitted with zippered fibreglass mesh to keep out flying insects.

* Compact when packed: Will fit into the back of most 4WDs and doesn’t have to be carried on roof racks.

* Extras touches: Zippered guy rope stow pockets to keep guy ropes tidy; a zippered power inlet with retainer tabs.

* Accessories/Options Available: To extend your undercover living space team up your Turbo 300 with a Turbo Lite Basecamp Fly 300.

* Lifetime warranty: Black Wolf are constantly improving and innovating their products. The Turbo Tent range is a perfect example of the company’s commitment to best-in-class quality and performance. Their true belief in this is illustrated in the Lifetime Warranty that comes with all the Turbo Tent range!

www.snowys.com.au/Tents-Shelters/Touring-Tents/Turbo-300-...

This is a photograph from the start second annual running of the Renault Mullingar Half Marathon which was held on Friday 17th March 2017 St. Patrick's Day Lá Fhéile Pádraig 2017 in Mullingar, Co. Westmeath, Ireland at 10:30. Following on from the incredible success of the first two years of the race this year the total numbers participating rose from just under 600 in 2015, 900 in 2016 to over 1200 in this year 2017. As was the case last year the nominated charity was Childline. The roots of the successs of the event last year was the perfect running weather, excellent organisation and a very flat and fast route. All of these characteristics were repeated this year.

Last year's weather was not repeated. Indeed the race could be described as a race of two halves in terms of weather. The first half participants had the strong, fresh westerly wind on their backs. However, turning for home along the Royal Canal this became a very strong headwind for 3 - 4 miles. Participants travelled from all over Ireland with a very large participation from runners around Mullingar and the midlands. The race has an AAI permit. The race's early start time was to facilitate the annual St. Patrick's Day parade which brings a large number of local visitors to the town on an annual basis. Parking is free in Mullingar town for the entire day. A small change to the course configuration seen the race cross the M4 Motorway at The Downs via a winding pedestrian footbridge.

The race began on Pearse Street/Austin Friar's Street in the town and proceeds North East out of the town to the N52 Delvin/Dundalk road towards Lough Sheever. The course then follows beautiful rural country roads out to The Downs at the M4. The only significant hill or rise on the course occurs here at about 7 miles when runners cross a pedestrian footbridge over the M4 near Junction 14 Thomas Flynn and Sons The Downs. The race then joins the now local access route of the old N4 road and then joins the Royal Canal at Great Down. The remainder of the race follows the Royal Canal back westward to Mullingar town. The towpath on the Canal is perfectly flat and in excellent condition. Runners will notice how the level of the canal changes dramatically along the route - at points the canal is level with the towpath. In other places the canal is at least 3 meters lower than the canal path. However the path is perfectly flat and firm the whole way. The course then leaves the Royal Canal at the Ardmore Road/Millmount area of the town and finishes in the Mullingar Town Park on Austin Friar's Street beside the Annebrook Hotel which is the Race Headquarters. The park provides a very nice setting for the finish of the race and runners and their families can mix and congregate around the finish area and the hotel.

Timing and event management was provided by http://www.myrunresults.com/. Their website is here [www.myrunresults.com/] and will contain the results to today's race.

Our Full Set of photographs from today's race is at www.flickr.com/photos/peterm7/albums/72157679566202191

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/)

◆ Showa touring bicycle golden age

Ho Isuzu Silk Perfect quick we are maintaining the normal state

1970 silk Perfect Quick PR10-4

Head double head (micro-adjustable) the bicycle KATAKURA was developed has become a safety-oriented design that does not degrade the small

Of 輸行 bag of useful role back supporters and split expression for is a unique configuration that no such in France vehicles (spring spring screw) mud frequently used are are quick lever

Very It was easier decomposition and have elaborate its own ingenuity to head mechanism was a car with popular than it extremely orthodox parts structure black and as HanawaKo-sha orange I was there is

Sports car is a firm design and accurately parts configuration, especially until about the early 1970s and 1980s, I think that as the mass production manufacturer of sports cars were in the highest level

It is safe it will be sold to run the frame centering for just in case

It is durable with no abnormalities stubborn you came back in today finished centered

The head lamp mounted on the front fork part, you can see the influence of the Alps Quick ace of the day

70s that this bike has been made, the cycling car really in minor areas, silk as a manufacturer in the minor field, had to flagship luxury Mania Cars

◆ KATAKURA bicycle Perfect Quick "PR10-4" ◆ head double head (micro-adjustable) developed by bicycle KATAKURA has become a safety-oriented design that does not degrade the small ◆ back supporters or break the convenient role of輸行bag expression is a unique configuration that is not in France vehicles such as (spring spring screw) mud frequently used are are quick lever ◆ was very easy degradation have elaborate its own ingenuity to head mechanism was a model, a popular HanawaKo-sha I otherwise very orthodox parts structure design and in accurately parts configuration ◆ sports car that was firm, especially until about the early 1970s and 1980s, I think that as the mass production manufacturer of sports cars were in the highest level ◆ It will be sold by executing the frame centering for just in case because it is peace of mind ◆ to head lamp mounted on the front fork part, I can see the influence of the Alps Quick ace at the time the 1970s ◆ this bike was made , cycling car really in minor areas, silk as a manufacturer in the minor field, was the flagship luxury Mania Cars ◆ size: Top 530㎜ sheet tube 535㎜ (CT) ◆ crank: SUGINO maxy 3 arm 165mm ◆ Chain ring: (48t × 36T) ◆ gear: 2 × 5 (Maeda Seisakusho 48t ~ 15T) ◆ F / derailleur: SUNTOUR Spirt ◆ R / derailleur: SUNTOUR V-LUXE GT ◆ shift lever: SUNTOUR ◆ rim: AYARA 26 × 11 / 3W / O ◆ hub: SUNSHINE ◆ pedal: MIKASHIMA ◆ handle: SAKAE RANDNNER ROAD CHAMPION ◆ stem: SAKAE jun ◆ brake lever: DIA-COMPE ◆ brake: Canti: DIA-COMPE ◆ I think from the frame NO it's 1970 car ◆ BB / head bearing cleaning grease adjusted ※ is the old-fashioned cup & Konbara ball rather than card ridge ◆ front at the time of the touring bicycle is in a state chain which is stretched when the steep uphill "top normal" was the basic appeared Since the hard chain is under load fell press in the hands of the power wire is pressed in the outer is fixed to "push the outer" ◆ fork to exit the spot How it works: The head I stem is fashionable, which is equipped with a quick release to pipe and between the fork stems to be able decomposition without touching the rotating part has entered the inner unit does not have that dirty hands decomposition and assembly methods were competing companies in the original technology ◆ Tail Lights confirmed ◆ headlights (wire Please connect so we have come to the hanger) ◆ shift brake inner cable stainless steel new goods exchange already ◆ saddle: Original goods Itami you are there, but we will give to those who need it (upload there)

◆ No frame unevenness, distortion

◆ tire: Because I tire a different front and rear mounted

(Will two new services)

◆ dedicated warehouse because management is the rust is is no frame unevenness, distortion None blueteshon good anchoring little we have passed in '45 in ◆ 1970年cars but bad point is the maintenance You possibility therefore embarked status quo jewels scratch the history of ◆ 45 years but very certainly please some and those how might it be of interest or would not be nostalgic luxury car with a taste ◆ bar tape cloth new winding different left and right ◆ crank center cap (red is the original) ◆ touring bicycle while enjoy the scenery than speed "laid-back" relax slide suits also Find travel in the saddle also enjoy such words also It is a silk issue and might want to say

This is a screen shot of me setting up frame relay and serial ppp between 3 of my routers. Its running through a cisco 2511 with 16 terminal lines. So I can have upto 16 telnet windows open

Configuration : Salon de Turin 1966.

Collection HACHETTE / AUTO PLUS. N°54.

Fabrication IXO Models.

NRAO - VLA

C - Configuration

Socorro County, NM

The baseline configuration of the Oshkart SMTV (Scalable Medium Tactical Vehicle) family, the Mk601A is the standard two-door 6x6 cargo hauler configuration.

Features include opening doors and top hatch, a cab capable of seating 2 minifigs with body armor and headgear, foldable gunner’s seat, turning front wheels, center-pivoting rear axles, and spare tire with lift arm.

A special thanks needs to be given to Abdullah750Pakistan. This originally started as a project to clean up and make a buildable and more minifig-friendly version of his Ural 63708. As you can see though, it’s turned into a project to create a series of trucks in the same vein of the Oshkosh MTVR, Navistar 7000 MV, and Ural 63704-0010 families.

As with my other builds, all parts used in this are real production pieces.

If you're interested in this build, a file can be found here:

www.bricklink.com/v3/studio/design.page?idModel=230421

My TV & entertainment system configuration in my new apartment. I'm planning to get an HDTV soon, but for now, this setup works well.

This is a photograph from the start second annual running of the Renault Mullingar Half Marathon which was held on Friday 17th March 2017 St. Patrick's Day Lá Fhéile Pádraig 2017 in Mullingar, Co. Westmeath, Ireland at 10:30. Following on from the incredible success of the first two years of the race this year the total numbers participating rose from just under 600 in 2015, 900 in 2016 to over 1200 in this year 2017. As was the case last year the nominated charity was Childline. The roots of the successs of the event last year was the perfect running weather, excellent organisation and a very flat and fast route. All of these characteristics were repeated this year.

Last year's weather was not repeated. Indeed the race could be described as a race of two halves in terms of weather. The first half participants had the strong, fresh westerly wind on their backs. However, turning for home along the Royal Canal this became a very strong headwind for 3 - 4 miles. Participants travelled from all over Ireland with a very large participation from runners around Mullingar and the midlands. The race has an AAI permit. The race's early start time was to facilitate the annual St. Patrick's Day parade which brings a large number of local visitors to the town on an annual basis. Parking is free in Mullingar town for the entire day. A small change to the course configuration seen the race cross the M4 Motorway at The Downs via a winding pedestrian footbridge.

The race began on Pearse Street/Austin Friar's Street in the town and proceeds North East out of the town to the N52 Delvin/Dundalk road towards Lough Sheever. The course then follows beautiful rural country roads out to The Downs at the M4. The only significant hill or rise on the course occurs here at about 7 miles when runners cross a pedestrian footbridge over the M4 near Junction 14 Thomas Flynn and Sons The Downs. The race then joins the now local access route of the old N4 road and then joins the Royal Canal at Great Down. The remainder of the race follows the Royal Canal back westward to Mullingar town. The towpath on the Canal is perfectly flat and in excellent condition. Runners will notice how the level of the canal changes dramatically along the route - at points the canal is level with the towpath. In other places the canal is at least 3 meters lower than the canal path. However the path is perfectly flat and firm the whole way. The course then leaves the Royal Canal at the Ardmore Road/Millmount area of the town and finishes in the Mullingar Town Park on Austin Friar's Street beside the Annebrook Hotel which is the Race Headquarters. The park provides a very nice setting for the finish of the race and runners and their families can mix and congregate around the finish area and the hotel.

Timing and event management was provided by http://www.myrunresults.com/. Their website is here [www.myrunresults.com/] and will contain the results to today's race.

Our Full Set of photographs from today's race is at www.flickr.com/photos/peterm7/albums/72157679566202191

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

My mini Slave ship variant - flight configuration.

More pics: www.brickshelf.com/cgi-bin/gallery.cgi?f=141897

Pair of Audio Technica microphones used in dual mono recording configuration. Wide diaphragm AT3035 and AT Pro37 pencil condenser.

From A Proposal for the Development of the East Shore Tidelands of San Francisco Bay, Prepared for the Atchison, Topeka, and Santa Fe Railway Company by Victor Gruen Associates, October, 1963.

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

Just a standard side shot of a 493rd FS F-15C recovering on runway 24 at RAF Lakenheath, but very surprising to see just a centreline fitted, as they usually fly with wing tanks for routine sorties.

HST Power Car W43029 brings an early WR set into Exeter St Davids station. It is notable that the leading TS is still one of the originals rather than the later TGS design with a guard's compartment.