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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
In July 1967, the first Swedish Air Force student pilots started training on the Saab 105, a Swedish high-wing, twin-engine trainer aircraft developed in the early sixties as a private venture by Saab AB. The Swedish Air Force procured the type for various roles and issued the aircraft with the designation SK 60.
In the late Eighties, Saab suggested to replace the Saab 105’s Turbomeca Aubisque engines with newly-built Williams International FJ44 engines, which were lighter and less costly to operate, but this was only regarded as a stop-gap solution. In parallel, Saab also started work for a dedicated new jet trainer that would prepare pilots for the Saab 39 Gripen – also on the drawing boards at the time – and as a less sophisticated alternative to the promising but stillborn Saab 38. This project (also known as B3LA or A 38/SK 38) was a single-engine jet trainer and attack aircraft planned by Saab during the 1970s and actually a collaboration between Saab and the Italian aircraft manufacturer Aermacchi (the aircraft resembled the AMX a lot. However, the aircraft never got past the drawing board and was canceled in 1979 in favor of the more advanced Saab JAS 39 Gripen multi-role fighter. Anyway, this decision left Sweden without a replacement for the SK 60 as transitional trainer and as a light attack and reconnaissance aircraft.
To fill this gap Saab presented in 1991 another new trainer design, internally called "FSK900", to the Swedish Air Force. The aircraft was a conservative design, with such a configurational resemblance to the Dassault-Dornier Alpha Jet that it is hard to believe Saab engineers didn't see the Alpha Jet as a model for what they wanted to do. However, even if that was the case, the FSK900 was by no means a copy of the Alpha Jet, and the two machines can easily be told apart. FSK900 had a muscular, rather massive appearance, while the Alpha Jet was more wasp-like and very sleek. The FSK900 was also bigger in length and span and had an empty weight about 10% greater.
The FSK900 was mostly made of aircraft aluminum alloys, with some control surfaces made of carbon-fiber / epoxy composite, plus very selective use of titanium. It had high-mounted swept wings, with a supercritical airfoil section and a leading-edge dogtooth; a conventional swept tail assembly; tricycle landing gear; twin engines, one mounted in a pod along each side of the fuselage; and a tandem-seat cockpit with dual controls. The wings had a sweep of 27.5°, an anhedral droop of 7°, and featured ailerons for roll control as well as double slotted flaps. The tailplanes were all-moving and featured an anhedral of 7°, too. An airbrake was mounted on each side of the rear fuselage. Flight controls were hydraulic, and hydraulic systems were dual redundant.
Instructor and cadet sat in tandem, both on zero-zero ejection seats, with the instructor's seat in the rear raised 27 centimeters (10.6 inches) to give a good forward view. The cockpit was pressurized and featured a one-piece canopy, hinged open to the right, that provided excellent visibility. The landing gear assemblies all featured single wheels, with the nose gear retracting forward and the main gear retracting forward and into the fuselage, featuring an antiSKid braking system. The twin engines were two Williams International FJ44-4M turbofans without reheat, each rated at 16.89 kN (3,790 lbst). These were the same engines that Saab had already proposed for the SK 60 modernization program, even though in an unrestricted variant for the bigger/heavier new aircraft.
The FSK900 could be outfitted with two pylons under each wing and under the fuselage centerline, for a total of five hardpoints. The inner wing pylons were wet and could be used to carry 450 liter (119 US gallon) external tanks, a total external payload of 2,500 kg (5,500 lb) could be carried.
The Swedish Air Force accepted the Saab design, leading to a contract for two nonflying static-test airframes and four flying prototypes. Detail design was complete by the end of 1993 and prototype construction began in the spring of 1994, leading to first flight of the initial prototype on 29 July 1994. The first production "SK 90 A", how the basic trainer type was officially dubbed, was delivered to the Swedish Air Force in 1996.
The SK 90 was regarded as strong, agile, and pleasant to fly, while being cheap to operate. SK 90 As flying in the training role were in the beginning typically painted in the unique “Fields & Meadows” splinter camouflage, although decorative paint jobs showed up on occasion and many aircraft received additional dayglow markings. Some of the few aircraft given to operational squadrons, which used them for keeping up flight hours and as hacks, were mostly painted in all-grey camouflage to match the combat aircraft they shared the flight line with.
With the SK 90 S a second variant was soon introduced, replacing the SK 60 C, two-seat ground attack/reconnaissance version for the Swedish Air Force, basically a standard SK 60 A with an extended camera nose that featured a similar camera arrangement with a panoramic camera, plus an avionics pallet in the baggage compartment for a modular DICAST (Digital Camera And Sensor Tray) pod under the fuselage. Unlike the SK 60 C, which was converted from existing SK 60 A trainers, the SK 90 S was an original design. 20 were delivered until 1997, together with the standard trainers, which were kept on the production lines at slow pace until 1999.
A total of 108 production SK 90 trainers were built, and modest foreign sales could be secured: Austria procured 36 SK 90 Ö in 2002 (basically comparable with the updated SK 90 B with a weather radar, see below), replacing its Saab 105 fleet and keeping up its close connection with Saab since the Seventies. Malaysia showed interest, too, as well as Singapore, Myanmar Finland, Poland and Hungary. Eventually only a leasing and later purchase deal for seven refurbished SK 90 As with Hungary was closed, and the young Republic of Scotland leased in 2017 another dozen SK 90 As from Sweden, too.
The majority of Swedish aircraft underwent an MLU program after 2000 that included a modern "glass cockpit" to provide advanced training for the Saab Gripen (which had entered service in June 1992), and a full authority digital engine control (FADEC) for the FJ44-4M turbofans. Integration of the Rb.75 (the AGM-65A/B Maverick in Swedish service) together with a pod-mounted FLIR camera system was also suggested, improving the SK 90’s attack capability dramatically. The modified aircraft received the designation SK 90 B and SK 90 SB, respectively, and until 2006 the whole fleet was modernized.
However, the FSK900 design bore even more development potential than just the basis for a highly efficient jet trainer. When the aircraft was conceived the Swedish Air Force started to retire/modernize its Saab 37 Viggen fleet, with the plan to replace the type with the new and lighter Saab 39 Gripen.
However, budget restraints and production capacity limits did not allow an increased output of the Gripen, which was rather regarded as a replacement for the JA 37 interceptors than for the AJ, SF and SH attack and reconnaissance versions, which underwent a modernization program to extend their life beyond the millennium. But the foreseeable the lack of JAS 39 reinforcements would have left the country with a significant defense gap after 2004, esp. against ground and naval targets. As a stopgap solution, a less complex and costly aircraft, again comparable with the cancelled Saab 38 project was envisioned, and so Saab proposed a new aircraft, but this time based on the existing and proven SK 90, which could be quickly developed and use avionics and ordnance from the JAS 39 Gripen to save costs. This became the ASH 90 (Attack/Spaning Havsövervakning (or just Häv for short) for attack and secondary maritime reconnaissance capability)
The ASH 90 shared the basic airframe with the SK 90 trainer, with only minimal structural modifications to save costs and development time. The most obvious change was the reduction of the crew to a single pilot, while the rear cockpit was used to house additional avionics for advanced weapons and an Ericsson/GEC-Marconi PS-05/A pulse-doppler-radar radar – the same that was installed in the initial JAS 39 A/B Gripen, too, but with less range (only 50 instead of 120 km due to a smaller radome) and optimized for ground surveillance and attack missions. Its antenna was housed under a pointed nose which significantly changed the aircraft’s profile. The rear cockpit was partially faired over, with only two small side windows left to give the pilot a sufficient field of view to the rear because – again to save costs – no new bubble canopy was developed.
The armament was considerably improved: another visible change was a pair of missile launch rails on the wing tips, for Rb.74 (AIM-9 L Sidewinder) AAMs, so that the ASH 90 now had a total of seven external hardpoints, and all underwing as well as the centerline station were now plumbed to extend ferry range and have more flexibility. The central weapon the ASH 90 was supposed to deploy in its strike roll was the indigenous jet-powered RBS-15 Mk. III anti-ship missile. This weapon’s development began in the mid-1990s, and it was produced by Saab in co-operation with Diehl Defence of Germany. Emphasis of this advanced version was put on increased range (due to a larger fuel capacity and a new fuel type the range was ~200 km), improved accuracy (integrated GPS) and selectable priority targeting, including land-based targets. Two of these weapons, each weighing 650kg, 250 kg of that a SAPHE warhead, could be carried on new reinforced inner wing pylons. Tests to carry earlier versions of this weapon had already been executed with the radar-less SK 90 trainer, using a datalink with a nearby Gripen for target illumination and guidance, but these trials had not proven to be effective. However, with its own avionics and as an independent system, the ASH 90 became a much more effective platform.
Further air-to-ground ordnance included the Rb.75 (AGM-65A/B Maverick), pods with unguided 135 mm rockets and iron bombs. Several sensor pods could be carried, too, including photo cameras as well as a FLIR video camera system that could transmit recordings in real time, so that the aircraft could beyond strike mission also take over many of the outdated SF and SH 37s’ reconnaissance missions.
The ASH 90 still did not carry an internal gun, but a conformal ventral pod with a 27mm Mauser BK revolver cannon with 120 rounds, originally developed for the SK 90 trainer and carrying the same weapon as the JAS 39 Gripen, was frequently carried to engage both air and ground targets.
For better performance and to compensate for a raised all-up weight the ASH 90 was powered by uprated engines, a pair of Williams International FJ44-5M turbofans. These were still without reheat, again to save time and money, but thanks to a higher air flow and higher combustion temperatures the output of each engine was raised by almost 20% to 20 kN (4,490 lbst), providing the aircraft with almost supersonic performance (easily possible in a dive, though) and a much better rate of climb and acceleration.
Thanks to the use of many existing components the ASH 90’s development was quick and went smoothly. The first prototype already made its maiden flight in early 2000, and the first service aircraft – an order for 40 single-seaters for two squadrons (replacing not modernized AJ and SH 37s within Flygflottilj F7 and F17) – joined the active units in 2002.
The ASH 90 confirmed its ancestor’s robust nature and good service record. Until 2004 all 40 machines had been delivered. In 2008 an upgrade program was initiated, to improve the ASH 90’s combat efficiency, and the modernized machines received a “B” suffix, while the original version became re-designated “A”. The upgrade included avionics to deploy the Rb.99 (AIM-120 AMRAAM) missile and a more powerful datalink, so that the ASH 90 Bs could engage BVR targets on their own or act as multiplier platforms for the more capable JAS 39 Gripen, allowing these to attack with a high number of missiles at once so that ECM defense could be oversaturated and hit probability increased. Outwardly, the “B” variant’s only difference was a new IRST sensor in front of the cockpit, which allowed the pilot to detect and track heat signatures of both air and ground targets without engaging the radar and giving away the aircraft’s presence through respective emissions. Another novelty was the option to attach a retractable IFR-probe above the left air intake – in-flight refueling had only been introduced to Swedish aircraft with the JAS 39, but international cooperations and relocations required this addition which also greatly expanded the ASH 90 B’s capabilities and tactical value.
The updates were carried out during regular overhauls, and by 2010 the whole ASH 90 fleet was upgraded to “B” standard, including four new aircraft that were built to replace losses during the type’s initial years of operation.
In the following years the ASH 90s frequently took part in several national and international exercises, for instance a NATO training in Swedish Lapland. In late 2010 a number of US military aircrafts landed in Luleå, Swedish Lapland, where they took part in joint exercises with the Swedish Air Force. Also, the British aircraft carrier “HMS Illustrious” was part of the training.
The following joint exercises, which included both US. bombing of a local shooting field and joint air maneuvers with Swedish aircrafts, were a continuation of the 2009 Loyal Arrow training. Then, 50 airplanes and 2000 persons, aircraft carrier personnel included, from ten countries took part in what was the biggest air force drill ever in the Finnish-Swedish Bothnia Bay. For this occasion, F17’s SHA 90Bs deployed far to the north, occupying the temporary Kalixfors airfield near Kiruna, carried out regular training attacks but also acted as aggressors and simulated low-flying cruise missiles to test aerial defenses. For this occasion, the dozen machines that were sent up north received individual and experimental camouflage, including various splinter paint scheme reminiscent of the famous “Fields & Meadows” scheme, just with tones more suitable for winter operations.
General characteristics:
Crew: two pilots in tandem
Length incl. pitot: 13.0 m (42 ft 8 in) for the A trainer, 13.68 m (44 ft 10 in) for the S variant
Wingspan: 9.94 m (32 ft 7 in)
Height: 4.6 m (15 ft 1 in)
Empty weight: 3,790 kg (8,360 lb)
Max. takeoff weight: 7,500 kg (16,530 lb)
Powerplant:
2× Williams International FJ44-5M turbofans without reheat, rated at 20 kN (4,490 lbst) each
Performance:
Maximum speed: 1,150 km/h (714 mph)
Range: 1,670 km (900 nm)
Armament:
No internal gun; seven hardpoints for 2,500 kg (5,500 lb) of payload and a variety of ordnance
The kit and its assembly:
I have already converted several Hasegawa 1:72 Kawasaki T-4 into “my” fictional Saab SK 90 trainer, with little modifications. Originally, I wondered what an overdue Saab 105 replacement could or would look like? The interesting Saab 38 never saw the light, as mentioned above, there was also an A-10-style light attack aircraft, and I assume that neutral Sweden would rather develop its own aircraft than procure a foreign product.
I recently converted another T-4 into a JASDF attack single-seater with a totally new nose section (from a Eurocopter Tiger), and while I was thinking about the project I also considered a less ambitious “variant” with a faired-over rear cockpit – inspired by the Mitsubishi F-1 derived from the T-2 trainer. And since I was in the right mood and had another T-4 kit in The Stash™ I used the flowing mojo to tackle another SK 90 build – the Swedish ASH 90 attack derivative.
Using the F-1/T-2 benchmark I wanted to keep things simple, though, so the T-4 kit was mostly taken OOB – there are actually two different Hasegawa kits/molds out there, and this is the earlier one. It’s a pleasant building experience; the kit is relatively simple, and fit is very good, with only minimal PSR necessary.
The changes I made for the attack variant were additional hardpoints under the wings and on the wingtips, a pointed radome (from an F-16), a ventral gun pod (from a Heller Alpha Jet), and the canopy was cut into two pieces so that the rear section could be blended into the hull, leaving small side windows free. This and the radome radically change the stubby aircraft’s look, making it look fast than it might be in real life and surprisingly purposeful! The IFR probe came from an Italeri Tornado kit, the IRST was scratched from a piece of clear sprue (and painted with Tamiya “Smoke” for good effect).
The ordnance was taken wholesale from an Italeri Saab Gripen kit, including the odd EAJP ECM pod which rather looks like a Soviet/Russian than a Swedish product. Just the camera pod on the outer portside underwing pylon was scratched from a Heller Alpha Jet drop tank and putty, simulating the slender SKA 24 long-range camera pod the SH 37 frequently carried.
Furthermore, some blade antennae were added and the ejection seat was pimped with handles made from brass wire.
Painting and markings:
This was a bigger challenge than the building phase, because I wanted something …different. I had already built an SK 90 in Fields & Meadows (the first one) as well as in a Gripen-style all-grey livery (a Scottish aircraft), so what could be a new yet “realistic” alternative? Inspiration eventually struck when I came across pics of a JAS 39E, carrying a symmetrical three-tone splinter camouflage on the upper surfaces. Apparently, there was more than one aircraft decorated in this fashion, but I assume that these were demonstrators and the paint scheme not an official camouflage?
Adapting the scheme from the canard-winged Gripen for the conventional T-4/SK 90 was not easy, though, and to make it less decorative I moved away from the symmetric pattern, at least on the upper surfaces (even though the flanks were not mirrored, just quite similar). Since I could not find a reliable color reference I guesstimated the tones and ended up with RLM 63 (ModelMaster #2077) underneath, because I used that tone before for Gripen-style liveries, and for the splinter scheme I went for Humbrol 67 (RAL 7021, a VERY dark grey), 106 (RAF Ocean Grey, even though a rather brownish interpretation of that tone) and 64 (Royal Navy Light Grey).
The cockpit was painted in neutral grey, while the landing gear and the air intakes became white – very conservative. The Sidewinders and the pods were painted in a different medium grey (RAL 7000), and the massive RBS 15 missiles became Field Grey with dark olive drab tips and red exhaust covers.
The markings were kept simple, puzzled together from various sources. Tactical codes, some major stencils and roundels came from an Italeri Saab 39 Gripen sheet – with the benefit (and tactically prepared through paint and scheme choices…) that the grey low-viz markings’ brightness falls nicely between Humbrol 67 and 106, for a very consistent look. Many smaller things came from the T-4’s OOB sheet and from a Hasegawa Saab 35 Draken sheet. The silver trim at the fin rudder was made with generic 0.5mm decal stripes in silver. Similar but wider strips in black were used to create the de-icers on the wings' leading edges.
Finally, the kit was sealed with matt acrylic varnish (Italeri).
A pretty result, if not elegant – in total contrast to the brutish A-2 build with its edgy helicopter cockpit nose and the resulting hunchback. I’s amazing how much the pointed nose changes the aircraft’s profile and impression, and the wing tip launch rails also add visual length and “speed”. The paint scheme also turned out nicely, and with the low-viz markings the overall grey scheme looks interesting and quite plausible, too – and well-suited for a winter exercise up north in Lapland.
Over 60 Civil Air Patrol (CAP) cadets participated in Virginia Wing’s second annual Cyber Camp held at Virginia Wing Headquarters on 29-31 July 2016.
Cadets with varying levels of knowledge participated in the weekend camp that focused on many topics including networks, operating systems, workstation fundamentals, server configurations, security, forensics, and mitigation of threats.
A single Cube shows how the same space can form different configurations of shapes. When putting 4 together one can discover the unfolding of the cubic crystalline structure, one that is a basic and ever present building system of Nature. From the formation of Rock Salt Crystals to the arrangement of the Honeycombs in a Beehive. Again there are 5 or more major shapes that will „fall into place“. A nice add on is the possibility to explore the relationship between 2 cubes which in itself is a Full Set to explore.
Want to see the transformation of a single Magic Geocube? Go to vimeo.com/user23706515/geobender/geocubes/surfer_single
Want to see a geometric combination with 4 Single Magic Geocubes? Go to vimeo.com/99561025
Would you like to see more Magic Geocubes? You want to buy one or more? Go to www.GeoBender.com
The Sandhurst Military Skills Competition has run in various configurations since 1967. This year, it is a two-day event conducted at the United States Military Academy West Point, New York, April 10 and 11. At its core, Sandhurst is an inter-company competition for USMA. However, West Point teams now compete, not only amongst themselves, but against teams from their fellow United States Service Academies, 8 select University ROTC teams, the United States Military Academy Preparatory School team, and international teams from Britain's Royal Military Academy Sandhurst (RMAS), Canada's Royal Military College (RMC) , Afghanistan's National Military Academy and, The Chilean Military School. Each USMA Cadet Company and visiting team selects a 9-member Squad (at least one member must be female) with two alternates. This squad is required to perform a series of challenging military tasks during a rapid, non-tactical move along a partly-prescribed route. (Photo by: Staff Sgt. Vito T. Bryant)
Bernard Twomey talks about Configuration Management - prezi.com/q1emkd9ctagk/configuration-management/
Bjornson_20130926_4758: MoE engineers Edwel (left) and Thomas configure Ubiquiti M900 equipment during the PTC sponsored Inveneo training in Palau.
I reworked my Sky-Watcher Star Adventurer mount configuration to add a guide scope. The mount will only guide in RA, not DEC, but for longer exposures with a 135mm lens, it will help keep the stars sharper. Total weight is still slightly less than 1/2 the mount's maximum capacity of 11 pounds. The slightly offset balance heavy to the east will help keeps the gears engaged. Won't be able to test it out soon, as seen in the Scope Nights forecast for this week!
One big stupid and ovbious tip: Double check the configuration of your camera before doing a photo trip or a photo trekking.
I forgot the ISO set up to 800 and all these pictures came up a little bit noisy.
Anyway, I liked this shot.
Next time I've to slow ISO down, Close aperture and slow down the shutter to capture the movement of the propellers.
Bunny and I were mucking around and decided to check out what the most asssspensiffff possible configuration for the new mac pro was. We were quite tickled at the final amount - really wasn't as much as I'd guessed it was going to be.
Ah well. All this imaginary money. Going to crazy computers like that (half the things I added on to my imaginary mac pro I have no idea what to do with) and to my equally imaginary incredible range of lenses.
How the hell can I enter the shortcuts above?
Alt + Shift + Ctrl + Y
You need two hands with one hand in a very non-ergonomical finger configuration!
ThoughtFarmer 3.6: configuration overview for Personal Home Page. See the configuration options on the Support Site.
Read more about ThoughtFarmer 3.6: www.thoughtfarmer.com/products/new/
Three configurations of the 2015 Chevrolet Colorado are offered – an extended cab model with a 6-foot bed, a crew cab with a 5-foot bed and a crew cab with a 6-foot bed. With the tailgate down, the 6-foot bed allows 8-foot-long items to be hauled within the vehicle.
Today I was recording a new SkypeIn voice mail greeting, and wanted to stand up while doing it. No problem!
You'll also note that I put the laptop is now on the right. This took a little bit of doing, rerouting wires, but it was pretty easy.
The church dedicated to the Saviour's Configuration ("Metamorfosi tou Sotira") is built in the middle of "Palio Chorio" ("Old Village"). It was constructed in the 16th century (1520) and it has the same architectural style as the other two small churches of the village, that of "Panagia Theotokos" and that of Saint George "Perachoritis". Up until 1994, liturgies were conducted daily since it was considered as the village's main church.
It is a rectangular church of the Basilica style and with elements of the Byzantine style. It can accommodate up to 100-150 faithful. Externally it is made of stone and whitewashed.
The inhabitants built extensions to the church in 1880 and 1960 because the village was continuously growing. When they dug the floor they discovered many pieces of frescoes, which surely came from this church. Indeed, they were able to read the name of the hagiographer who was named Symeon Afxentis. He is known for his frescoes of the "Panagia Theotokos" and "Archangel" churches in the village of Galata.
The icon screen is woodcut, as also are the two Psalters that can be found in the church.
There are various remarkable representations dating back to the 16th and 17th century. The icon screen is of various different chronologies.
www.kakopetriavillage.com/churches.html
The settlement of Kakopetria, although mentioned by the mediaeval annalists, existed -at least- since the Frank domination era. The village's region was inhabited around the 6th - 7th century and the various excavations that have been conducted in 1938 around the old village of Kakopetria (in the Ailades venue) prove this. During the excavations a dispenser of an ancient shrine -most probably belonging to the goddess Athena- came to light. A large number of movable findings were found, mainly terra-cotta, many of which depict the goddess Athena, as well as small, limestone, statues and parts of statues and bronze and iron shafts from spearheads and arrows. The findings most probably date back to the Archaic and Classic eras of Cyprus. Other statuettes represent Hercules and are an indication that he was also worshiped in the area along with the goddess Athena. These findings are found in the Archaeological Museum of Nicosia.
It has a dual shaft motor with the back end running a pulley/belt as well as one at the end of the long shaft. So it is a dual belt config on the Y
RS-8/i7 X3D Four Wheel Aligner
Standard Configuration:
Exquisite movable small cabinet, Intelligent Auto Lifting pole, high performance computer,27’ LCD monitor, HP printer, special target disk, deluxe clamping tire clamps, PC Camera showing vehicles on platform function, Steering lock, pedal presser, wedge-shaped pads, turntables, transition blocks of turntable.
Software Features:
Standard Software: deluxe three dimensional X3D platform Software; Intelligent outside Brightness recognition; PC Camera showing vehicles on platform function; Voice prompts.
Basic Functions: parameters measurement such as camber, Caster, Kingpin, Toe-in & Toe-out, Setback, Thrust angle, Toe out on turns, maximum turning angle and so on
Extension Functions: steering wheel correction function, Tire circling radius measurement (tire wear measurement), animation tutorial, axis deviation measurement, wheel deviation measurement, the vehicle lifting height, lifting platform level measurement, volkswagon VAG adjustment, rising and jacking up adjustment and so on.
Measurement itemsAccuracyMeasurement range
Show Precision1´/
Camber±2´±15°
Caster±3´±26°
Kingpin Inclination±3´±26°
Toe-in &
Toe-out±2´±20°
Set back±2´±5°
Thrust angle±2´±5°
High speed of calculation
Professional aligning measurement
Sturdy and durable target disks
User-friendly operation
uClibC 'make menuconfig' configuration pages. Far left is the main configuration page where you can select submenu's for further options. Top right are the toolchain options, and lower right are the package options.
Shilton church is a mostly 14th/15th century building with a west tower and an unusual configuration of no aisle on the south side of the nave but a double one to the north; the outer aisle is a Victorian addition by George Gilbert Scott when he restored the church in 1865.
The interior is fairly dark with the south nave wall and north arcade leaning outwards dramatically (also an odd hollowed out piscina recess in the south east nave window recess). The fittings are mostly Victorian, but the pieces of tracery on the low chancel screen panelling are fragments of the 15th century rood screen. The stained glass is Victorian too, (the east window by Clayton & Bell, others by Hardman's) but two windows have 14th century elements, the west window in the tower with some fragmentary grisaille and red glass, whilst in the nave clerestorey are two shields of the Earl of Essex.
The church is usually kept locked outside of service times; I owed my first visit to the help of a kind churchwarden who unlocked for me. On this occasion my former colleagues from Norgrove Studios were working on a south nave window enabling me to revisit and give a short talk on the glass (in addition to much improving my photographic record).
Modular by design, our turbo-back systems offer endless configuration options. Starting with the downpipe, our systems are available in street or race configurations. Street series systems include a Magnaflow 200 cell catalytic converter. Race series systems include a test pipe. On race day the cat can be easily swapped for a test pipe. An optional resonator provides a more mellow exhaust note, available at any time. The cat-back portion of our system is available in 2.5" or 3" piping. 3" piping is typically preferred for all-out power while 2.5" offers a more refined sound and powerband. A choice of two tip styles lets you choose the look you love.
Our FSI/TSI turbo-backs are technically a combination of our 3" downpipes and our 2.5" & 3" cat-backs. Repeating the features of our downpipes and cat-backs would only make a long story longer.
Part of a series of shots influenced by Valie Export and her "Body Configuration" idea. These photos are taken on a bell tower against the setting sun in the background.
LTFRB Case No. R7-CC-PUJ-2021-XX-0XXX
Route: OPRRA-CARBON via ESCARIO-OSMEÑA BLVD.-P. LOPEZ-CITY HALL (15)
Chassis No. XZU342-000XXXX
Engine No. N04C-XXXXXXX
Displacement: 4,009cc
Emission Rating: Euro IV
Pax. Capacity: 26
Seating Configuration: Class II
Operator: Kalunasan Operators and Drivers Transport Cooperative
Fleet No. 010
How to launch applications differently with Gnome-Pie on Linux desktop
If you would like to use this photo, be sure to place a proper attribution linking to xmodulo.com
NSF MSGI research associate Arthur Mills and his mentor Wu Zhang working in the lab at NETL in Morgantown, WV. Arthur is studying Description of 3D Configuration. This project develops mathematics description of objects. Equations, and Matlab code will be needed to construct image of object in 3D space. There are several such problems in NETL’s research challenge list. The researcher of this project will be asked to work on one or more of them based on their own interests and background. One group of problems comes from the need to supply 3D printer an algorithm and/code with which an object can be manufactured through 3D printing. One of the objects would be a screw, and the other would be a hollow circular tube with arms at three different locations with each orientated differently around the tube. The other group of problem is represented by the image of a long rod in a curved tube. This is a simulation of the bending status of drill string in directional well, as commonly occurred in drilling an oil and gas well. The validation of the mathematic description of the object is expected to be conducted by providing 3D imaging of the objects with a series of cross section images staking over one and another. If time allow, the objects will be made to perform certain motion. For example, the motion can be rotating the screw or moving the rod downward simulating the drilling progress.