Warped Tour Lineup:

22 Jacks, All, Amazing Royal Crowns, The Aquabats, Atomic Fireballs, Bad Religion, Cherry Poppin' Daddies, CIV, Deftones, Die Toten Hosen, Fu Manchu, The Get Up Kids, Godsmack, Hatebreed, Hepcat, Home Grown, H2O, Incubus, Kid Rock, Latex Generation, L.E.S. Stitches, Mad Caddies, MxPx, NOFX, No Use for a Name, Pietasters, Rancid, Reverend Horton Heat, Royal Crown Revue, Save Ferris, The Smooths, Snapcase, The Specials, Staind, Swingin' Utters, Tilt, The Urge, Unsane, Unwritten Law, The Vandals, Zebrahead

Ozzfest Lineup:

Ozzy Osbourne, Tool, Megadeth, Limp Bizkit, Soulfly, Sevendust, Coal Chamber, Motörhead, System of a Down, Melvins, Incubus, Snot, Ultraspank, Life of Agony, Kilgore, Monster Voodoo Machine

This was a pretty interesting show. I don't know why, but for some reason they held the Warped Tour and Ozzfest on the same day at the same spot. Ozzfest was down the hill and the Warped Tour was up the hill. It worked out pretty well for the most part. There was surprising little crossover by the audiences. People might come over to the other side to see a specific band or just wander through to see what was going on and then head back. I saw a ton of great bands on the Warped side, it was a really good lineup that year. The vibe was a lot more positive and friendly there. The vibe at Ozzfest was noticeably more aggro. Not hostile, but angrier and less fun. I walked through once and I think I watched the Melvins, Motorhead, and Tool from on top of the hill, or at least part of their sets. I remember the weather was really nice. Overall it was a fun, if kind of weird, day.

My wife has always done a lot of sewing and in the last few years also taken up more quilting. Diane has been shoving tables together to work but it was never really very good. Her request was a sturdy table the right size and height with an inset for her machine. This is what we came up with. We had just moved it up from the shop tonight so she is still putting everything in place. Drawers on this side will hold her various templates and other goodies.

Next I am building some drawer cabinets to go on both sides of her under the table, and some sort of shelves for batting and such on this side. Also need better lighting and I'm sure a few other things.

Marci- I'll try to get some better photos later but it was getting late, I was filthy from spraying finish, and we were hungry.

There are many things to question about the automotive world, but why did the Wedge ever take off?

With that said, I give you the Triumph TR7, British Leyland's once great hope for domination of the American market, crushed by poor design, miscommunication, terrible advertising and shoddy workmanship.

The Triumph TR7 was first launched in 1974 as British Leyland's top ranging sports car. Looking very sheek and stylish (and like a block of cheese with pop up headlights) with its low riding wedge shape, the car did indeed look the part...

...minus a few things here and there. One was that massive composite bumper, which was yoked onto the front of the car to conform with American safety legislation. Another was the roof design, which was hastily slapped on to conform to American safety legislation. And finally there's the tail lights, which were not designed to conform with American safety legislation, they were just poorly put together.

Yes the TR7 was in the grip of American safety legislation. Following the tragic death of James Dean, America planned to ban convertibles, and thus car manufacturers across the globe had to redesign their cars in order to work with this new legislation. However, instead of taking a leaf out of their own book and giving the TR7 a curious T-Bar arrangement like on the Triumph Stag, they decided to slap on a roof that completely compromised the profile of the car.

But styling was the least of the TR7's worries, it was then bogged down with how it was built. Underneath that wedgie body, the TR7 was nothing more than a humble Triumph Dolomite, powered by the fundamentally flawed Twin Dolomite V8 and built on the same chassis. The result was a car so faulty that it would hardly ever run, as was found in the filming of the popular British TV show, the New Avengers, where the character of Purdy was coupled with a yellow TR7 much like this one. Apparently the car was so unreliable that all the filming involving the car had to be done in 20 minutes or less before the car broke down again!

It was also interesting to note that when the car underwent trials Frankfurt Motor Show in 1977, the car overheated on a 2.5 mile speed test, and after 19 days in a shed, a troop of British Leyland engineers still couldn't figure out what was wrong with it.

But set aside the failure in giving it a reliable engine and a good design, the TR7 was then botched by Red Robbo's rowdies at the Speke Factory in Liverpool. Strike after strike occurred and cars were released onto the roads only half put together. The results were either massive unreliability, leaking panels, electrical infidelity and/or other problems, such as hitting the indicator switch which would cause the horn to blow. This downfall was assisted by the factory shutting down for nearly a year due to seemingly constant industrial action, with many unfinished TR7 shells rotting out in the Liverpool drizzle.

Eventually, order was somewhat restored when production moved to the factory in Coventry, and reliability began to improve, but with its reputation in tatters, the TR7 simply would not sell, even with promotion on the New Avengers. However, in the end the threat of American legislation was lifted, and the cars were allowed to be sold as convertibles, which were quite handsome looking machines. This was later added to by the fitting of a Rover V8 engine to replace the unreliable Dolomite engine, and as such the formula was perfected in the form of the Triumph TR8...

...only to be axed the following year in 1981 as that poor reputation mixed with build quality issues and an unusually strong Pound meant the car was surprisingly more expensive than its rivals, and so the TR7 and TR8's were dead. But even so, towards the end they did begin to sell well, and a TR8 also found its way into the world of Rallying under the command of Tony Pond, the 300bhp monster he drove was simply untouchable.

Today these cars can be common if you know where to look, but don't expect to find many in everyday usage as like most British Leyland cars, they don't react well to the rain.

Some background:

The Rolls-Royce Griffon engine was designed in answer to Royal Navy specifications for an engine capable of generating good power at low altitudes. Concepts for adapting the Spitfire to take the new engine had begun as far back as October 1939; Joseph Smith felt that "The good big 'un will eventually beat the good little 'un." and Ernest Hives of Rolls-Royce thought that the Griffon would be "a second power string for the Spitfire". The first of the Griffon-engined Spitfires flew on 27 November 1941. Although the Griffon-powered Spitfires were never produced in the large numbers of the Merlin-engined variants they were an important part of the Spitfire family, and in their later versions kept the Spitfire at the forefront of piston-engined fighter development. The first Griffon-powered Spitfires suffered from poor high- altitude performance due to having only a single stage supercharged engine. By 1943, Rolls-Royce engineers had developed a new Griffon engine, the 61 series, with a two-stage supercharger. In the end it was a slightly modified engine, the 65 series, which was used in the Mk. XIV, the first Spitfire mark with a Griffon engine to enter service. The resulting aircraft provided a substantial performance increase over the Mk IX. Although initially based on the Mk VIII airframe, common improvements made in aircraft produced later included the cut-back fuselage and tear-drop canopies, and the E-Type wing with improved armament.

However, following the 14 July Revolution of 1958, which resulted in the end of monarchy in Iraq, the influence of the Iraqi Communist Party grew significantly. The first commander of the Iraqi Air Force (the "Royal" prefix was dropped after the revolution), Jalal Jaffar al-Awqati, was an outspoken communist, and encouraged prime minister Abd al-Karim Qasim to improve relations between Iraq and the USSR. The Soviets reacted quickly, and in the autumn of 1958 a series of arms contracts was passed between Iraq and the Soviet Union and Czechoslovakia. These stipulated the delivery of MiG-15UTI trainers, MiG-17F fighters, Ilyushin Il-28 bombers, and Antonov An-2 and An-12 transports. The first aircraft arrived in Iraq in January 1959; during the late Sixties and the early Seventies additional MiG-17s may have been purchased and then forwarded to either Syria or Egypt.

General characteristics

Crew: 1

Length: 32 ft 8 in (9.96 m)

Wingspan: 36 ft 10 in (11.23 m) with full span elliptical tips

Height: 10 ft 0 in (3.05 m)

Wing area: 242.1 sq ft (22.49 m²)

Airfoil: NACA 2213 (root), NACA 2209.4 (tip)

Empty weight: 6,578 lb (2,984 kg)

Gross weight: 7,923 lb (3,594 kg)

Max. takeoff weight: 8,400[53] lb (3,810 kg)

Powerplant:

1× Rolls-Royce Griffon 65 supercharged V12, 2,050 hp (1,530 kW) at 8,000 ft (2,438 m),

driving a 5-bladed Jablo-Rotol propeller

Performance:

Maximum speed: 441 mph (710 km/h, 383 kn) in FS supercharger gear at 29,500 ft.

391 mph in MS supercharger gear at 5,500 ft.

Combat range: 460 mi (740 km, 400 nmi)

Ferry range: 1,090 mi (1,760 km, 950 nmi)

Service ceiling: 43,500 ft (13,300 m)

Rate of climb: 5,040 ft/min (25.6 m/s) in MS supercharger gear at 2,100 ft.

3,550 ft/min in FS supercharger gear at 22,100 ft.

Time to altitude: 7 mins to 22,000 ft (at max weight)

Wing loading: 32.72 lb/sq ft (159.8 kg/m²)

Power/mass: 0.24

Armament:

2× 20 mm (0.787-in) Hispano Mk II cannon, 120 rpg

4× 0.303 in (7.7 mm) Browning machine guns, 350 rpg,

Underwing hard points for 8× 60 lb (27 kg) rockets, 2 x 250 lb (113 kg) bombs or slipper tanks,

1× ventral hardpoint for a 500 lb (227 kg) bomb or a drop tank

The kit and its assembly:

This was a rather spontaneous interim build. The Academy Spitfire was left over from a D-Day combo that contained a Hawker Typhoon, too, and I lacked an idea for the Spitfire for a long time) since I am not a big fan of the aircraft, at least what-if-inspiration-wise). However, when pondering about a potential operator from the very early pos-war period I remembered the Royal Iraqi Air Force and its later Hawker Hunters which retained their NATO-style camouflage (RAF green/grey) despite being primarily operated in a desert environment. This, on a Spitfire…?

From this idea the Academy Spitfire was built almost OOB. Because the kit offers them as an option and for the cool look, I gave the Spitfire four RPGs under each outer wing. The ventral drop tank was taken from a Special Hobby late Spitfire kit. The only other additions are the antenna mast and the non-standard DF loop antenna behind the cockpit, created from thin wire and mounted on a small, streamlined socket.

Painting and markings:

The upper surfaces were painted in standard RAF WWII colors, Dark Green and Ocean Grey, using a mix of Humbrol 163 and 30 for a slightly more bluish WWII-style green and a mix of 106 and 145 for a lightened grey tone, respectively. As an individual contrast and paint scheme variation the undersides and the spinner were painted in RAF Azure Blue (Humbrol 157, lightened up with 47), more appropriate than the standard WWII Medium Sea Grey from the European theatre of operations. The cockpit interior became RAF cockpit green (Humbro,78) while the inside surfaces of the landing gear were painted in Medium Sea Grey (Humbrol 165), reflecting the original undersides’ tone in former RAF service.

Other markings were minimal. The Iraqi triangles were taken from a Balkan Models Su-25 sheet, because their green was rather pale, for more contrast to the surrounding camouflage. RIrAF fin flash was taken from a PM Model Hawker Fury two-seater (a.k.a. “Bagdad Fury”). The tactical code came from an Airfix Hawker Hunter (from an optional Kuwaiti machine). This looked O.K. but somewhat bleak, so I added more markings. I could not find any evidence for special ID markings on Iraqi aircraft during the Arab-Israel war, but to add an eye-catcher I gave the aircraft white ID bands on the wings and on the fuselage – inspired by markings carried by Egyptian aircraft (e. g. Spitfires) during the conflict, but somewhat simplified, without black trim. They were created from generic white decal sheet material.

After some soot stains around the gun ports and the exhausts, the model was sealed with matt acrylic varnish.

A relatively simple project and just a fictional livery - but the Iraqi Spitfire looks pretty cool, especially the ID stripes add a special touch. The European RAF scheme looks a bit off on an aircraft that would be delivered to the Middel East, but the Iraqi Air Force operated British types like the Hunter in this guise, and later Su-22 fighter bombers carried a similarly murky camouflage in very dark green and earth brown.

Are you interested to invest in the best juicer under $100? There is no need to spend a huge sum of money for a juice extractor. You can actually get a high-quality one kwithout spending more than $100. All it takes is to find the right source of information to help you in your decision. Fortunately, you can now use this reliable juicer under $100 review to walk you through 5 of the most reliable juicing machines that fall within that price range. Quick Navigation I. Best Juicer Under $100 Comparison Table II. Top 5 Best Juicer Under $100 Review III. Who Should Get a Juicer Under $100? IV. Conclusion Read more: ​The Different Types of Juicers I. Best Juicer Under $100 Comparison Table Product Name Speed/Motor Material Function​ Breville BJE200XL Compact Juice Extractor Editor’s Choice Check Price 14,000 RPM / 700 watts Heavy-grade polymer body, Italian-made micro mesh filter, stainless steel cutting disc - Uses a centrifugal action in maximizing the grinding and juice extraction process from a wide range of fruits and veggies, making it an excellent daily juicing machine - Works best in extracting juice from hard ingredients, like carrots, celeries, and beets. It is also ideal for juicing various fruits, such as apple, lemon, and orange. Aicok Juicer Slow Masticating Juicer Check Price 80 RPM / 150 watts Steel construction, plastic rotating parts - Ideal for juicing certain fruits, like grapefruits, lemon, and oranges with its auto-rotating reamer - Juices produce from fibrous veggies, such as ginger and celery, as well as leafy greens. It can juice soft fruits and berries, too, while preserving essential vitamins and minerals by minimizing heat buildup. Hamilton Beach 67601A Juice Extractor Check Price 800 watts Stainless steel - Works rapidly in juicing different fruits and vegetables. It can extract juice from apples, oranges, carrots, pineapples, celery, berries, grapes, tomatoes, beets, ginger root, kale, spinach, etc. within just a few seconds. - Useful in making rice, almond, and soy milk, too. Aicok Juicer Centrifugal Juice Extractor Check Price 12,000 to 15,000 RPM / 400 watts Stainless steel - Dual steel motor – The lower speed motor is ideal for juicing soft fruits, including melons, tomatoes, grapes, apples, and oranges. The high-speed motor is designed for hard fruits and veggies, such as beets, ginger, celery stalks and carrots. Aicok Juicer Wide Mouth 76MM Centrifugal Juice Extractor Check Price 12,000 to 14,000 RPM and 16,000 to 18,000 RPM / 1,000 watts Stainless steel blade, mesh filter basket - Dual speed control – The low speed is from 12,000 to 14,000 RPM, which is capable of handling soft and ripe fruits, veggies and produce, like peaches, tomatoes, cucumber, cabbage, kiwi, oranges, and grapes. - The high speed is from 16,000 to 18,000 RPM, which you can use in juicing harder fruits, veggies, and produce, such as beets, ginger, apples, celery, and spinach, among many others. Read more: Top 10 Best Juicer In 2018 II. Top 5 Best Juicer Under $100 Review 1. ​Breville BJE200XL Compact Juice Extractor i. Review Another juicer under $100 that you can check out is the Breville BJE200XL. One thing that anyone will instantly notice about this juice extractor is its clever and compact design. It is designed in such a way that it only uses fewer parts while consuming less space in comparison to other ordinary juicers. What is so great about this juicer is that it delivers a solid performance whether you use it to juice fruits or leafy veggies. You will also find it easy to clean while using parts and components safe to be placed in your dishwasher. Note that it is a centrifugal juicer, which packs a lot of power. Add to Card Editor’s Choice One remarkable benefit of this juicer is that its operation process is simple. It only has a single-speed operation, which means that you no longer have to guess how you can properly process the fruits and veggies. ii. Special Features and Benefits High 14,000 RPM speed One remarkable asset of this Breville compact juicer is its high speed and power. It is powerful and speedy enough that it runs at 14,000 RPM using its 700-watt motor. This high juice extraction speed allows it to maximize the extraction of juice in a rapid manner. Due to its high speed, you can save a lot of time during juicing. You can also save money since you no longer have to buy plenty of ingredients because it is capable of extracting a lot of juice. Centered knife blade setup This is actually a patented setup or assembly, which is helpful in ensuring that once you put produce or ingredients to the feed tube, their pulp will be shredded to small pieces while pushing them against the filter using a dual-blade knife. This improves the ability of the juicer to deal with heavy-duty juicing. It also guarantees that the filter and cutter won’t have any uneven pressure. Extra-wide feed chute The feed chute is around 2 x 1.5 inches, thereby letting you put large items and produce in there. This will lessen the amount of time you need to chop ingredients to small pieces. Fibrous ingredients, like celery, however, may need to be chopped up a bit so their fibrous stalks won’t wrap around the auger. 3-inch feed chute With this width, you don’t have to waste time slicing whole fruits, like apples, into pieces so you can put them into the chute then push them down. 1-liter collecting jug This jug promotes utmost convenience since it prevents you from having to transfer the extracted juice constantly to another container. iii. Things We Like and Don’t Like Pros check Works really fast – Expect it to produce juice within just a few seconds. check Easy to clean and use. check Comes with a large and wide feed chute to minimize preparation time. check Features an ergonomic and compact design. check Stable in the sense that it doesn’t jump around when in operation. Cons Does not feature a separate pulp ejector. Louder than a masticating juicer. Read more: Top 8 Best Centrifugal Juicer In 2018 2. Aicok Juicer Slow Masticating Juicer i. Review If you are interested to invest in a slow masticating juicer then you’ll find this Aicok Juicer worthwhile for your attention. This slow masticating juicer provides a huge favorable advantage over the other juicing machines because of its multipurpose and versatile nature. Expect the juicer to showcase its versatility with its effectiveness in extracting healthy and flavorful juices from different kinds of fruits, produce, and vegetables, including carrots, oranges, apples, leafy greens, ginger, celery, and even wheatgrass. It also boasts of its solid built as well as easy to clean construction. Add to Card The fact that it is modestly priced, lower than $100 actually, also makes it a great buy. Just like other cold press juicing machines, this Aicok juicer actually utilizes a slow juicing technique as a means of minimizing the buildup of heat. Such technique also aids in preserving the vitamins and minerals generated from the ingredients. ii. Special Features and Benefits Slow yet highly reliable speed and motor One prominent feature of this slow masticating juicer from Aicok is the fact that it utilizes a 150-watt DC motor capable of rotating the auger via a slow speed, around 80 RPM only. Rest assured that the slow speed is actually a big advantage as it can minimize oxidation, thereby resulting in the ability of the extracted juice to last longer. It also assures users that there will be no heat buildup, causing vital nutrients to be retained. 75-mm feed chute Another special feature in this masticating juicer is its 75-mm feed chute. It is wide enough that it seems to be effortless for it to accommodate whole apples. The chute even provides two openings for your convenience – one is a small opening while the other one is large. This guarantees its ability to handle various ingredients of different sizes. The juicer even comes with a pusher, which can help you push the ingredients to the auger beneath. Big auger You will also be pleased with the big auger integrated into this masticating juicer. With such auger, it is capable of squeezing and chopping even whole fruits efficiently. The presence of this auger even prevents the need to chop fibrous veggies first before putting them in the machine. iii. Things We Like and Don’t Like Pros check Allows the storing of juice for a max of 3 days – Frozen juices can even last even longer than that. check Truly affordable. check The feed chute is wide enough so chopping certain fruits is unnecessary. check Comes with a safe and sound reverse function. check Quiet operating system. Cons Not as speedy as centrifugal juicing machines. A bit tall that it might not fit the area beneath a cabinet. Read more: Top 5 Best Citrus Juicer 3. Hamilton Beach 67601A Juice Extractor i. Review It is also possible for Hamilton Beach 67601A to give you utmost satisfaction, especially if you are someone who wishes to improve your health through juicing without having to do extra work. It is just a simple juicer but it’s pleasing to look at with its modern and attractive appearance. Such modern design also allows it to fit contemporary kitchen decorations. It appears in black, making it suitable for all types of color schemes used in the kitchen. With its 800-watt motor, anyone will instantly notice how powerful and strong this machine is. It can, therefore, take care of fruits, such as berries, bananas, and apples within just seconds. Add to Card This juicing machine also specializes in providing users with variety. Such is possible by letting them extract juice from any ingredient they prefer – that is regardless of how hard or tough it is. It can even handle harder produce, such as cucumbers, grapefruit, and pineapples. ii. Special Features and Benefits 3-inch feed chute This substantially cuts down your preparation time because there is no need for you to do advanced dicing and chopping of the produce prior to juicing it. It is built to accommodate even whole and large fruits and veggies without cutting them up. Higher juice spout This special feature is designed in such a way that it pours the extracted juice directly into a glass or your chosen container. With the presence of the juice spout, you can lessen your effort because you no longer have to wait for the device to dispense the juice into a pitcher and pour it into a glass. It is positioned high enough, making it user-friendly, allowing the direct flow of the juice to a number of bowls or container. Huge pulp container The separate pulp container integrated into this Hamilton Beach Juicer is also a big advantage. It is helpful in ensuring that you won’t stop too often just to empty the pulp. It can also minimize your juicing time, which is a big help, especially if you have a busy schedule. Dishwasher-safe parts Aside from being dishwasher-safe, most of its parts, like the strainer, strainer bowl, pulp bin, juicer cover, and food pusher are also BPA-free. This juicer also comes with an easy to use cleaning brush. iii. Things We Like and Don’t Like Pros check Comes with a powerful motor for extracting juice in just a few seconds. check Less pre-cutting and preparation needed due to its wide feed chute. check Easy to clean and assemble. check Features a large pulp container or catcher. check Lightweight. Cons A bit loud. The extracted juice is prone to oxidation. Read more: Top 8 Best Masticating Juicer 4. Aicok Juicer Centrifugal Juice Extractor i. Review Another great choice that is available for you is the Aicok Juicer Centrifugal Juice Extractor. It offers an easy solution for extracting vitamins and nutrients from various ingredients you are planning to juice without the risk of getting harmful additives. It makes use of a powerful and fast blade system capable of extracting fresh and flavorful juice. Another valuable benefit of this juicer is that it operates at a high speed and level of efficiency, thereby maximizing the juice extraction process. It makes use of a powerful 400-watt motor with dual speed. Add to Card What is good about having two speeds is that it gives you the freedom to set it at a low or fast speed depending on the ingredients you are planning it to handle. This centrifugal juicer is also safe to use because of its safety locking arm that helps ensure that it stays firmly and safely in place while doing its function. ii. Special Features and Benefits Stainless cutting disc The inclusion of a stainless steel cutting disc into the built-in features of this juice extractor promotes fast and better results when it comes to juicing. The disc is also BPA-free while being surrounded by a micro-mesh filter. Such combination of materials for the disc and the filter makes it possible for the machine to extract 25% more juice from the ingredients used as well as 30% more essential nutrients, vitamins, and minerals in comparison to other juicing machines. Dual-speed motor This juicer is also unique in the sense that it makes use of dual speeds for its motor. With that, you can make your choice based on the most suitable speed for a specific ingredient. For instance, if you wish to juice soft fruits then set it at a low speed around 12,000 to 15,000 RPM. In case of hard ingredients, use the high speed, which is around 15,000 to 18,000 RPM. Safety locking arm You will also be pleased with the built-in safety locking arm that you can find in this machine. It keeps you safe as the machine won’t operate without safely locking the arm in place and without putting the juicer cover. It also has an overload protection system, which is helpful in shutting off the juicer automatically in case the motor overheats. . iii. Things We Like and Don’t Like Pros check Equipped with a dual-speed motor. check Extracts more juice and nutrients from various ingredients. check Offers safety with its safety locking arm and overload protection system. check Uses a powerful and fast blade system to extract juice. check Can operate at a high speed. Cons A bit confusing to clean at first. Does not work that well on kale as well as other similar greens. Read more: Top 5 Best Lemon Squeezer 5. Aicok Juicer Wide Mouth 76MM Centrifugal Juice Extractor i. Review If you are looking for a highly efficient centrifugal juice extractor under $100, then the Aicok Juicer Wide Mouth 76mm Centrifugal Juicer is probably what you need. It is an affordable centrifugal juicer but still works efficiently in supplying you with fresh juices that have all the nutrients you need on a daily basis. It even boasts of its powerful and fast blade system to ensure that it can give you all kinds of organic and healthy juices. One thing that many users like about this juicer is its fantastic design. It also has the ability to separate the pulp and juice of the fruits and other ingredients used. Add to Card This results in a flavorful and nutritious fresh juice without any residue or pulp left. It also guarantees a straightforward cleaning process since you can disassemble and reassemble it quickly and easily. The simplicity of its operations is also a big plus. ii. Special Features and Benefits 76-mm funnel/feed chute This is a wide mouth opening for the feed chute, allowing it to accommodate apples, lemons, cucumbers, carrots, and many more without having to chop them. Fruits and veggies can also be expected to fit the hopper without the risk of getting stuck because it is large enough. Low-speed gear reduction motor This juicer also makes use of a low-speed gear reduction motor. This guarantees the ability of the juicer to perform its intended function without producing too much noise. Expect it to operate quietly while minimizing vibrations. 1,000-watt motor This highly efficient juicer from Aicok also packs a lot of power because of its 1,000-watt motor. Such powerful motor improves its efficiency in extracting a higher amount of juice and essential vitamins and minerals when compared to other juicing machines. Dual-speed control Another thing that makes this juicer distinctive is its dual-speed control, giving you the freedom to pick the specific speed you prefer. You can pick the speed based on the processed ingredients. For instance, you can set it at a low speed (around 12,000-14,000 RPM) in case you are dealing with soft fruits, veggies, and ingredients. If you want the machine to handle harder ingredients, then use its high speed, which you can actually set at around 16,000-18,000 RPM. Safety lock device This juicer also sets itself apart from the other machines with the presence of its safety lock device. It comes in the form of a safety locking arm, which ensures that the sharp blade basket of the juicer does not accidentally fly out during its operation. iii. Things We Like and Don’t Like Pros check Wide mouth opening for the feed chute. check Features a powerful 1,000-watt motor. check Offers freedom with its dual-speed control. check Promotes safety because of its safety lock device. check Easy to clean up, thanks to its removable and dishwasher-safe parts. Cons Prone to leaking. Louder operation compared to masticating juicers. III. Who Should Get a Juicer Under $100? Juicing has become a lifestyle and passion for some people, especially those who are into improving their health. It is a continuously top trending technique as far as health is concerned. It is also good for those who wish to stay healthy while still enjoying simple, customizable and delicious recipes. If you want to walk into the field of juicing then you need a top-notch quality juicing machine so you can make fresh and nutritious juices every day. This does not mean, however, that you should spend a lot of money on it. In fact, it is possible for you to find a juicer below $100. Here are just some of those who can greatly benefit from a good juicer offered at below $100: 1. Those who are on a budget If you are on a budget then you can greatly benefit from checking out high-quality juicers under $100. It targets anyone who is willing to invest in a great entry-level and low-priced juicing machine. You do not have to worry about the quality since you can actually find several machines at this rate that are built to be solid and function in the same way as the mid-priced and the high-end ones. It is even easy to find compact and affordable juicing machines that can get the job done without any hassle. 2. Those who wish to improve their health through juicing without spending a fortune Are you interested in juicing because of the many health benefits that it offers but do not want to spend a huge sum on high-end juice extractors? If you answered yes, then the best juicer under $100 is ideal for you. Juicers under $100 are among the cheapest in the market but you still have an assurance that they are built with quality and better performance in mind. With that, you can invest in one so you can finally improve your health by gaining all the nutrients that fresh and natural juices can offer. It is a great starter juicer because it is only low-priced. Even with its budget-friendly price, expect it to supply your diet with plenty of nutrients. If you are a parent then it’s a great way to provide your kids with healthy and unprocessed fresh juices that are good for their health without spending too much. The best juicer under $100 definitely fits everyone who wishes to stay healthy through the regular intake of freshly extracted and highly nutritious juices without making them spend on high-end products. This price will never put a hole in their pockets. It is also an excellent choice for anyone who is single, which means that he/she does not need to produce a lot of juice for a huge group of people. It can also benefit someone who often eats outside because of his work. The fact that they do not need to produce a huge quantity of juice each time makes a budget-friendly juicer, such as those that do not exceed a hundred dollars, perfect for them. IV. Conclusion If you are really interested in getting a hold of a budget-friendly juicing machine, preferably one that does not exceed the $100 mark then the five products indicated in this review article are among your top choices. Note that considering the feedback from users and the features provided by the juicers, the emerging winner seems to be the Breville BJE200XL Compact Juice Extractor. At a low price, you can already get a heavy-duty juice extractor, which also boasts of its compact size and design. This means that it is not that hard to store and set up in your kitchen because it does not consume too much space. It also guarantees maximum juice extraction with its high speed and powerful motor. The overall construction of this juicer is highly durable considering the fact that it makes use of heavy-grade materials, like polymer and stainless steel. With its ability to operate safely and extract a lot of juice and nutrients from its ingredients, this product is definitely a steal. I highly advise you to spend time reviewing each of the products mentioned in this article as well as their features, though, before making your final choice so you can really get that juicer, which suits you the most. . The post Best Juicer Under $100 in 2018 – Reviews and Top Picks appeared first on The Press Juicer. from WordPress ift.tt/2u9X2y4 via IFTTT from Facebook ift.tt/2KFFfd1 via IFTTT from Facebook ift.tt/2KWkWnO via IFTTT

The tragic remains of the once great abbey of Bury St Edmunds. Originally one of the largest and most powerful monastic complexes in England, the abbey precinct was constructed around the vast church which was built over the tomb of the martyred King and Saint Edmund and was a major centre of pilgrimage.

The great Norman church was of colossal proportions, cruciform and larger than many cathedrals (certainly the one which now stands before its site, which would have easily fitted into the abbey's nave with room to spare). Its facade was immensely broad and was formerly crowned by a soaring tower and spire, its overall form perhaps somewhere between the frontages of Ely and Lincoln cathedrals.

All its glory ended with the Dissolution of the Monasteries, it came close to a reprieve when Henry VIII considered forming new dioceses out of certain great monasteries in which case it would have become the cathedral (instead of the much smaller St James's church in front of it). Alas it was not to be and the site was quickly plundered and used as a quarry.

Today the enormous church has been so systematically plundered that only the misshapen rubble cores of the crossing pillars and parts of the transept and west front remain, all robbed of their original facing stone.

The west front is the most substantial fragment, its arches filled in by later houses, thus what appears to be a jumbled row of stone buildings immediately behind the present cathedral is actually the lowest stage of the church's main facade, though it takes considerable imagination to make sense of it all. The most recognisable features are the three great arches of the central portals (with later houses embedded in them) and the base of an octagonal turret at the south end (formerly balanced by a similar feature to the north, now vanished).

This place always saddens me with a huge sense of loss, one of England's greatest buildings stood here but has all but vanished, the great open space left like a gaping wound from one of history's more vicious blows. If I had access to a time machine, this would be one of my first stops (on a very lengthy itinerary!).

Please do not use this image on websites, blogs or other media without my explicit permission. Copyright © Akshay - All Rights Reserved.

This is a Sugarcane juice machine. This shot was taken while wheel is rotating. Sugarcane juice is consumed worldwide, and due to its known health benefits, it is a traditional food with a profound presence in the local cultures where it is grown (Brazil and India are the top two producers, though it is grown in over 100 countries). Sucking or chewing on an exposed end of the raw sugarcane is one way to consume the juice, although the juice can also be extracted in larger quantities for drinking, by feeding the large stalks through a slow moving roller pressing machine, similar to an old fashioned wringer washing machine. The locals drink it with a pinch of sea salt and lemon juice, for a natural high-energy drink whose value goes far beyond its sweet taste.

The ‘Pataphysical Slot Machine was on exhibit at the Mill Valley Library in October 2015.

Visitors on Sunday, October 25 seemed to really enjoy the experience: their faces tell the whole story in this picture, as well are related photo albums such as this one:

www.flickr.com/photos/fabola/albums/72157659147117739

Come see the slot machine this month! Our poetic oracle awaits you, to share words of wisdom about your life and future.

The exhibit is open one last day, Saturday October 31, 2015, from 1 to 5pm, in the downstairs conference room of the Mill Valley Library.

Learn more: pataphysics.us/join-the-unveiling-of-the-slot-machine

This is one of several T-6 or Harvard airframes which were converted for the 1968 'Tora, Tora, Tora' fim.

Evident in this shot are the three blade propellor (replacing the usual two-blader) and the modified cowling. During filming the aircraft were also fitted with a spinner, but this is not currently fitted to this machine.

This particular aircraft was built in Canada as a Harvard 4. It's original Canadian military serial was 20380.

c/n CCF4-171.

Commemorative Air Force 'Dixie Wing'.

Peachtree Falcon Field.

Georgia, USA.

18-4-2013

Issue 2 (September 1945) or 124 Wing's 'Tale Spin' magazine, published after the end of the war when the unit was stationed in Lubeck, Germany.

My father, Gerald Trevor Roberts, was part of 124 Wing, operating Typhoons, from July 1944 in Normandy until their demobilisation in Lubeck in 1946.

LOOKING back over the past historic month to the early part of last summer when we began our fight to dislodge the enemy from his dominating position athwart the continent of Europe, one cannot resist the temptation, now that our task has been accomplished, of saying, “We have put up a good show”.

“IT WAS NOT ALL IN VAIN”.

From left, tractor owner Nick Foster and operator trainee Connor Wilson show U.S. Department of Agriculture (USDA) Secretary Sonny Perdue what it takes control the valves, fuel, water and other controls of the 1910 75-horsepower Case âMontana Specialâ steam tractor, in the 1900 era village at the Iowa Living History Farms, Urbandale, IA, on Aug. 5, 2017. This yearâs annual Grain Harvest Festival features a steam tractor that drives a belt powered antique threshing machine.

This type of tractor was known as a breaker, because it was used to initially breakup the Montana prairie soil. The special purpose 3-foot wide rear wheels were needed for when the Montana soil became soft. Operating the tractor are Clara Bergman and Connor Wilson who have been learning about antique farm steam engines and tractor operation from Foster. Today, the thresher is being used to separates oat seeds from the harvested plant. While there, Secretary Perdue also visits a historic baseball game where players wear uniforms of the period and follow the baseball rules of the time. Visitors are able to learn about mid-west rural life and the agricultural science and engineering of the past three centuries.

His stop here is part of a five-state RV tour, featuring stops in five states: Wisconsin, Minnesota, Iowa, Illinois, and Indiana; titled the âBack to Our Rootsâ Tour, he is gathering input on the 2018 Farm Bill and increasing rural prosperity, Aug. 3-8, 2017. Along the way, Perdue will meet with farmers, ranchers, foresters, producers, students, governors, Members of Congress, U.S. Department of Agriculture (USDA) employees, and other stakeholders. This is the first of two RV tours the secretary will undertake this summer. âThe âBack to our Rootsâ Farm Bill and rural prosperity RV listening tour will allow us to hear directly from people in agriculture across the country, as well as our consumers â they are the ones on the front lines of American agriculture and they know best what the current issues are,â Perdue said. âUSDA will be intimately involved as Congress deliberates and formulates the 2018 Farm Bill. We are committed to making the resources and the research available so that Congress can make good facts-based, data-driven decisions. Itâs important to look at past practices to see what has worked and what has not worked, so that we create a farm bill for the future that will be embraced by American agriculture in 2018.â For social media purposes, Secretary Perdueâs Twitter account (@SecretarySonny) will be using the hashtag #BackToOurRoots. USDA Photo by Lance Cheung.

Main Passage Way Into Kiln, Showing Track Used to Bring Dry Brick From Dryer Direct to Kiln.

Date: 1906

Source Type: Photograph

Publisher, Printer, Photographer: The Clay-Worker, March 1906

Postmark: Not Applicable

Collection: Steven R. Shook

Remark: In 1890, the Chicago Hydraulic Pressed Brick Company established a large production facility at Porter. Two additional facilities were erected in Porter over the next decade. On October 21, 1904, the plant was destroyed by fire, with the exception of the barns, clay sheds, and some minor buildings. The fire resulted in a loss reported to be $50,000. Early in the spring of 1905 the plant was rebuilt, and the buildings were made to be more fire proof. The image how the brick manufacturing facility in 1906 after it was rebuilt. The facility ceased operations in 1924 when clay was becoming scarce, and thereby too expensive, to make brick manufacturing profitable in the area.

This image was obtained from the following article published in the March 1906 issue in The Clay-Worker:

A MODEL PRESSED BRICK PLANT.

A MODEL PLANT, unique in more than one detail, is that put into commission by the Chicago Hydraulic Pressed Brick Co., at the beginning of the season just closed. Located at Porter, Ind., it has risen, Phoenix-like, (with apologies for that thread-bare phrase) from the ashes of the company's first plant, which was destroyed by fire October, 1904.

A device for using the waste heat from the cooling kilns in a dryer into which the brick are run on rack cars directly from the presses and again directly to the kilns, a truss roof stock shed absolutely without center supports to interfere with handling, and a movable shelter shed under which the clay is dug out from the rich clay bank, are among the features which make the Hydraulic's plant at Porter, remarkable among the other pressed brick plants in the country.

The Chicago Pressed Brick Company was incorporated February, 1890. It is controlled by the Hydraulic Pressed Brick Company of St. Louis, which, prior to 1890, had furnished practically ninety per cent. of the face brick of all colors used in Chicago. Operating at Porter, Ind., prior to 1890 were the Purington-Kimbell Brick Company, the Thomas Moulding Company, and the Hinchcliff and Owen Brick Company.

The Chicago Hydraulic Pressed Brick Company purchased the yards from the parties last named, and other acreage comprising a total of 420 acres. This area contains the only deposits of clay burning a deep red, within 150 miles of Chicago. As Porter is only 45 miles from Chicago, and with an unlimited supply of clay, the object of the Chicago Hydraulic Pressed Brick Company in securing this property is self-evident.

The plant up to October 1904 had a capacity of 20,000,000 brick a year. Then came the fire, entirely destroying this valuable and productive plant, at the close of a season when it had been worked to its limit. The Company was not long in preparing the recoup this loss and rebuild the plant. Rebuilding operations commenced March 2, 1905, were completed the following May, and the plant is now the most modern pressed brick plant owned by any company, according to Chicago experts. No expense was spared in rebuilding, and every advantage given be recent patents in handling the product in an up-to-date manner, was eagerly seized by the alert management. E. C. Kimbell himself, had immediate oversight of almost every detail, and spent the greater part of his time down at Porter during the building of the new plant.

The output of the plant during its first year was practically 18,000,000. Being located on the Michigan Central, the Lake Shore and Michigan Southern railways, with switch connections with the Pere Marquette and the Elgin, Joliet and Eastern, the shipping facilities are perfect. The plant is equipped to run winter and summer, and since rebuilding, has been run continually to its full capacity.

The officers of the company are: E. C. Eliot, president, St. Louis; F. G. Middlekauff, first vice-president, St. Louis; F. L. Joy, second vice-president and secretary, St. Louis; G. F. Baker, treasurer, St. Louis; and E. C. Kimbell, assistant secretary and general manager, Chicago.

At the Hydraulic's new plant it has been demonstrated for the first time that a pressed brick manufactured by the hydraulic process can be successfully passed through a dryer in which the waste heat from the cooling kilns is used, and this process in addition to turning out a superior product of brick, lessens the cost considerably, as the brick have only one handling from machine to kiln, ready to set. Reference to the cut will show the position of the rack car as bricks are being loaded onto the pallets direct from the machine. This will make it clear to any one interested in the manufacture of pressed brick wherein the advantage of handling brick in this manner lies.

A 50,000 per day Potts machine for the manufacture of sand molded brick, which are also handled through the dryer, is another feature of the plant, and the cut shows also the sand mold clay pit with the track cars are drawn up the incline by cable direct to the disintegrating hopper.

One of the prize features of the plant, however, is the temporary shelter shed which has been installed. This follows along the clay bank as the clay is dug out, enabling the shovelers to work in any kind of weather. This shed is thirty-two feet square. The corner supports are six by eight timbers. The "bank side" of the shelter is seven feet high and runs along the top of the bank on a grooved wheel which rides a track set on a plank. The low side is sixteen feet high and also rides along on grooved wheels set at the two lower corners, these also running on a track bent to a plank. This shed keeps twelve feet of the clay bank under operation. Two tracks run through it and the cars carry the clay away as it is "mined." A volcano stove rests on a platform which is hung from a truss in the roof by rods. The mean leave their dinner pails around this stove and have hot dinners, while on an ordinary winter day the temperature is so hot that the men work with their coats off. The shelter is equally good against the heat of summer, however. The shed is so strong that it has been found possible to explode a two-pound charge of dynamite under it without effecting [sic] it at all, and one man with a crowbar can "pinch," the whole structure along by working at the front wheel.

Another cut shows the main passageway into the kilns, and the track used to bring brick from the dryers direct to the kiln. Three transfer tracks run from the main kiln track, and each car on these tracks is a double transfer car. These double cars run on a four-foot guage [sic]. The pallet or rack cars are on a two-foot guage [sic]. These run out from the dryers to the double transfer cars, aboard the double transfer cars, down the movable tracks, running into the kilns. These movable tracks are also two-foot guage [sic], and the cars are run off the transfer car direct to the kilns.

The interior of the stock shed is also shown in a cut. It is 290 feet long and sixty-four feet wide. Its truss roof and absence of center posts make it absolutely unique. A loading track runs through the center of the shed. It is the first stock shed of its kind used for this purpose.

This model plant is in charge of W. J. Soper, the superintendent, who, with the exception of three years has been with the company since its organization.

Source:

Anonymous. 1906. A Model Pressed Brick Plant. The Clay-Worker 45(3):475-476.

Copyright 2021. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.

We made some cool 'pataphysical talismans and time machines this week in Geo Monly’s amazing woodshop at Tam High School in Mill Valley.

Howard Rheingold (a.k.a. Dr. Rindbrain) and Jean Bolte (a.k.a. Dr. Figurine) have been building a Time Machine model, which is coming along very well. It is a modular structure with five walls, which can house a wide range of interactive art works. It could grow into a 'collection of time machines’, featuring different artist's views of events that impact us all.

Fabrice Florin (a.k.a. Dr. Fabio) made hundreds of 'pataphysical talismans, using Tam High's laser printer, an Illustrator file created by Freddy Hahne (a.k.. Dr. Really). It only took a couple hours to print over 280 talismans, which are based on the symbol of unity, featured in stupas all over Nepal.

Our creative process is documented in this photo album: bit.ly/pata-photos

Come see the ‘Pataphysical Slot Machine at the Mill Valley Library this Saturday, Oct. 31, from 1pm to 5pm. Halloween costumes welcome :)

Learn more about our community-created poetic oracle: pataphysics.us/join-the-unveiling-of-the-slot-machine

Learn more about Tam High technical classes: www.marinlearn.com/index.cfm?method=ClassListing.ClassLis...

The ‘Pataphysical Slot Machine is on exhibit at the Mill Valley Library this month. Visitors to this unique art project seem to really enjoy the experience: their faces tell the whole story in this photo album. Overall, the slot machine seems to have a positive social impact: it makes people happy, gets them inspired -- and can help some of them become art makers.

Come see the slot machine this month! Our poetic oracle awaits you every weekend, to share words of wisdom about your life and future.

The exhibit is open from 1 to 5pm every Saturday and Sunday in October, in the downstairs conference room of the Mill Valley Library.

Pataphysical Studio members will be on hand to demo the Slot Machine and share what they have learned while building this interactive art project.

Learn more: pataphysics.us/join-the-unveiling-of-the-slot-machine

View more photos of the exhibit: www.flickr.com/photos/fabola/albums/72157659147117739

AS they were leaving the Toowoomba Showgrounds in Glenvale, heading where ever it is they head. Noted some new machines this year.

There are many things to question about the automotive world, but why did the Wedge ever take off?

With that said, I give you the Triumph TR7, British Leyland's once great hope for domination of the American market, crushed by poor design, miscommunication, terrible advertising and shoddy workmanship.

The Triumph TR7 was first launched in 1974 as British Leyland's top ranging sports car. Looking very sheek and stylish (and like a block of cheese with pop up headlights) with its low riding wedge shape, the car did indeed look the part...

...minus a few things here and there. One was that massive composite bumper, which was yoked onto the front of the car to conform with American safety legislation. Another was the roof design, which was hastily slapped on to conform to American safety legislation. And finally there's the tail lights, which were not designed to conform with American safety legislation, they were just poorly put together.

Yes the TR7 was in the grip of American safety legislation. Following the tragic death of James Dean, America planned to ban convertibles, and thus car manufacturers across the globe had to redesign their cars in order to work with this new legislation. However, instead of taking a leaf out of their own book and giving the TR7 a curious T-Bar arrangement like on the Triumph Stag, they decided to slap on a roof that completely compromised the profile of the car.

But styling was the least of the TR7's worries, it was then bogged down with how it was built. Underneath that wedgie body, the TR7 was nothing more than a humble Triumph Dolomite, powered by the fundamentally flawed Twin Dolomite V8 and built on the same chassis. The result was a car so faulty that it would hardly ever run, as was found in the filming of the popular British TV show, the New Avengers, where the character of Purdy was coupled with a yellow TR7 much like this one. Apparently the car was so unreliable that all the filming involving the car had to be done in 20 minutes or less before the car broke down again!

It was also interesting to note that when the car underwent trials Frankfurt Motor Show in 1977, the car overheated on a 2.5 mile speed test, and after 19 days in a shed, a troop of British Leyland engineers still couldn't figure out what was wrong with it.

But set aside the failure in giving it a reliable engine and a good design, the TR7 was then botched by Red Robbo's rowdies at the Speke Factory in Liverpool. Strike after strike occurred and cars were released onto the roads only half put together. The results were either massive unreliability, leaking panels, electrical infidelity and/or other problems, such as hitting the indicator switch which would cause the horn to blow. This downfall was assisted by the factory shutting down for nearly a year due to seemingly constant industrial action, with many unfinished TR7 shells rotting out in the Liverpool drizzle.

Eventually, order was somewhat restored when production moved to the factory in Coventry, and reliability began to improve, but with its reputation in tatters, the TR7 simply would not sell, even with promotion on the New Avengers. However, in the end the threat of American legislation was lifted, and the cars were allowed to be sold as convertibles, which were quite handsome looking machines. This was later added to by the fitting of a Rover V8 engine to replace the unreliable Dolomite engine, and as such the formula was perfected in the form of the Triumph TR8...

...only to be axed the following year in 1981 as that poor reputation mixed with build quality issues and an unusually strong Pound meant the car was surprisingly more expensive than its rivals, and so the TR7 and TR8's were dead. But even so, towards the end they did begin to sell well, and a TR8 also found its way into the world of Rallying under the command of Tony Pond, the 300bhp monster he drove was simply untouchable.

Today these cars can be common if you know where to look, but don't expect to find many in everyday usage as like most British Leyland cars, they don't react well to the rain.

Painting and markings:

Originally, when the Seeschwalbe was still conceived as a fighter, the model was to receive a daylight scheme in typical German naval aircraft colors (RLM 72/73/65). But this plan changed when the aircraft’s role became a ‘special purpose’ transporter for covert operations.

Nocturnal operations appeared plausible, so that the scheme became much more murky: from above, a splinter scheme with RLM 73 and RLM 74 (naval dark green and dark, greenish grey, both from the ModelMaster Authentic enamel paint range) was applied as a basis, and the undersides became black – as if standard daylight colors had been overpainted, a frequent practice.

Since this black paint was made from soot, it easily wore away and many Luftwaffe machines with improvised black undersides quickly gained a rather shaggy look. I wanted to re-create this look, and built up the lower paint accordingly: In an initial step, RLM76 (I used Humbrol 87, which is a tad darker than the RLM tone, for less contrast with the black) was painted on the lower wing surfaces, the fuselage with a medium waterline and the fin. Once dry, the national marking decals were added. Then a coat of thinned Revell Acrylics 6 Tar Black was applied on top of the lower surfaces, including the lower decals, and later wet-sanded in order to reveal some of the grey underneath for a worn look.

In order to break up the aircraft’s outlines, esp. at low altitude, a disruptive meander pattern in light grey (RLM 76) was painted on top of the upper surfaces. For this task, I thinned Humbrol’s 247 enamel and used a simple brush, painting the curls free-handedly. The finish looks pretty convincing, and it mimics well the technique with which those improvised patterns were applied in the field in real life: quickly, with anything at hand. The way the finish turned out, the pattern could have been applied with a broad brush – the use of a spray gun was rather uncommon, and IMHO the use of an airbrush on a model to recreate such a zigzag pattern rarely leads to convincing results?

This pattern was painted tightly around all the upper markings, and the markings themselves were kept at a minimum. For instance, the tactical code only comprises the aircraft’s individual letter “Blue O” behind the fuselage cross, which indicates an air staff machine. This would, following the official German squadron code system, be confirmed by an “A”, following as a fourth digit. The squadron’s code (“P7”, which is fictional, just like the aircraft’s sea reconnaissance squadron itself) was omitted, too. Such minimal markings became a frequent practice towards the final war stages, though, and it fits the aircraft’s special duty role well. The only individual marking is a squadron badge under the cockpit – lent from an Italian night fighter and placed on a dark blue disc. Another, subtle indicator for the aircraft’s operator are the blue air intake center bodies, repeating the staff flight’s blue color code.

Only some light weathering was done, with dry-brushed light grey on the leading edges, and finally the kit was sealed with matt acrylic varnish (Italeri). In a final step, some very light dry-brushing with aluminum was done on some of the fuselage edges, esp. the spray dams, and the position lights were painted with translucent paint over a silver base.

A fairly simple addition to the fairground fleet was this Bedford TK repainted from Oxford Diecast's Chipperfields Circus generator lorry. Chipperfields did have such a vehicle, reputedly ex-Army, so this is one of the more authentic models in the range, and this one is supposedly another Army surplus lorry. TYR 736S is now the master generator unit used when several of the family's rides are open on the same ground as it is more cost-effective than running an individual set for each machine. This was the first of many Oxford TKs to join my collection and I currently have a total of 15 Oxford, EFE and JB Models lorries with this style of cab!

Yes this is me and Curry again, we are about to install the new washing machine my wife bought…

Yes, me and C-C spent a lot of time together, unlike the other cats (we had three) she was always around, the other two spent most time sleeping (like normal cats) but not this one, she was always around helping me with things like installing the washing machine, vacuuming, watering plants and usually sat on my shoulder like a parrot while I was working on our laptop…

I was the one home all day in charge of doing daily home choirs and if I had time over I would work on my art…

The washing machine had a funny story to it…

Since we already had a machine which was transported from Sweden where we had lived before, but an older model…

So when we finally got to move in to a permanent home at Landstrasser Hauptstrasse , it arrived…

But when my wife and me was walking past a shop selling laundry machines this very specimen was on display with a big sign with a sales prize of 1000 €

My wife said to me, wow that is really cheap, of cause she was still thinking in Swedish currency SEK or Swedish Crowns… at the time one Euro was around 10 crowns…

So when we went in the shops she was going on about how cheap it was here in Vienna, Austria compared to Sweden, while the shopkeeper demonstrated the machine and talked about what a great machine it was…

Since we had separate economies, I didn’t really bothered what she bought and to what amount of money…

But when we went to the register and the man was fidgeting about with his till, it struck my wife… She whispered in Swedish to me: Oh it is in Euros not Swedish crowns!!!

I whispered back: yes of cause it is…

But she was to embarrassed to pull out of the deal…

So that is how we ended up with a brand new expensive washing machine in our new home…

Well actually the story doesn’t really stop there…

because now we suddenly had two washing machines… a bit too much for even my wife’s extreme laundry-needs..:

So she gave me an order:

Danny, find an online Austrian E-bay and sell the machine!!!

So I did, and this would have been my first online sale, well unless it was actually sold…

Let me just cut it short, the guy who wanted to buy it said (supposedly) he was a British national living at Cyprus but had friends that lived in Vienna who could pick it up…

What was even stranger was that he wanted to pay for it in travelers checks…

So cut the story short, they were false, he made threatening phone calls to my wives job and my e-mail… I ended up at the local police and met a really cool officer that looked like cut out of the pages of a Ed Gain Novel, just the cigarettes and whiskey missing…

Luckily he was good at english and he told me that these kind of online schemes are usual, but not usually about washing machines, more usually cars, our luck was that we did not allow him to pick up the machine before we had cashed the checks…

Peace and Noise!

/ MushroomBrain the scammed laundry seller

This was the Neptune Amazon that Total and other filling stations used before being replaced by Wesumat machines. This machine dates from the early 1990's Still Looks quite a modern design especially in this colour, pity another company like this went of business

My third time using the longarm quilting machine ... this is the Popcorning pantograph. I also used a green/tan variegated thread which really looks great on the pieced backing.

The first set of 3 cards in the Studio MIKMIK Pattern Studies Series. Each card is hand printed in two colours using a Gocco PG-11 machine.

This set is titled Saltaire In Stone. The Saltaire in Stone series of pattern studies draw their inspiration from the Italianate architecture found within the UNESCO World Heritage village of Saltaire, West Yorkshire. A wealth of archways, columns and stone flowers can be discovered in the village, a testament to the stonemason’s art.

These are now available in the Studio MIKMIK Etsy shop (see profile page).

www.studiomikmik.co.uk

In a Big War they need a big machine.

This machine are a mix of Bionicle, end Exo Force pieces.

The result ? You are the judge !

43/52 for the group 2022 Weekly Alphabet Challenge

This week's theme was: Q is for Quantitiy

I made a loaf in the bread machine this morning. The first thing I had to do was weigh out the right quantity of flour. The correct quantity of yeast is in the silver sachet.

With the piston-engined Lockheed EC-121 Warning Stars in USAF service beginning to show their age, the USAF issued a dual requirement in 1966 for a jet-powered airborne early warning system and an advanced radar to go with it. Both Boeing and McDonnell Douglas submitted designs based on their successful airliners—the 707 and the DC-8 respectively—while Hughes and Westinghouse competed for the radar.

Because the USAF was familiar with the 707 series thanks to its use of the C-137 Stratoliner and KC-135 Stratotanker, the Boeing proposal was chosen, with two aircraft designated as pre-production EC-137D testbeds. The radar was more problematic, as both companies had submitted superb designs, but eventually Westinghouse won the competition due to its use, revolutionary at the time, of digital programmable battle computers. Though the 30-foot diameter rotating radar dome looked a little incongruous mounted atop the fuselage, it was no detriment to performance and was a huge improvement over that carried by the EC-121; it combined the two radars of the Warning Star into one single piece of equipment and had much better look-down capability as compared to the earlier aircraft.

The interior of the aircraft was fitted with control stations, giving the USAF unmatched battle airspace management capability, thanks to datalinks that connected the E-3 into integrated systems already in place, namely in NATO Central Europe. The APY-1 radar can detect aircraft out to 400 miles, which encompassed most of the European continental airspace, as well as provide some overwater detection capabilities. The range and loiter capability of the E-3 allowed it to remain well behind the battle line for hours on circular “tracks."

After an uneventful testing period with the EC-137Ds, the aircraft was placed in full production as the E-3A Sentry AWACS (Airborne Warning and Control System) in 1975, with the first aircraft entering service in 1977. Throughout the Cold War, USAF E-3s—soon joined by 18 Sentries built specifically for NATO use, based in Germany with Luxembourgian registration—maintained steady patrols from Iceland to Turkey, keeping electronic eyes on Warsaw Pact forces behind the Iron Curtain. The greatest achievement that can be given to these aircraft is probably that their mere presence may have acted as a deterrent, as an all-out surprise attack on NATO bases would have been detected early.

The first combat use of the E-3 would come in 1991, during the First Gulf War with Iraq. USAF and Saudi Arabian E-3s were among the first aircraft to arrive for the buildup to war in Operation Desert Shield, and these aircraft continually kept an eye on Iraqi deployments throughout the six-month prelude to war. This was to come in handy when hostilities began, as the E-3 crews could anticipate Iraqi reactions and vector fighters, mainly F-15 Eagles, to intercept Iraqi fighters before a strike force was threatened. Of the 41 confirmed kills made by Coalition forces in Desert Storm, 38 were done with the assistance of E-3 crews.

The performance of the Sentry made an impression on air forces around the world, resulting in France buying E-3Fs; the United Kingdom had already placed an order for Sentry AEW.2s to replace both the ancient Shackleton AEW.2s in service and the failed Nimrod AEW.1.

While the E-3 had proven itself over Iraq, its electronics were getting dated: by 1995, personal computers had more storage space than the E-3’s 1977-technology machines. This was rectified in a long upgrade program that upgraded all of the Sentry’s electronic systems, as well as giving it enhanced surveillance capability by adding ESM sensors in bulges along the fuselage sides and underneath the nose: besides being able to vector fighters to airborne intercepts and coordinate airstrikes on ground targets, upgraded E-3Cs can now also detect enemy radars and send Wild Weasel SEAD aircraft against them. The newest upgrade, completed in 2001, added GPS to the E-3’s capability. The USAF is currently considering re-engining the E-3 fleet with more fuel efficient high-bypass turbofans, already done in the RAF, French, Saudi, and NATO Sentries. Of the 68 E-3s built or converted, 65 remain in service, three having been lost in accidents.

This Sentry represents an E-3A in its original, “clean fuselage” form. Wearing the patches of two defunct USAF commands—Tactical Air Command and Air Defense Command—this aircraft, like all USAF E-3s in the continental United States, would be assigned to the 552nd Airborne Warning and Control Wing (now the 552nd Air Control Wing), based at Tinker AFB, Oklahoma.

There are many things to question about the automotive world, but why did the Wedge ever take off?

With that said, I give you the Triumph TR7, British Leyland's once great hope for domination of the American market, crushed by poor design, miscommunication, terrible advertising and shoddy workmanship.

The Triumph TR7 was first launched in 1974 as British Leyland's top ranging sports car. Looking very sheek and stylish (and like a block of cheese with pop up headlights) with its low riding wedge shape, the car did indeed look the part...

...minus a few things here and there. One was that massive composite bumper, which was yoked onto the front of the car to conform with American safety legislation. Another was the roof design, which was hastily slapped on to conform to American safety legislation. And finally there's the tail lights, which were not designed to conform with American safety legislation, they were just poorly put together.

Yes the TR7 was in the grip of American safety legislation. Following the tragic death of James Dean, America planned to ban convertibles, and thus car manufacturers across the globe had to redesign their cars in order to work with this new legislation. However, instead of taking a leaf out of their own book and giving the TR7 a curious T-Bar arrangement like on the Triumph Stag, they decided to slap on a roof that completely compromised the profile of the car.

But styling was the least of the TR7's worries, it was then bogged down with how it was built. Underneath that wedgie body, the TR7 was nothing more than a humble Triumph Dolomite, powered by the fundamentally flawed Twin Dolomite V8 and built on the same chassis. The result was a car so faulty that it would hardly ever run, as was found in the filming of the popular British TV show, the New Avengers, where the character of Purdy was coupled with a yellow TR7 much like this one. Apparently the car was so unreliable that all the filming involving the car had to be done in 20 minutes or less before the car broke down again!

It was also interesting to note that when the car underwent trials Frankfurt Motor Show in 1977, the car overheated on a 2.5 mile speed test, and after 19 days in a shed, a troop of British Leyland engineers still couldn't figure out what was wrong with it.

But set aside the failure in giving it a reliable engine and a good design, the TR7 was then botched by Red Robbo's rowdies at the Speke Factory in Liverpool. Strike after strike occurred and cars were released onto the roads only half put together. The results were either massive unreliability, leaking panels, electrical infidelity and/or other problems, such as hitting the indicator switch which would cause the horn to blow. This downfall was assisted by the factory shutting down for nearly a year due to seemingly constant industrial action, with many unfinished TR7 shells rotting out in the Liverpool drizzle.

Eventually, order was somewhat restored when production moved to the factory in Coventry, and reliability began to improve, but with its reputation in tatters, the TR7 simply would not sell, even with promotion on the New Avengers. However, in the end the threat of American legislation was lifted, and the cars were allowed to be sold as convertibles, which were quite handsome looking machines. This was later added to by the fitting of a Rover V8 engine to replace the unreliable Dolomite engine, and as such the formula was perfected in the form of the Triumph TR8...

...only to be axed the following year in 1981 as that poor reputation mixed with build quality issues and an unusually strong Pound meant the car was surprisingly more expensive than its rivals, and so the TR7 and TR8's were dead. But even so, towards the end they did begin to sell well, and a TR8 also found its way into the world of Rallying under the command of Tony Pond, the 300bhp monster he drove was simply untouchable.

Today these cars can be common if you know where to look, but don't expect to find many in everyday usage as like most British Leyland cars, they don't react well to the rain.

There are many things to question about the automotive world, but why did the Wedge ever take off?

With that said, I give you the Triumph TR7, British Leyland's once great hope for domination of the American market, crushed by poor design, miscommunication, terrible advertising and shoddy workmanship.

The Triumph TR7 was first launched in 1974 as British Leyland's top ranging sports car. Looking very sheek and stylish (and like a block of cheese with pop up headlights) with its low riding wedge shape, the car did indeed look the part...

...minus a few things here and there. One was that massive composite bumper, which was yoked onto the front of the car to conform with American safety legislation. Another was the roof design, which was hastily slapped on to conform to American safety legislation. And finally there's the tail lights, which were not designed to conform with American safety legislation, they were just poorly put together.

Yes the TR7 was in the grip of American safety legislation. Following the tragic death of James Dean, America planned to ban convertibles, and thus car manufacturers across the globe had to redesign their cars in order to work with this new legislation. However, instead of taking a leaf out of their own book and giving the TR7 a curious T-Bar arrangement like on the Triumph Stag, they decided to slap on a roof that completely compromised the profile of the car.

But styling was the least of the TR7's worries, it was then bogged down with how it was built. Underneath that wedgie body, the TR7 was nothing more than a humble Triumph Dolomite, powered by the fundamentally flawed Twin Dolomite V8 and built on the same chassis. The result was a car so faulty that it would hardly ever run, as was found in the filming of the popular British TV show, the New Avengers, where the character of Purdy was coupled with a yellow TR7 much like this one. Apparently the car was so unreliable that all the filming involving the car had to be done in 20 minutes or less before the car broke down again!

It was also interesting to note that when the car underwent trials Frankfurt Motor Show in 1977, the car overheated on a 2.5 mile speed test, and after 19 days in a shed, a troop of British Leyland engineers still couldn't figure out what was wrong with it.

But set aside the failure in giving it a reliable engine and a good design, the TR7 was then botched by Red Robbo's rowdies at the Speke Factory in Liverpool. Strike after strike occurred and cars were released onto the roads only half put together. The results were either massive unreliability, leaking panels, electrical infidelity and/or other problems, such as hitting the indicator switch which would cause the horn to blow. This downfall was assisted by the factory shutting down for nearly a year due to seemingly constant industrial action, with many unfinished TR7 shells rotting out in the Liverpool drizzle.

Eventually, order was somewhat restored when production moved to the factory in Coventry, and reliability began to improve, but with its reputation in tatters, the TR7 simply would not sell, even with promotion on the New Avengers. However, in the end the threat of American legislation was lifted, and the cars were allowed to be sold as convertibles, which were quite handsome looking machines. This was later added to by the fitting of a Rover V8 engine to replace the unreliable Dolomite engine, and as such the formula was perfected in the form of the Triumph TR8...

...only to be axed the following year in 1981 as that poor reputation mixed with build quality issues and an unusually strong Pound meant the car was surprisingly more expensive than its rivals, and so the TR7 and TR8's were dead. But even so, towards the end they did begin to sell well, and a TR8 also found its way into the world of Rallying under the command of Tony Pond, the 300bhp monster he drove was simply untouchable.

Today these cars can be common if you know where to look, but don't expect to find many in everyday usage as like most British Leyland cars, they don't react well to the rain.

With the piston-engined Lockheed EC-121 Warning Stars in USAF service beginning to show their age, the USAF issued a dual requirement in 1966 for a jet-powered airborne early warning system and an advanced radar to go with it. Both Boeing and McDonnell Douglas submitted designs based on their successful airliners—the 707 and the DC-8 respectively—while Hughes and Westinghouse competed for the radar.

Because the USAF was familiar with the 707 series thanks to its use of the C-137 Stratoliner and KC-135 Stratotanker, the Boeing proposal was chosen, with two aircraft designated as pre-production EC-137D testbeds. The radar was more problematic, as both companies had submitted superb designs, but eventually Westinghouse won the competition due to its use, revolutionary at the time, of digital programmable battle computers. Though the 30-foot diameter rotating radar dome looked a little incongruous mounted atop the fuselage, it was no detriment to performance and was a huge improvement over that carried by the EC-121; it combined the two radars of the Warning Star into one single piece of equipment and had much better look-down capability as compared to the earlier aircraft.

The interior of the aircraft was fitted with control stations, giving the USAF unmatched battle airspace management capability, thanks to datalinks that connected the E-3 into integrated systems already in place, namely in NATO Central Europe. The APY-1 radar can detect aircraft out to 400 miles, which encompassed most of the European continental airspace, as well as provide some overwater detection capabilities. The range and loiter capability of the E-3 allowed it to remain well behind the battle line for hours on circular “tracks."

After an uneventful testing period with the EC-137Ds, the aircraft was placed in full production as the E-3A Sentry AWACS (Airborne Warning and Control System) in 1975, with the first aircraft entering service in 1977. Throughout the Cold War, USAF E-3s—soon joined by 18 Sentries built specifically for NATO use, based in Germany with Luxembourgian registration—maintained steady patrols from Iceland to Turkey, keeping electronic eyes on Warsaw Pact forces behind the Iron Curtain. The greatest achievement that can be given to these aircraft is probably that their mere presence may have acted as a deterrent, as an all-out surprise attack on NATO bases would have been detected early.

The first combat use of the E-3 would come in 1991, during the First Gulf War with Iraq. USAF and Saudi Arabian E-3s were among the first aircraft to arrive for the buildup to war in Operation Desert Shield, and these aircraft continually kept an eye on Iraqi deployments throughout the six-month prelude to war. This was to come in handy when hostilities began, as the E-3 crews could anticipate Iraqi reactions and vector fighters, mainly F-15 Eagles, to intercept Iraqi fighters before a strike force was threatened. Of the 41 confirmed kills made by Coalition forces in Desert Storm, 38 were done with the assistance of E-3 crews.

The performance of the Sentry made an impression on air forces around the world, resulting in France buying E-3Fs; the United Kingdom had already placed an order for Sentry AEW.2s to replace both the ancient Shackleton AEW.2s in service and the failed Nimrod AEW.1.

While the E-3 had proven itself over Iraq, its electronics were getting dated: by 1995, personal computers had more storage space than the E-3’s 1977-technology machines. This was rectified in a long upgrade program that upgraded all of the Sentry’s electronic systems, as well as giving it enhanced surveillance capability by adding ESM sensors in bulges along the fuselage sides and underneath the nose: besides being able to vector fighters to airborne intercepts and coordinate airstrikes on ground targets, upgraded E-3Cs can now also detect enemy radars and send Wild Weasel SEAD aircraft against them. The newest upgrade, completed in 2001, added GPS to the E-3’s capability. Of the 68 E-3s built or converted, 65 remain in service, three having been lost in accidents.

Dad got this picture of an E-3A shortly before he boarded it in 1978. Dad's job in the USAF was a radar controller, and at the time the AWACS system was just coming into use for NATO in Europe. He and several other enlisted radar controllers were flown in an E-3 to get a briefing on how the aircraft worked. Dad, being an aviation enthusiast, asked to visit the cockpit and was allowed to sit in the pilot's seat. While he was getting a friend to take some pictures, the pilot switched off the autopilot and said "Sergeant, your aircraft!" Dad was scared out of his mind, as he was now responsible for the lives of everyone aboard! Luckily, he was required to do nothing but hold the E-3 steady for about five minutes in perfect weather, with a copilot next to him. Still, it was an exhilarating experience for Dad, who as an enlisted man never got to fly anything.

This E-3 was assigned to the 552nd AWCW (now 552nd ACW), based at Tinker AFB, Oklahoma, though the picture was taken on the ramp at Ramstein, West Germany. The tail number is blurry, so this may be either 75-0557, one of the first production E-3As, or 77-0354. If it is the former, 75-0557 was later modified to E-3C standard and still flies today with the 552nd. If it is the latter, its ending was far more tragic: flying as Yukla 27, 75-0354 crashed with the loss of all 24 people aboard in 1995, as the result of a bird strike at Elmendorf AFB, Alaska.

Another shot from the wayback machine. This K train was a thrill to chase, don't ask me why. This train was just like any other train in the canyon that day. There was no special power, no out-of-the-ordinary freight cars. It was not on its knees crawling up the deceptively smooth and level floor of the canyon. Far from it, the train was gliding down the canyon with ease.

Perhaps it was the late afternoon light? Perhaps it was the fact that the hogger was wearing a cowboy hat, trademark cover of SP crewmen? Perhaps because it was the last train of the day I chased. Perhaps its because I was so eager to capture one of the last rural stretches of mainline within the LA Basin? Perhaps it was all the above? Whatever it was, it was a thrill to chase.

© 2012 Patrick Dirden Photography

All Rights Reserved

Busworld, Kortrijk Xpo

On my recent visit to the Busworld trade show, I came across this fascinating machine!

This is a Safra Businova, a plug-in hybrid bus packaged in an incredible way.

French design has always been innovative, and this is certainly different! Real wood used on the cash tray, interior steps and wheelchair backrest. Parts of the roof are glazed in the low floor section while the raised section over the rear is essentially a conservatory.

At the very rear of the bus, there is a module which is essentially towed along behind the rear drive axle.This module sits below the raised section of the passenger saloon and has it's own axle at the very rear, presumably to carry the weight of batteries contained within. This module is hinged to allow for vertical movement as the bus negotiates gradients.

A very different and clever machine and although not particularly great to photograph on it's stand it was well worth recording. There never has been and probably never will be anything like it!

We made some cool 'pataphysical talismans and time machines this week in Geo Monly’s amazing woodshop at Tam High School in Mill Valley.

Howard Rheingold (a.k.a. Dr. Rindbrain) and Jean Bolte (a.k.a. Dr. Figurine) have been building a Time Machine model, which is coming along very well. It is a modular structure with five walls, which can house a wide range of interactive art works. It could grow into a 'collection of time machines’, featuring different artist's views of events that impact us all.

Fabrice Florin (a.k.a. Dr. Fabio) made hundreds of 'pataphysical talismans, using Tam High's laser printer, an Illustrator file created by Freddy Hahne (a.k.. Dr. Really). It only took a couple hours to print over 280 talismans, which are based on the symbol of unity, featured in stupas all over Nepal.

Our creative process is documented in this photo album: bit.ly/pata-photos

Come see the ‘Pataphysical Slot Machine at the Mill Valley Library this Saturday, Oct. 31, from 1pm to 5pm. Halloween costumes welcome :)

Learn more about our community-created poetic oracle: pataphysics.us/join-the-unveiling-of-the-slot-machine

Learn more about Tam High technical classes: www.marinlearn.com/index.cfm?method=ClassListing.ClassLis...

With the piston-engined Lockheed EC-121 Warning Stars in USAF service beginning to show their age, the USAF issued a dual requirement in 1966 for a jet-powered airborne early warning system and an advanced radar to go with it. Both Boeing and McDonnell Douglas submitted designs based on their successful airliners—the 707 and the DC-8 respectively—while Hughes and Westinghouse competed for the radar. Because the USAF was familiar with the 707 series thanks to its use of the C-137 Stratoliner and KC-135 Stratotanker, the Boeing proposal was chosen, with two aircraft designated as pre-production EC-137D testbeds.

The radar was more problematic, as both companies had submitted superb designs, but eventually Westinghouse won the competition due to its use, revolutionary at the time, of digital programmable battle computers. Though the 30-foot diameter rotating radar dome looked a little incongruous mounted atop the fuselage, it was no detriment to performance and was a huge improvement over that carried by the EC-121; it combined the two radars of the Warning Star into one single piece of equipment and had much better look-down capability as compared to the earlier aircraft. The interior of the aircraft was fitted with control stations, giving the USAF unmatched battle airspace management capability, thanks to datalinks that connected the E-3 into integrated systems already in place, namely in NATO Central Europe.

The APY-1 radar can detect aircraft out to 400 miles, which encompassed most of the European continental airspace, as well as provide some overwater detection capabilities. The range and loiter capability of the E-3 allowed it to remain well behind the battle line for hours on circular “tracks”; while the E-3 would be a prized target during a war, it would be difficult to get to (though the Soviet Union developed the MiG-31 Foxhound partially to eliminate NATO Sentries in time of war).

After an uneventful testing period with the EC-137Ds, the aircraft was placed in full production as the E-3A Sentry AWACS (Airborne Warning and Control System) in 1975, with the first aircraft entering service in 1977. Throughout the Cold War, USAF E-3s—soon joined by 18 Sentries built specifically for NATO use, based in Germany with Luxembourgian registration—maintained steady patrols from Iceland to Turkey, keeping electronic eyes on Warsaw Pact forces behind the Iron Curtain. The greatest achievement that can be given to these aircraft is probably that their mere presence may have acted as a deterrent, as an all-out surprise attack on NATO bases would have been detected early.

The first combat use of the E-3 would come in 1991, during the First Gulf War with Iraq. USAF and Saudi Arabian E-3s were among the first aircraft to arrive for the buildup to war in Operation Desert Shield, and these aircraft continually kept an eye on Iraqi deployments throughout the six-month prelude to war. This was to come in handy when hostilities began, as the E-3 crews could anticipate Iraqi reactions and vector fighters, mainly F-15 Eagles, to intercept Iraqi fighters before a strike force was threatened. Of the 41 confirmed kills made by Coalition forces in Desert Storm, 38 were done with the assistance of E-3 crews. The performance of the Sentry made an impression on air forces around the world, resulting in France buying E-3Fs; the United Kingdom had already placed an order for Sentry AEW.2s to replace both the ancient Shackleton AEW.2s in service and the failed Nimrod AEW.1.

While the E-3 had proven itself over Iraq, its electronics were getting dated: by 1995, personal computers had more storage space than the E-3’s 1977-technology machines. This was rectified in a long upgrade program that upgraded all of the Sentry’s electronic systems, as well as giving it enhanced surveillance capability by adding ESM sensors in bulges along the fuselage sides and underneath the nose: besides being able to vector fighters to airborne intercepts and coordinate airstrikes on ground targets, upgraded E-3Cs can now also detect enemy radars and send Wild Weasel SEAD aircraft against them. The newest upgrade, completed in 2001, added GPS to the E-3’s capability. The USAF is currently considering re-engining the E-3 fleet with more fuel efficient high-bypass turbofans, already done in the RAF, French, Saudi, and NATO Sentries. Of the 68 E-3s built or converted, 65 remain in service, three having been lost in accidents.

Dad took this picture of a 552nd AWCW E-3A shortly after it arrived on a rainy morning at Ramstein AB in 1978. This was one of the first deployments of an AWACS to Europe, and Dad was soon to take off in it--his job when we were in Germany was the early version of what is today called battlespace management. As such, the people in his career field needed to learn how to integrate the E-3 into that concept. Not only did Dad get to fly in the AWACS, he actually got to fly it...but that's a story for another day.

I'm not sure of the tail number on this particular E-3, but as far as I know, it is still in USAF service.

www.recyclart.org/2011/12/grandpas-chair/

This grandpas chair is made from an old thrashing machine. This has been in my head since I was a kid (I finally made it)! This chair was made with Grand Pa in mind. A place for the stories to come alive those old tales of the past or the ones fresh in from the field there is plenty of room for any age. The arms & foot are made from scrub oak which adds to its massive feel with a steel penny inlaid in the armrest, just begging for a rub "a penny for your thoughts" is a must and perfect to get the storytelling started, Snuggle into the steel color dyed leather with wheat motif embroidery to resemble the workings of these massive bread winners of American history, while hanging out rest assured your safe with the base made from the main auger with plenty of gearing details & drive chain too host any daydream.

Production Control department picnic on the company grounds of New Britain Machine Company, South Street. There was such a large and private front lawn, it could be used for activities such as this picnic. A group to the right is playing volley ball, and I am standing about at the center of the photo. The main office building is seen in the background, right, and some of the different factory buildings are seen to the left of it. My father worked for this company for over 30 years; Bill and I also worked for New Britain Machine for several years early in our marriage.The offices and factory were originally much closer to the center of New Britain, near active railroad tracks. The company moved to the facility above about 1950, located at the Berlin, Connecticut town line.

"The New Britain Machine Company of New Britain, Connecticut, was established in 1895 as a successor to the J.T. Case Engine Company, a manufacturer of steam engines. The first product it manufactured was a chainsaw mortising machine. Through the years the company produced a variety of machines including bar, chuckers and turning machines, precision boring machines, lathes, hand tools, and injection molding machines. During World War II it manufactured antiaircraft guns. The company was purchased by Litton Industrial Products in 1972 and closed its doors in 1990." doddcenter.uconn.edu/asc/findaids/nbmc/MSS20070049.html

There was also a Hand Tool Division which manufactured high quality tools under the brand names "New Britain", "Husky," and "Black Hawk", and a division which manufactured plastic injection-molding machines. This is the United States when things were manufactured here, and it was inconceivable that things could be otherwise. This is America, the United States, at its best. God Bless America.

Firefighter Harley Davidson Windshields for Bagger, Street Glide & Fairing from SteelHorseShades.Com

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We offer all stock windshields for any make & model Harley Davidson.

We offer a full line of colors, laser & CNC engraving for individuals, clubs and organizations. We will beat anyone’s quality & price!

Harley-Davidson Inc (NYSE: HOG, formerly HDI), often abbreviated H-D or Harley, is an American motorcycle manufacturer. Founded in Milwaukee, Wisconsin, during the first decade of the 20th century, it was one of two major American motorcycle manufacturers to survive the Great Depression. Harley-Davidson also survived a period of poor quality control and competition from Japanese manufacturers.

The company sells heavyweight (over 750 cc) motorcycles designed for cruising on highways. Harley-Davidson motorcycles (popularly known as "Harleys") have a distinctive design and exhaust note. They are especially noted for the tradition of heavy customization that gave rise to the chopper style of motorcycle. Except for the modern VRSC model family, current Harley-Davidson motorcycles reflect the styles of classic Harley designs. Harley-Davidson's attempts to establish itself in the light motorcycle market have met with limited success and have largely been abandoned since the 1978 sale of its Italian Aermacchi subsidiary.

Harley-Davidson sustains a loyal brand community which keeps active through clubs, events, and a museum. Licensing of the Harley-Davidson brand and logo accounted for $40 million (0.8%) of the company's net revenue in 2010.

History

BeginningIn 1901, William S. Harley, age 22, drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson labored on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon completion, the boys found their power-cycle unable to conquer Milwaukee's modest hills without pedal assistance. Will Harley and the Davidsons quickly wrote off their first motor-bicycle as a valuable learning experiment.

Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized-bicycle category and would help define what a modern motorcycle should contain in the years to come. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.

Prototype

The prototype of the new loop-frame Harley-Davidson was assembled in a 10 × 15 ft (3.0 × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee rail shops where oldest brother William A. Davidson was then tool room foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.

In January 1905, small advertisements were placed in the "Automobile and Cycle Trade Journal" that offered bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the dozen or so built in the Davidson backyard shed. (Some years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins. Unfortunately, the first shed was accidentally destroyed by contractors in the early 1970s during a clean-up of the factory yard.)

In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue). This location remains Harley-Davidson's corporate headquarters today. The first Juneau Avenue plant was a 40 × 60 ft (12 × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.

1907 model.

Harley-Davidson 1,000 cc HT 1916In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.

Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inches (440 cc) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cc) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.

Harley-Davidson works in 1911By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.

In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cc), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.

By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure of reinforced concrete and red brick had been built. Begun in 1910, the red brick factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.

World War IIn 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for combat service.[citation needed] Harley-Davidson provided about 15,000 machines to the military forces during World War I.

1920s

Harley-Davidson 1000 cc HT 1923By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world. Their motorcycles were sold by dealers in 67 countries. Production was 28,189 machines.

In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed of over 100 mph (160 km/h).

During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,200 cc) V-Twin, introduced in 1922, and the "Teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.

In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cc) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X.[19] This was the "D" model, produced from 1929 to 1931.[20] Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.

FBI Stolen motorcycles

steelhorseshades.com/FBI_Stolen_MC_database.html

Motorcycles VIN Decoder

steelhorseshades.com/VIN_Decoder.html

Photos by Kevin Kohls who helped remove the machine. This shows the machine after the tower closed but before removal.

Looking for even more Route 66? Check out multiple galleries here:

route66.seemidtn.com/

Or the Blue Swallow Motel gallery here:

route66.seemidtn.com/6nm/a2-blueswallow/

In my opinion, the Blue Swallow Motel is the most iconic Motel on Route 66.

I didn't know much about Route 66 when I got a 5 DVD documentary set about 15 years ago. Once they got to here, I immediately fell in love, and this motel became an instant bucket list item. Soon after, I realized just how popular it was based on the number of book have this sign on the cover. More recently, my favorite youtuber "The Carpetbagger" made a video about staying here. (I knew him when he posted on Flickr 15 years ago.) When my wife and I took a Route 66 vacation in the summer of 2024, we were originally going to stop in Amarillo, but then I realized going just a bit further was a realistic goal. We were able to stay the night!

The Iconic sign out front isn't even the original sign, or even name, for the property. Originally in 1940 it was the Blue Swallow Court for the first 10 to 15 years. When the Redmans purchased the property in the 1950s, they installed a new, larger sign. However, they also kept the original sign and placed it over the entrance to the room with the ice machine. This sign is barely visible through the window on the right.

The concept of a Court is a room with an attached garage. Cars from the 1940s wouldn't have trouble fitting in these attached garages but a modern SUV typically will not fit.

Humor, pathos, slogans, girls, cartoons, nicknames, hometowns, girls, patriotism, dishing it to the enemy, warriors, girls, youthful bravado, girls...these transcended nationality as both Allies and Axis pilots went to war in their individually marked chariots. Men at war separated from home, family, loved ones and a familiar way of life sought ways to personalize and escape the very harsh business surrounding them. For the most part they thought about women, represented on the sides of aircraft in the most tender of ways to the most degrading. These men spent many hours longing for the tenderness a woman could bring to their lives...and for the sexual pleasure they could provide. Whether top level commanders ordered it off the aircraft or not, the men let their feelings flow onto their machines.

This Art on a Lockheed C-60 Lodestar:

The C-60 is a twin-engine transport based on the Lockheed Model 18 Lodestar. During World War II, the Army Air Forces used the aircraft for training and for transporting personnel and freight. First flown in 1940, the Model 18 was originally designed as a successor to the Lockheed Model 14 and the earlier Model 10 Electra. The Army began ordering military versions of the Model 18 in May 1941. Depending upon engines and interior configuration, these transports were given C-56, C-57, C-59 or C-60 basic type designations. Lockheed built more C-60As for the AAF (325) than any other version of the military Lodestar.

After the war, many military Lodestars were declared surplus and sold to private operators for use as cargo or executive transports. The C-60A on display was flown to the museum in 1981.

TECHNICAL NOTES:

Armament: None

Engines: Two Wright R-1820-87s of 1,200 hp each

Crew: Four (plus 17 passengers)

Maximum speed: 257 mph

Cruising speed: 232 mph

Range: 1,700 miles

Service ceiling: 25,000 ft.

Span: 65 ft. 6 in.

Length: 49 ft. 10 in.

Height: 11 ft. 1 in.

Weight: 18,500 lbs. maximum

Serial number: 43-16445

This is not a machine, this is SINAR.

As you might know, I love red, yellow and orange and I recently started paper-piecing. So I had to use the technique and my favourite colours to practice on my new sewing-machine. This is how they turned out.

Flash Back 17/07/2024 16h48

The log flume Flash Back in Walibi Belgium will be part of the totally made over area with the project name Dock World. This new zone will be ready and opened in the season of 2025.

Flash Back

Flash Back is a log flume attraction in the Belgian amusement park Walibi Belgium. The attraction was opened in 1995, following the 20th anniversary of the park. Flash Back replaced the other two tree-trunk attractions that were then in the park: Rio Grande and Rio Salto. The attraction is themed to an old factory from 1869. In 2010, Flash Back was serviced and the attraction was painted in striking colors and all moving decor elements were restored. In addition, some light effects were applied to the tunnel at the start of the attraction.

There is a square in front of the attraction, where you immediately notice that you are standing in front of an old factory. This factory dates from 1869. On the square there is a special machine, where in the past one could tap an elixir that would ensure eternal youth: Elexir de Jeunesse. In this factory people are working on a rejuvenation machine. This means that, for example, elderly test subjects regain a young age after treatment.

Once you are inside, you walk through numerous machine rooms and you are introduced to the system and working method of this rejuvenation machine. For example, while waiting, you walk past compressors, boilers, drive mechanisms and over the ceiling a conveyor belt that transports children's shoes and teddy bears, but also old-fashioned glasses and false teeth. At the same time you will be warned of any hazards associated with the treatment and what you should do if you have abused the treatment, such as collecting diapers at the factory reception.

For the treatment you step into the boat that will guide you through the treatment. The treatment starts well, patients slowly become younger again. But soon the treatment goes wrong. Due to an error in the system, the treatment is reversed. Patients are no longer getting younger, but are aging at a fast pace. As with miracle, the error is corrected and the treatment is continued. When you have finished the treatment, the patients get out of the boats of the same age with which they started the treatment.

Flash Back is a so-called log flume with inverter. This means that there is a turntable in the attraction that turns the boat around and allows a part of the route to travel backwards.

Once you have entered the boat, you will sail through a dark tunnel. This is since 2010 equipped with nice lighting effects. Then you will sail on the first lift, which also has light effects. After you have reached the highest point, the boat turns around and you take the first descent backwards. The boat continues to sail backwards until the second lift, where one is again turned forward. It is also during this descent that a photo is taken. The rest of the route is traveled forward and in the meantime you sail through different compartments, one of which has been completely covered in thick fog since 2013.

The last lift and descent are immediately the highest and you will be taken to a maximum height of 23 meters. The last drop is a so-called double drop and also ends immediately in the biggest splash of the whole attraction. A so-called action photo can be purchased at the exit. The camera is located at the second (smallest) of the three descents.

FACTS & FIGURES

Opened: 1995

Manufacturer: MACK Rides

Theme: Rejuvenation machine

Length: 524 meters

Height: 23 meters

Capacity: 1250 riders per hour

[ Wikipedia ]

Another horizon machine, this time the Deathbringer.

This was a pretty complex build, mainly due to its ability to spread apart the four top sections to go into overheat mode. The legs are fully articulated, and the foot-pistons can go up and down, but as a consequence they aren’t especially stable.

Scale-wise, this ended up a little smaller than minifig scale, but no worse than the official Tallneck set

Images of the BERNINA 455 College Edition sewing machine. This product is available in selected countries only.

Realism be damned- HDR full speed ahead!

OK truth be known the good people at Apple figured out I was using one copy of Aperture on two machines - this photo was on the other computer so no extra work could thus be done or would have toned down the reds and blues a little bit. Was good while it lasted.

Krups combination espresso / coffee machine. This is one of the very few pictures that I still have of myself from the 90's. Note the dreadlocks.

Took this in the Bullshead Pub at Tingley which is why you can see a reflection of a fruit machine, this is the railway bridge on Rein Road nr Woodkirk, the line ran from Tingley Station to Batley via Soothill Tunnel, Woodkirk station is about a quarter of a mile to the left.

1. I am thankful for trusting and recognising more Angels in the outfield!

2. I am thankful for Shannon who looked, read, listened, asked some really good questions and helped me get going on something again! I think I was like one of those little wind-up toys that was spinning its wheels. I think maybe we are all like that to some degree. Sometimes we need someone to help us get wound up (help connecting to an energy source), sometimes we need someone to help us get pointed in the right direction and sometimes we need someone to help us clear the way so we can get to where we are going. :) The quote of the week also goes to Shannon for saying to me, “You are the one that started the conversation!”

3. I am thankful for Steve Jurvetson’s Flickr because I first learnt about TED through his photos and mini biographies . He is also a big geek .. which of course is awesome (in general) and it helps me to further embrace my inner geek and explore my inner and outer worlds. Through his photo stream this week I learnt about an anonymous artist which lead me to learn about Charter for Compassion. I am thankful for this because it feels encouraging that maybe it is okay for now that I create what I do even when the things aren’t always permanent, tangible or out loud.

4. I am thankful for this article by Adam Baker because it made me laugh out loud at myself. If you read nothing else in his article be sure to read its title and last sentence. It is a huge theme in my life .. for nearly freakin’ ever! It also goes well with Shannon’s quote of the week.

5. I am thankful for Abubaker Jamil and Farnoosh Brock’s Life Lessons—The Best Self-Reflections From 108 Bloggers because it has some very nice and thought provoking ideas in it and I did not have to sign up for anything to be able to read it!

6. I am thankful for Lulu and the lampshades’ Cups and Elastic limbs.

7. I am thankful to be going to the dentist the coming week.

8. I am thankful that I got along well with my sewing machine this week! I made a sheer window covering and (for my cleaning supplies) a bag with handles out of two old pillow cases! :)

9. I am thankful for this story about a trash can is called "Mülltoni" because it tells of how a community worked successfully together to create a healthier environment and it is just a fun picture! I like how people worked together for such a great solution .. as opposed to sitting around blaming someone and going on about, “there ought to be a law!” Equally important is that a person used their voiced to tell a good story!! I think my city would benefit from a friendly reminder from a few "Mülltoni" characters in the neighbourhood.

10. I am thankful that I do not own a television because I notice that it is usually the people that complain that they are too busy to do things are also the ones that can tell you about a number of different programs.

11. I am thankful the weather has been sunny and warm for walking. I am also thankful that it is supposed to snow more because I like how people drive quieter and less.

12. I am thankful for re-writing some of my stories this week! :)

13. Holy guacamole I am thankful for the children’s book series that Paulette recommended called Skippyjon Jones because they are fun and I like reading kids books with fast words. So far my favourite kids book to read aloud to kids (or anyone who will listen!) is Robert Munsch’s Purple, Green, Yellow. I just like saying “superindeliblenevercomeofftillyou’redeadandmaybeevenlater colouring markers”.

14. Thank you, enjoy your week .. even if you did have other plans! ;-)

Inspired by Jennifer Ricca’s Pfaff Class on pillows and learning how to use the ‘sew on a button' feature on my new Pfaff machine.

This wall hanging is for the month of February.

The ‘Pataphysical Slot Machine is on exhibit at the Mill Valley Library this month. Visitors to this unique art project seem to really enjoy the experience: their faces tell the whole story in this photo album. Overall, the slot machine seems to have a positive social impact: it makes people happy, gets them inspired -- and can help some of them become art makers.

Come see the slot machine this month! Our poetic oracle awaits you every weekend, to share words of wisdom about your life and future.

The exhibit is open from 1 to 5pm every Saturday and Sunday in October, in the downstairs conference room of the Mill Valley Library.

Pataphysical Studio members will be on hand to demo the Slot Machine and share what they have learned while building this interactive art project.

Learn more: pataphysics.us/join-the-unveiling-of-the-slot-machine

View more photos of the exhibit: www.flickr.com/photos/fabola/albums/72157659147117739

Images of the BERNINA 455 College Edition sewing machine. This product is available in selected countries only.