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Records in this category
- How do I set up Ax25 on Linux?
- How to add FPAC forward link?
- RMS Gateway best deployment practices
- How to add a port in an RMS Gateway
- How to backup and restore my RMS Gateway?
- How to run packet radio with debian gnu/linux or mac osx (Bob Brose)
- Whats our current network layout?
- How to use Raspberry Pi as an RMSGW?
- How to upgrade my raspberry pi firmware?
- How to update the channels files with the latest RMSGW Linux software upgrade?
Sticky FAQs
How to backup and restore my RMS Gateway?
Here is a great script provided by Charles Schuman, remember you must backup and remove the files before you have a failure :)
#! /bin/bash
# Provided by Charles S Schuman (firstname.lastname@example.com)
# 01/29/11
# Provides: snap
# Required-Start: None
# Required-Stop: None
# Short-Description: Ax.25 File Back-up
# Description:
# The snapshot.tar files will be written to and read from the /root dir.
# The archived files includes files in /etc/ax25 & /var/ax25/
case $TASK in
echo "$0 $1"
tar --create --file=/root/snapshot1.tar \
/usr/local/etc/ax25 \
/usr/local/sbin/snap \
/usr/local/sbin/myfpac.sh \
/usr/local/sbin/dispparms \
/usr/local/bin/rmsacistat \
/etc/crontab \
/etc/modules \
echo "File /root/snapshot1.tar created"
tar --create --file=/root/snapshot2.tar \
/etc/init.d/ax25 \
/usr/local/sbin/dispparms \
/usr/local/var/ax25/ \
echo "File /root/snapshot2.tar created"
tar --list --file=/root/snapshot1.tar >/root/snapshot.lst
tar --list --file=/root/snapshot2.tar >>/root/snapshot.lst
# less /root/snapshot.lst
echo "Snapshot list Written"
echo $0 $1
cd /
tar --extract --file=/root/snapshot1.tar && echo -n "Snapshot1 " || echo " /root/snapshot1 missing"
tar --extract --file=/root/snapshot2.tar && echo -n "Snapshot2 " || echo " /root/snapshot2 missing"
echo "Files restored "
echo " Useage:"
echo " --arc | -a Archive Ax.25 config files."
echo " --res | -r Restore Ax.25 config files to their original locations."
# End of Script
Tags: -
Related entries:
- How to set up an RMS Gate on Linux
- RMS Gateway best deployment practices
- What Linux variant should I use to deploy my RMS Gate on?
- What hardware do I use for the RMS Gateway and how does it all work?
- How to add a port in an RMS Gateway
18723/35%Last update: 2011-08-22 19:58
Author: Marcus
Revision: 1.0
You can comment this FAQ


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You receive an emergency call. A female has collapsed in the street. You arrive outside the nightclub to find a young female slumped against a wall. There is no other bystander in the area and the caller has left the scene. As you approach the patient you notice she is singing in a slurred fashion. What should you do?
Paramedic students studying at the Faculty of Health and Social Care Sciences, a partnership between St George's, University of London and Kingston University, can find the answer using Second Life, an internet-based virtual world.
Students entering Second Life as virtual paramedics can assess and treat the female patient by doing things such as checking their pulse, dressing wounds and administering drugs. They can also access a toolkit, including all the equipment you would typically find in an ambulance, such as oxygen masks and an electrocardiogram (ECG).
After assessing the patient and giving emergency treatment, the students decide how to get the patient into the ambulance and set a GPS device to take them to the hospital. Once they have reached the hospital, they submit handover notes on the patients, which are emailed to their real-life tutor for feedback.
The drunk woman is just one of five scenarios paramedic students will be faced with from this October on the first paramedic course to use Second Life. Each week, they will be emailed a SLURL (Second Life URL) which will take them directly to a scene, where they will encounter a mannequin who needs their help. Students work in groups of three or four to treat the patient.
Medical Tech Jobs | Assistants Jobs | Best Medical Careers |
Unusual Medical Jobs | Therapists
Vision Care Careers | Dietetics and Nutrition | Sport Medicine Careers | Nursing Assistant | Free CNA resume sample | Free CNA training
The Paramedic Science degree has a strong practical focus, and solving problems based on real-life scenarios forms a crucial part of the course. Emily Conradi, e-Projects Manager, said: "Paramedic students spend a lot of time in work placements, which can be based anywhere in the country, so it can be hard for the students to meet face-to-face with each other and with their tutors. The advantage of Second Life is that it feels more real. Students get a sense of being there together and can decide what to do from what they can see in front of them."
The application has been developed by St George's, University of London's e-learning unit as part of the PREVIEW project, funded by the Joint Information Systems Committee (JISC). It has been tested by both tutors and students. Fiona Cropp, a second year paramedic student who has tested the application said: "It's a really useful tool. It's much better to be able to actually perform treatments rather than just talk about it. Everyone is online at the same time so you can bounce ideas off each other and make an informed decision. I had never used Second Life before, but I found it really easy to get on with." source
Vocational Nursing schools in Florida
New York LPN Programs – New York LPN Schools & LPN Training Courses
Tips for choosing a vocational school

subset: commoncrawl


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I used to think Junior Seau was pretty awesome. He was always such a huge figure in San Diego when I spent my weekends there. Then he retired, then unretired, then left San Diego, and I thought he was kind of annoying. But today, I've come full circle. Junior Seau rules.
Two women are suing NFL star Junior Seau, claiming that the future Hall of Famer drunkenly called them "female-specific profanities" and tossed drinks on them during a bar confrontation last year… a footnote in the document [quotes] what Seau reportedly said to the Roes. "Put your shirt on, your tits are too small!" he allegedly counseled Jane Roe #1. Jane Roe #2 allegedly received this fitness advice: "Get on a treadmill you cunt!"
Believe it or not, I would never say anything like this. It's just disrespectful (I mean, who tells a woman to put a shirt on?).
But I think it's great that confident men like Seau can tell women what he really thinks. Too many girls these days don't have body issues.
(Pictured: Kristin Cavallari, with friend. Put a shirt on! Your tits are too small!)


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Happy New Year! (A few days late) 😉
I've been away for a few days from this blog and took some time to hang out with my family. My brother and nephew were in town from Milwaukee, as well, so it was good to spend some time with them. My nephew has gone back home and though my brother is still in town, it's time to get back to work and a normal routine. It was definitely good to take a little break and have time to think, though.
Of course, just like when I used to work outside the home, I have tons to catch up on. But, such is life, right? And life always throws you a few curve balls to mix things up a bit. In just 4 days of 2010 so far, we've:
- had a scare that our A/C stopped working (thankfully, it was just the thermostat and not the unit itself),
- been denied health insurance coverage for myself and baby girl,
- and found out that baby girl has a loose tooth (her first!)
Some very small occurrences and all either fixable or very minor, but it just goes to show you that there's rarely a dull moment in life. Hopefully the rest of this week will start to fall into place. Now, I just need to prepare for Los Tres Reyes Magos (Three King's Day) on Wednesday and I'll be able to take down our Christmas decorations.
Are you and your house already back to your "normal" routine? As normal as can be anyway.


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Peek making the best of a situation
Though his role has changed, second-year LB won't hold back
Published 5:30 am, Thursday, August 5, 2004
The Texans' anemic pass rush last season mustered only 19 sacks — second-worst in the NFL. Enter Jason Babin, the highly touted first-round pick who will team with veteran Kailee Wong at outside linebacker. Exit Antwan Peek, a talented but unproven second-year player who has a motor that runs constantly and possesses a knack for getting to the ball.
"I think the biggest thing with me is I'm aggressive," said Peek, a 6-3, 238-pound converted defensive end. "I get out to the ball. I just hustle. That's the biggest thing I have going for myself."
Peek's intensity has been on full display during the first week of Texans training camp. He and fullback Moran Norris had to be separated by teammates Tuesday after they got into a heated tussle.
"He got a little frustrated because I kind of got into him a little bit, but that's a part of football," Peek said. "It's an aggressive sport, and you tend to get mad sometimes."
Wednesday night, Peek was involved in another altercation — this time with offensive lineman Milford Brown.
Peek, 24, showed flashes of promise as a rookie linebacker last year, making 28 tackles and starting four games, but his season was derailed by a dislocated toe.
"The injury took a lot from me," Peek said. "It took a lot of time from me. It took a lot of opportunity from me. But it happened."
Peek was at the top of the depth chart at right outside linebacker before the Texans traded back into the first round to select Babin with the 27th overall selection in this year's draft. The Texans made Babin the starter at left outside linebacker, allowing Wong to move to the right side with Peek as his backup.
"If we hadn't picked Babin, Antwan probably would have got the first shot at it (the starting job)," Texans defensive coordinator Vic Fangio said.
Peek believes he can be more than a third-down specialist and hopes to earn a starting job at some point. But the former University of Cincinnati standout said he wasn't disappointed with the team's decision to draft Babin.
"I told Coach I understood depth is an important thing," Peek said. "I'm just here to play my role. If my role is to be the third-down rusher for now, then that's my role."
Wong has been running some reps at middle linebacker, opening up the possibility of using Peek in a pass-rushing set with Babin. The idea is to get the best players on the field at the same time, said Fangio, who also coaches the Texans' outside linebackers.
"When my time comes, it'll come," Peek said. "But right now, I have to fulfill my role as a rusher and go in the game when they tell me to, and I just have to make something happen."


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AJN in December: Inside an Ebola Unit, Acupressure, Early Mobility, EHRs, More
On this month's cover, nurse Elie Kasindi Kabululu cares for a patient at Centre Médical Evangélique in Nyankunde, Beni, Democratic Republic of Congo. Originally, this location served a population of 150,000 and also housed a nursing school; but in 2002, during war in the region, the facility was attacked. About 1,000 people were killed—including patients and staff—and the center was looted and destroyed.
Providing medical assistance in the world's war-torn and neediest areas is commonplace for health care providers like Kabululu, just as it is for humanitarian organizations such as Médecins Sans Frontières (MSF), which works in 70 countries worldwide—nearly half of these in Africa. Shortly after the recent outbreak of Ebola in West Africa, MSF sent close to 300 international workers to help combat this public health emergency. To read one nurse's experience traveling to Liberia for MSF to work in a treatment center, see "Inside an Ebola Treatment Unit: A Nurse's Report."
Some other articles of note in the December issue:
Original Research: "Implementation of an Early Mobility Program in an ICU." This article, from our Cultivating Quality column, recounts how the effects of an early mobilization program delivered to critically ill patients at a community hospital by an independent ICU mobility team contributed to fewer delirium days and improvements in patient outcomes, sedation levels, and functional status.
CE Feature: "Incorporating Acupressure into Nursing Practice." The effects of acupressure can't always be explained in terms of Western anatomical […]


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Top Washington lobbyist, Jimmy Williams has spilt the beans. In the first installment of his book 'Follow the Money', he pulls back the curtain on corporations and interest groups who apparently have unlimited ability to spend money on political causes i.e. on lawmakers, and political action committees – whoever they want, really. In other words they can apply the pressure and dish the influence like any other lobbyist. They can throw their money around as they please. Oh, and if by some slip of the corporate beancounter's pen they forget to tell the IRS about their largesse, which most of them do, all they get is a small fine.
The loophole? A Supreme Court ruling that gives corporations the same rights as a registered lobbyist to spend money on any political cause they choose – and they don't have to register. Nobody knows nuffink!
All this has probably surfaced because some poor lobbyist thinks someone is pinching his lunch. What it reveals is that the amount of corrupt money swilling around in Washington has been seriously underestimated. Big time!


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Another Bush administration resignation came. Former Wisconsin Governor, Tommy Thompson. Thompson is show on stage while Grant entertains the Harlem Globetrotters.
Click the photo for a larger version.
We were in DC on the lawn pushing the awareness of the closed swim pools and rec centers here in Pittsburgh. The little guy in the middle, Grant, is my son. Today is Grant's birth day. He is now seven.
Thompson's brother is a Libertarian and former mayor. He too has run for the Governor's office as well.
Saturday, December 04, 2004
Secretary of Health and Human Services resigns
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From new product releases to Dinan related reviews and articles, the Dinan newsletter is your one stop solution to staying informed on everything performance for your vehicle.
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By submitting this form, you are granting: Dinan Corp., 865 Jarvis Drive, Morgan Hill, California, 95037, United States, http://www.dinancars.com permission to email you. You may unsubscribe via the link found at the bottom of every email. (See our Email Privacy Policy for details.) Emails are serviced by Constant Contact.


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| Little
Buster and the Soul Brothers:
|B.B. King once said "If there's anyone who can fill my shoes it's gotta be Little Buster." I met Buster and his band around 1992 when I was working for Korg. I worked with him and his band for years and continued to after I left Korg and Marshall. Buster was one of the best blues guitarists I had ever heard and he was as blind as a bat. He was also one of the kindest people I've ever met in the business. I went to countless shows and brought loads of friends with me to see him. All the guys in the band would come down to my shop to hang out and party. Little Buster passed away peacefully at his Long Island home in 2006. He will always have a place in my heart. I loved him and all who were involved with him.


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Scrubs Recap: "My Full Moon"Eric Hochberger at . Comments
As we already knew, due to ABC budget constraints, there would be missing characters from each episode of Scrubs this season. What we didn't expect, was last night's episode, "My Full Moon."
The episode only featured two main characters: Turk and Elliot. Three if you count the Todd, but we rarely do. So how did the episode fair without J.D., Cox, or even the Janitor?
The episode was definitely a little disappointing, but Donald Faison and Sarah Chalke proved that they could hold their own. Elliot went through some major character development this episode as she revealed whether she wanted to be a Doctor for life or not.
The Interns themselves were also all in the episode and some of them are even slowly developing into useful characters themselves. Find out what happened to everyone in our short "My Full Moon" recap.
Here are some of our favorite Scrubs quotes from Elliot, Turk and the Interns:
Denise [to Derek]: Aww that's adorable, you have a crush on yourself. I'd be careful, the guy you're in love with is a douche
| permalink
Elliot: When I was little, my mom told me my farts were little demons crawling around in my belly and if I let one out it'd give my grandmother cancer | permalink
Elliot: I'm a doctor. We believe everything we see on the charts. That's why I write "Elliot has a killer tushie" on every one
| permalink
Eric Hochberger is the programmer of TV Fanatic, so please forgive his mediocre writing. His programming is far better. Follow him on Twitter and/or email him. Just don't request threaded comments. They're coming.


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Tea is an aromatic beverage which is prepared by boiling the water. Milk and sugar is usually added in Indian Tea's. In this Article, we will discuss the Tea's which are beneficial for our health and can be a great curb for the diseases and infections. The motive of this Article is to promote to be healthy, fit and fine and these Tea's are a great source of it. The choice is yours, either choose unhealthy Tea or give a try to these Healthy Teas.
1. Green Tea
Green Tea is one of the best drinks to have as it helps in losing the weight. It's a great source of catechins which is Antioxidant, helps in preventing from cancer and heart diseases. If you start drinking green tea everyday then it's a great healthy source for your fitness.
2. Black Tea
Black Tea is also very healthful Tea which contains two Antioxidants, thearubigins and theaflavins are very beneficial for the lower cholesterol. It's one of the most highly caffeinated varieties of tea. And if you start drinking 3 or more cups of Black tea everyday then it reduces the chance of stroke by 21%.
3. Oolong Tea
Oolong Tea is commonly famous as Chinese tea. It activates enzymes that reduce the triglycerides which is a type of Fat found in the blood. Oolong Tea contains Niacin which helps in detoxifying the body and can prevent tooth decay too. One must start drinking Oolong Tea.
4. White Tea
Like Green Tea, it also has a lot of benefits and could be called as Multi-tasker. White Tea contains catechins which help in fighting cancer and cardiovascular disease. According to American cancer society, White tea might also reduce the risk of cancer recurrence for breast cancer survivors.
5. Herbal Tea
Herbal Teas are very beneficial as it doesn't contain Caffeine and it's prepared from dried fruit, herbs and flower. Drinking Herbal hibiscus tea can help in lowering the blood pressure of people with hypertension. Chamomile Tea promotes sleep and peppermint tea can be beneficial for the stomach.
6. Echinacea Tea
Echinacea is purely prepared from the natural elements and is very beneficial if you start drinking it every day. It's a great source to fight with diseases like cold and other respiratory infections. According a Study, consuming Echinacea in a Tea for 4 month period helped in preventing from the infections.
7. Lemon Ginger Tea
Ginger contains active ingredient Zingiber and Lemon contains pectin and limonene which helps in boosting Immune. Lemon and Ginger, a great combination helps in fights effectively with the bacterial problems. Drinking Lemon Ginger Tea can be a great beneficial source of preventing from the bacterial infections.


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Bella the Beagle
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Glimpse of Fridays gorgeous wedding
One peek at my amazing couple last weekend at Evergreen Gardens
Kale House | Styled Shoot
He felt now that he was not simply close to her, but that he did not know where he ended and she began. ~Leo Tolstoy
Silver Lake Camping Shoot
I had planned on doing a camping shoot and just like if I had planned to go camping in real life, it snowed. 🙂 It was an awesome session though! Thank you so much to Sully and Mckenna for modeling and to Elizabeth for her amazing hair and makeup!
Valentines Day Shoot
It's fun to do something creative when I'm not shooting weddings and have some time off. Jeremy and Jenna are such a cute couple and you would never know that this was their first time modeling. Of course Elizabeth did an amazing job on Jenna's hair and makeup! Thank you to my
Candi & Morgan Wedding | Twin Oaks Garden Estate | San Marcos, CA
Candi and Morgan tied the knot on a beautiful, sunny day in August. From the lush gardens to the exquisite candy buffet, every aspect of this wedding was simply beautiful! I am so honored that I was asked to photograph their special day and can't wait to see what the future brings for this
Styled Valentine Shoot
I had an amazing Valentines Shoot yesterday! Here's a peek before the final blog post. Thank you to Seven Sisters Design for the amazing floral crown and Elizabeth Marie Makeup for the amazing job you do every time!! And of course to the amazing models Jeremy & Jenna, who by the way
One Frame
Sneak peek from Alicia's Bridal Prom shoot. Love
Nick & Erica | Mt. Baker Engagement Session
Engagement sessions are my favorite and we had a blast up at Mt. Baker! The day couldn't have been more perfect! Nick and Erica I can't wait for your wedding!!
Mel & Zach | Married
Reception Venue ∞ Van Wingerden Estate Dress ∞ Alicia's Bridal Shoppe Hair & Makeup ∞ Elizabeth Marie Flowers & Decor ∞ Seven Sisters Design
Becca & Joe Semiahmoo Wedding
Ceremony & Reception ∞ Semiahmoo Dress ∞ Alicia's Bridal Shoppe Floral and Decor ∞ Semiahmoo Resort


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Three young men appeared before the District 'A' Magistrates' Court Wednesday charged with causing a disturbance in St Lawrence Gap in the wee hours of Wednesday morning.
They are: Ismail Mubbarak John, 24, of Church Street, Speighstown, St Peter; Floyd Anthony Lenox Ifill, 30, of Lot 28 Boscobelle, St Peter; and Ramario Ramon Leon Taitt, 18, of #110 Cherry Drive Oxnards, St James.
John and Taitt told Magistrate Kristie Cuffy-Sargeant they were guilty of the offence, while Ifill denied the charge.
According to the facts presented by police prosecutor Sergeant Janice Ifill, the men had just left an event in St Lawrence Gap when they encountered another group of men. A quarrel ensued about who would travel in a certain vehicle. The dispute escalated and the police were summoned.
After hearing an explanation from John and Taitt, the magistrate reprimanded and discharged them.
However, Ifill, who pleaded not guilty, was granted $1,500 bail with one surety to return to court on January 26, 2017.
3 Responses to Trio charged for causing a disturbance
This is a classic case of putting unnecessary pressure on the courts. Police should be given the authority to caution people for such behaviour. Or, if necessary, they should be bound over at the very first hearing. Court time is expensive.
A weak court system
Reform necessary


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Guardians of the Galaxy Craft Ideas
Guardians of the Galaxy is coming out on DVD this week, and I thought now's the perfect time to get inspired by this fantastic movie. So, I've rounded up some craft ideas to help you get in the mood for talking trees, gun-wielding raccoons, and spontaneous dance-offs.
Dorothy Tan, from Design Taxi, has a really cool Groot paper craft pattern, designed by a freelancer in the Phillippines, Richenna King.
Not enough Groot goodness? How about these super cute Baby Groot Cupcakes? This DIY is actually pretty easy! It was put together by JK Denim, and I found it on Makezine.com.
I used to make stuff with Perler Beads (beads you fuse together with heat), and I found this pattern for a Rocket Raccoon:
The same designer has a Perler Bead pattern for Star Lord and Groot too!
And for you knitters out there, I found this delightfully fun Tape Cassette iPod Cozy.
More Links of Interest
- Groot Paper Crafting Pattern by Richenna King
- Baby Groot Cupcakes DIY video by JK Denim
- Rocket Raccoon Perler Bead Pattern
- Cassette Tape iPod Cozy by Kim Jackson on Ravelry
- More Guardians of the Galaxy Crafts on Geek Crafts
- More Groot Craft Ideas on Geek Craft


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Belmont dealer says they didn't offer a penny for truck
- Published in Local News
BELMONT — The Seavey Road car dealership had nothing to do with the alleged attempt by Gilmanton resident Tony A. Hartford's to sell his father's truck. According to the owners of Kelso's Auto Sales, when Hartford first came to their dealership on October 25, the salesman on duty knew something was not right about Hartford and his offer to sell a 2008 GMC pickup and sent him on his way.
Relying on police affidavits filed with circuit court, The Daily Sun reported on Tuesday that the dealership paid Hartford $4,000 for the truck, which was registered in his father's identical name.
Kelso's owner John Caravona, however, said Wednesday that was not the case. He said that a third man on the car lot that day apparently overheard the conversation between Hartford and the salesman and offered to buy the truck directly from Hartford.
Caravona said he was not aware that any money exchanged hands but if it did, his dealership didn't participate in the transaction or have any knowledge of it.
Hartford has been charged with auto theft in Gilmanton and receiving stolen property in Belmont. He entered non-guilty pleas in the 4th Circuit Court, Laconia Division on Monday.


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A PAPT agent checks on the legitimacy of computer software installed in one workstation during a routine inspection in one of the corporate offices in Ortigas Center, Pasig City. PAPT agents have undergone capacity building trainings to familiarize them on software licensing guidelines.
Manila, Philippines - Christmas is coming but the Pilipinas Anti-Piracy Team (PAPT) has not wavered in its campaign against businesses engaging in software piracy. Recently, the PAPT announced a citywide crackdown against businesses in Pasig City and Quezon City areas that are allegedly using pirated and unlicensed software. As part of this campaign, the Optical Media Board (OMB), a member of the PAPT, has conducted random routine inspections on 14 corporate offices in Pasig and Quezon City areas to check on the legality of the software that they use in their operations. Most of the businesses that were inspected were found to be allegedly using pirated copies of various computer software programs. Officers of these businesses were summoned to the OMB office and were ordered to fully legitimize their software use before end of the year to avoid criminal and administrative charges. "We urge businesses to operate legally and invest on licensed software in their operations. Let us be fair to those that comply with the country's software copyright laws," said Atty. Cyrus Paul Valenzuela, OMB Executive Director. Under the Intellectual Property (IP) Code of the Philippines, the use of unlicensed software is a criminal offense punishable by up to nine years imprisonment and a fine of up to P1.5 million. Meanwhile, agents of the Anti-Fraud and Commercial Crimes Division (AFCCD) of the Philippine National Police's Criminal Investigation and Detection Group (PNP-CIDG), another member of the PAPT, have started to roam around IT centers in Metro Manila to discourage hard disk loading, the most common form of software piracy in computer retail stores. Hard disk loading is the unscrupulous installation of pirated software for free onto the computers that are sold to customers to attract more sales. The team visited computer stores in Greenhills, San Juan City and Gilmore, Quezon City and reminded store owners and attendants to refrain from offering to load pirated software onto the computers that they are selling. If found guilty, the store owner and/or the attendant may face criminal complaint for software copyright infringement. For more information on PAPT campaigns, call the PAPT Secretariat at (02) 692-9516 or visit www.papt.org.ph.


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Savory Pot Roast
Nothing says home cooking like this slow-simmered pot roast that turns out tender and tasty, time after time.
Total Time:
Level: Moderate
Yield: 8
Serves: 8
- 2 tbsp. vegetable oil
- 1 boneless beef bottom round roast
- 1 can Campbell's® Condensed Cream of Mushroom Soup
- 1¼ c. water
- 1 envelope dry onion soup and recipe mix
- 6 potatoes
- 6 carrots
- 2 tbsp. all-purpose flour
- Heat the oil in a 6-quart saucepot over medium-high heat. Add the beef and cook until well browned on all sides. Pour off any fat.
- Stir the mushroom soup, 1 cup water and soup mix in a medium bowl. Add the soup mixture to the saucepot and heat to a boil. Reduce the heat to low. Cover and cook for 1 hour 30 minutes.
- Add the potatoes and carrots to the saucepot. Cover and cook for 1 hour or until the beef is fork-tender and the vegetables are tender. Remove the beef and vegetables to a serving platter.
- Stir the flour and remaining water in a small bowl until the mixture is smooth. Stir the flour mixture in the saucepot. Cook and stir until the mixture boils and thickens. Serve the gravy with the beef and vegetables.
- Serving Suggestion: Serve with steamed whole green beans with sliced almonds. For dessert serve chocolate pudding.
Using Campbell's® Condensed 98% Fat Free Cream of Mushroom Soup: Calories 376, Total Fat 13g, Saturated Fat 3g, Cholesterol 103mg, Sodium 553mg, Total Carbohydrate 26g, Dietary Fiber 4g, Protein 37g, Vitamin A 98%DV, Vitamin C 17%DV, Calcium 4%DV, Iron 26%DV
More recipes like this
From: Campbell's Kitchen
More From Recipes


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11 hotels gevonden in Xiashan
Resultaat 1-11
Hsinchu, No. 265, Dong Sec 1 Guangming 6th Rd
Hsinchu, No. 238, Guang-Fu Rd. Sec.1
Hsinchu, 227 Kuan Fu Road Section 1,Hsinchu, Taiwan
Hsinchu, No. 227, Kuan-fu Road, Sec 1
Hsinchu, No.22, Ln. 243, Sec. 1, Guangfu Rd.
Zhubei, No.1,Guangming 9th Rd.
Hsinchu, No116,Zhongshan Rd., Zhubei City
Hsinchu, No. 111, Sec.2, Gongdao 5th Rd
Hsinchu, Guangming 6th Rd 265
Hsinchu, No.7, Xinyi St.
Hsinchu, No.16, Lane 355, Zhong Yang Rd.,


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Dakota Conference on Rural and Public Health
June 13-15, 2018 • Alerus Center • Grand Forks
The Dakota Conference provides an opportunity for over 300 healthcare professionals, educators, and students to share strategies for building and sustaining healthy communities in North Dakota. It includes two and one half days of pre-conference workshops, keynote speakers, breakout sessions, poster presentations, evening workshops, and an awards banquet.
2017 Conference Highlights
Our Sponsors
Kylie Nissen, Senior Project Coordinator
(701) 777-5380
Julie Reiten, Project Assistant
(701) 777-4173


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The IMF is passing around the hat again, hoping to get an additional $500 billion in contributions, which would more than double its loanable resources. This request has not yet been formalised and it has certainly not been earmarked for the euro crisis, but the connection is clear: funds are not only needed for Europe, but to handle the collateral damage if the euro falls apart.
The IMF is already deeply involved in the euro crisis (contributing around one-third of the current support funds). But who is in charge of this rescue and what is their strategy?
At the time of the initial Greek support package back in May 2010, the Fund missed its opportunity to enforce the fundamental distinction between illiquidity and insolvency: support should be provided for illiquid countries, while insolvent countries should be required to restructure their debt. Greece was clearly insolvent. Budget austerity, while a necessary part of the reform, is not enough. The subsequent slow-motion Greek bankruptcy has worsened the risks of contagion to countries that really matter – Italy and Spain.
The Europeans have not yet come up with a viable strategy. Germany has focused on imposing a universal austerity regime while at the same time it continues to benefit from its own huge external trade surplus. This strategy addresses neither the immediate sovereign debt problem nor the longer-term competitiveness imbalances.
The European Central Bank has often played an unhelpful role, resisting a Greek debt restructure and being too ready to claim that its mandate prevents it from helping more. As the US Fed showed in 2008, central banks have to stretch their mandates and put their balance sheets on the line when the stakes are this high.
But it will be hard for the Fund to push the responsibility for the euro mess back where it belongs. The Europeans recently contributed an additional $200 billion to the IMF (which would be counted as their contribution towards the $500 billion), no doubt with some unspoken understanding that these funds, and more, would flow back to them as needed.
Part of the Fund's argument for additional resources is that if the euro founders, the collateral damage to all of us will be very substantial. Certainly it looks like a number of eastern European countries which have received very large capital inflows over the past decade will be in trouble, with Hungary as an example. But again there is a case for pushing the problem back where it belongs – in this case, to the Austrian banks which lent too much.
The Fund is hoping to tap Asian countries for this support fund, with the First Deputy Managing Director David Lipton going as far as acknowledging that 'the potential for collaboration is clouded by memories of the Asian financial crisis of 1997–98'.
In rejecting this IMF call for more funds, the US, Japan and Canada made it clear that they expected the Europeans to do most of the heavy lifting to save the euro. Australia might do well to join this side of the argument.
Photo by Flickr user Arnoooo.
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|With help from members of the Porschephiles mailing list,
the PorscheFans lists, Tims 914 List, and many others.
1) What the heck is a 914, anyway?
914 is the designation given to several types of production cars made by Karmann, VW, and Porsche in the early- and mid-70s. All had mid-mounted engines, for good weight distribution and low polar moment. Most were roadsters, with a detachable Targa top. All have excellent cornering ability. Many people have called it "the square Porsche," since it departs from the traditional (Porsche) curved look of the 356es and 911s. I have also received some ribbing about not being able to tell the back of the car from the front.
2) So what is this "-4" or "1.8" or "/6" designation, then?
When it was introduced in 1969 (1970?), there were two types available. The 914/4 used a fuel-injected 1.7 liter "pancake" four-cylinder engine derived from that used in the VW 411. The 914/6 came with a carbeurated 2.0 liter engine derived from that used by the 1969 911T. The /6 did not sell very well, and was dropped after the 1972 model year. The 1972 914/6 is pretty rareonly about 240 were madeand was never officially exported to the US.
In 1973, Porsche introduced a 2.0 liter four-cylinder model. Early information labeled it as the "914 S", but this designation was dropped shortly before the model became available in the US. The two versions were labeled by their displacementthe 914/1.7 and the 914/2.0.
For 1974, the 1.7 was replaced by a 1.8, which used a different type of fuel injection system in the US, and carburators elsewhere. Power on the US version was lower than the earlier 1.7s, due primarily to a lower compression ratio.
3) Didnt I hear about a 914/8 somewhere?
Yes, you probably did. There were two very special 914s made by the factory, using air-cooled eight-cylinder engines from the 908 race car. You can sometimes see one of them at the Porsche factory museum. One source ("Caught by Camera, Porsche 914") says that these two cars were officially designated "914 S".
I have also heard rumors that there is one non-factory 914/8 driving around somewhere in the US.
The other type of 914/8 is a "regular" 914 which has had a water-cooled V-8 engine, usually a Chevy, wedged into it. The V8 question has been endlessly debated in many places. The "official" consensus is that it may be possible to do the conversion "right", but it is difficult and there are many, many bad ones out there. Also, a number of people object to the generally inelegant way of dealing with the (water) radiator.
4) Okay, smart guy, whats a 916?
In 1972, the Porsche factory made a very limited number of cars that were intended to be a prototype for a "super-car" 914. These were the 916s. They had the large, boxy flared fenders from the 914/6 GT race car, fixed steel roofs, and modified front and rear styling. Two different engines were used, one being the mechanically-injected 2.4 911S motor, and the other being the mechanically-injected 2.7 Carrera motor. Some mounted front-located oil coolers and a version of the 915 gearbox converted to run in a mid-engined car. They had super-plush interiors (leather or leather and op-art fabric!) and some had power windows. They were intended to be as luxurious and top-of-the-line as possible. One even had air conditioning with the compressor behind the drivers seat! There is some disagreement over the exact number built, but the most authoritative source says that there were 11 of them.
5) How hard is it to work on the engine? That space looks awfully small!
It is possible to perform all regular maintenance on a 914/4 with the engine in the car. The Sixes are supposed to be about twice as time consuming as the Fours. [Anyone want to loan me one for a year so I can verify this? 8^) ] Spark plugs, timing, adding oil, and changing the air filter are all straight-forward to do from the top. Replacing plug wires may require removing the air filter box, but that is either one bolt and a hose clamp, or a couple of wire clips and a hose clamp.
Transmission, oil filter, oil drain plug, sump screen, all are easily acessed from underneath the car. It is awkward to fit a standard oil filter wrench on the 914s filter, but a BIG ol pair of Channel-Locks works just fine!
Adjusting the valves is a chore. At times, it seems as if *everything* is in the way of getting to the valve covers! However, it really is possible to reach around everything and get to the adjusters.
If you find the engine lid getting in the way, you can remove it by removing the two bolts that hold each hinge onto the firewall bracket. You can also cut the bolt-holes in the hinges into slots, and then you simply loosen them up, and slip the lid off.
There are some things you just cant do with the engine in the car. Fortunately, it is not a difficult operation. It only took me about five hours my first time, and Im a *complete* idiot! An experienced 914 mechanic should be able to do it in as little as 30 minutes, although "book time" seems to be two hours. Most of the time is spent "getting things out of the way." Then remove four big bolts, and carefully lower the engine and tranny down and out of the car. (They come out as a unitits possible to do them separately, but generally easier to do both.)
Putting the engine back into the car is even easier. It only took me a few hours to do on my own. Debugging all the wiring problems that I (and 20-year-old wires) caused took considerably longer...
6) What sort of options came on the 914 originally?
Aah--I'll let someone with more experience than myself, George Hussey of Automobile Atlanta ("Doctor 914"), answer that in his own words:
The 70-72 optional equipment was standard on the 914/6.
Other information that I have indicates that the Factory split up the 73 group into two separate groups for 74 and later. One was the "Sport Group" and comprised of alloy wheels, Bilstein shock absorbers, and front and rear sway bars. The other was the "Appearance Group" and included all the rest of the 73 "S" stuff.
In 1974, Porsche created a "Special Edition" or "Can-Am" version of the 2.0L 914. This car had all of the "regular" options, above, with one or two differences. There were three choices of paint schemewhite with orange trim, white with green trim, or black with yellow trim. A different front spoiler was added below the front bumper. Specially painted alloy wheels were used, with accents matched to the trim color of the car. They had bumpers painted the trim color instead of chrome or black, as on the other 74 914s. They did not have the vinyl rollbar trim, but did come with the center console, leather shift boot, leather steering wheel, dual horns, and the swaybars and Bilstein shocks which were optional on the other 914s. These cars are less common than other 914/4s, and are somewhat more valuable as a result.
7) Can you compare the various 914/4s for me?
A quick run-down of the US models:
8) What should I watch out for when looking to buy one?
Ill try to run down the problem areas.
Rust. George Hussey has said, "Theres no such thing as a rust-free 914." There may indeed be one or two, but they are a real rarity. If youve found a totally rust-free 914, check again. Chances are youll find rust somewhere. Particularly prone are the battery box, on the right hand (passenger, in US) side of the engine compartment, everything below thatwhich includes the right-rear suspension! The firewall in front of the battery, the jack points on the sides of the car, the longitudinal members of the frame (the inner rockers), the rear of the rear trunk floor, and just in front of the windscreen are also known trouble spots.
Rust is the most common cause of body flex. You can check for flex with the "Daves Big Butt Test." Take the roof off the car. Then, get someone of Daves size (230 lbs) or larger to sit in the passengers seat (the side with the battery!). With the door closed, roll the window up. Then try to open the door. If the window sticks at the top (and does not stick with the roof on), the body is flexing. Also try the drivers seat. Body flex is fairly bad news. It can be cured, but it is generally time-consuming and expensive.
Oil leaks are relatively common. Some of the cures are cheap in parts, but expensive in labore.g., oil cooler seals. The oil pressure idiot light sender, on top near the distributor, can leak. Push rod tube seals commonly leakbut can be replaced with the engine in the car! The aforementioned oil cooler seals, the galley plugs, and the front or rear main seals are also not uncommon leaks. The engine may need to be removed to fix these.
The 914 is quasi-legendary for transmission woes. Sloppy shifting is part of the cars character, especially on the pre-73 cars. Replacing the shift linkage bushings can help; these parts are plastic, and can wear quickly. Bronze replacements are available for some bushings. Some sources indicate that a short-shift kit cures the problem, while others state that it exacerbates it. Most cars will crunch going into first gearthis is generally regarded as "normal", except for a brand-new transmission. Some will also crunch going into second. This may mean a rebuild is in the near future.
Another source of "transmission" grinding noises is the clutch cable. Specifically, the tube in the center tunnel that the cable goes through. Rust and time can cause this tube to break loose from the tunnel wall, which will keep the clutch from fully disengaging. This causes grinding in the lower gears. The tube can be re-welded, but it may require cutting open the tunnel.
Tops leakwhere the top seals join together. Not always, but frequently. Check for signs of previous flooding.
The taillights can also leak water into the rear trunk.
The hinge pivots for the rear trunk lid can break off. This will cause the lid to sit higher on one side than the other.
9) How about carbeurators for a 914/4? After all, the Sixes came with em!
The Sixes also came with 6-cylinder motors. They are different.
There is a much-debated myth that putting carburetors on a 4-cylinder 914 will improve its performance. The truth is that the fuel injection system in the 914s is pretty well designed, and will out-perform almost any carburetor set up. Carbureting the engine will typically reduce power, driveability, and economy.
Not to mention legality. Many states are following Californias lead in the area of emisions control laws. The law says that a car must retain the original induction system. Since no 914/4s were delivered in the U.S. with carbs, it is illegal to drive a carbed 914 on the street in areas where these laws apply.
It is possible to modify the cars engine enough that the stock FI can no longer supply the correct amount of fuel. At that point, you can either modify the FI, or switch to carbs. Making major changes to the FI can be very expensive and time consuming, but it is possible. Doing it correctly should also give you better results than a carb set-up. However, carbs are a fairly well-understood alternative, and are less expensive than after-market fuel injection systems.
A question you should ask yourself if you are thinking about buying a carbed 914, even when its street-legal, is "Whyd they do that?" There are two possible answers to this question.
One answer is that the car had an FI problem that the owner did not feel like dealing with, so he/she replaced the whole induction system. This sort of attitude *may* be indicative of sloppy maintenance in general, and frequently these cars are in much rougher shape overall than cars with operational FI. However, few people are willing to admit that they trashed the FI because they couldnt fix it.
Most owners will tell you that they did it to give the car more power. These cars may have other poorly-thought-out "performance upgrades".
If you really want a car that has been carbed, another question to ask yourself is, "How much will it cost to convert back to FI?" It may be a legal requirement in some states. I know it is in California. If the owner does not have all the bits, it can easily cost several thousand dollars to make the car legal.
I have heard that it *is* possible to carb a 914, and do it right. Gary Helbig says, "I have even seen one example of this. But youre not likely to find one for sale."
10) So, which 914/4 should I buy?
The 73 2.0, obviously. But since it is so obvious, the price is higher for these cars. The 74 2.0, if it has the optional equipment, is essentially identical. Parts prices for the items unique to the earlier 2.0, such as heads, exhaust and some FI parts, are more expensive as well.
Second choice would be either a later (75-76) 2.0 or a 49-state 73 1.7. The former have more power and the front-mounted fuel pump, but more weight, higher polar moment, and seem to wear engines out faster. They appear to run hotter to cut down on emissions, which also cuts down on engine life. The 76 2.0 is the very last of the 914s, and is fairly rareonly 4200 or so were built. These factors may drive the price up relative to the 75 models.
Bringing up the rear are the rest. This is mostly a matter of taste. The CA-emissions 1.7 is the weakling of the lot, but it does have the interior improvements and the better transmission. The 1.8 is next in power, with all the refinements of the 1.7, but with a fuel system that is less fault-tolerant. In some ways, the L-Jetronic system is superior to the D-Jet, but careful attention must be paid to avoid vaccuum leaks, backfires, and corroded relays. The early 1.7 has more power and is lighter, but is less civilized and has the vague tail-shifter transmission.
Please note, these rankings are my own opinion. Yours may be different.
11) How can I tell the difference between the various 914s?
The main differences between the different kinds of 914 are in the engine. Therefore, this is a good place to start looking.
A Six will be obvious. It will have a pair of triple-throat carbs staring at you as soon as you open the engine lid.
The fuel-injection system on the US-spec 1.8L engines is somewhat different from that used on the 1.7L and 2.0L engines. The air cleaner is over on the left-hand side of the engine compartment, and has the airflow meter attatched to it. The airflow meter is a plastic and metal box with a quarter-circle shape sticking out on one side. It is not small, and should be pretty obvious.
The early 1.7L cars have round air cleaners, filled with oil. Later 1.7L and 2.0L cars have square air cleaners with conventional paper filters. All are located closer to the center of the car than the 1.8s. The throttle body on the 2.0L engine is vertical, and sits on top of the intake air distributor. The throttle body on the 1.7L and 1.8L motors sits almost horizontal, to the side of the intake air distributor.
All 1.7L and 1.8L heads have four studs that the intake runners bolt to. The 2.0L heads only have three studs for this.
A very good indicator of what type of four-banger you have is the engine code. The engine code is located in front of the oil filler, between it and the fan shroud, on 2.0L cases. The code should start with "GA" (for 73-74) or "GC" (for 75-76). The European 2.0L engine code starts with "GB". The 1.7L and 1.8L engine codes are on a flat spot located toward the right-rear of the top of the case. You may have to push some hoses and wires out of the way, and clean off a lot of dirt to read them. 1.7L engine codes start with "W", "EA", or "EB" (for the 73 California car). The 1.8L codes start with "EC" for the US model, or "AN" for the European model.
Some cases have *no* serial number. This usually indicates a Factory replacement case.
It is quite possible to build any of the four-cylinder engines on any of the cases, though some machining may be required. This means that the serial number is not a 100% correct indicator of the displacement of the engine. Check the induction system and the intake studs just to be sure.
12) Whats this about Tail-shifters and Side-shifters?
Up until the 73 model year, the shift forks on the 914 transmissions were on the end of the tranny case, all the way at the back of the car. This meant that the linkage had to go about 2/3 of the length of the car and through numerous interconnected parts. This is the so-called "tail-shifter" transmission.
In 73, the shift forks were moved to the side of the tranny case. The linkage only had to travel about 1/2 the length of the car, and didnt have as many angles to reach around. It also had far fewer interconnected parts to break or go out of adjustment. This evidently improved the shifting dramatically. This is called the "side-shifter" transmission.
Converting from the tail-shifter to the side-shifter is quite possible. However, the parts needed range from the transmission itself, all the way to the gearshift lever, and all the motor mounting hardware.
13) Whos this George Hussey character?
George Hussey is the owner of Automobile Atlanta, also known as "The 914 World Headquarters". This is possibly the largest depository of 914 "stuff" anywhere. The AA catalog is full of useful information, from "tech tips" about how to keep your 914 running, to exploded diagrams of almost everything.
Every piece that ever existed for a 914 is available from Automobile Atlanta. This completeness has its price; you can get parts elsewhere cheaper. But there is considerable knowledge at the other end of the phone, and you cant expect to get that for free.
There has been considerable discussion recently about the quality of service that Auto Atlanta has been providing. Some people are apparently unhappy about the way that they were treated by AA. This may have gotten better recently; an AA employee has mentioned a service improvement program that is now in place. I myself have no experience with them.
George himself is a confirmed 914 lunatic. Case in point: He traveled thousands of miles, cash in hand, to purchase a 914-6 because he wanted the car with that serial number. (It was the last one made.)
14) How can I adjust my valves? Why should I?
You should because its on the maintenance schedule for the car. And because
mis-adjusted valves can cause big problems. If theyre too loose, the car will run
rough, stumble, get poor gas mileage, and may backfire. This is especially bad for
1.8L-owners. If the valves are too tight, you can have poor running, poor mileage, and the
valves may not properly dissipate heat, leading to burned valves. This is expensive. A
small investment in money or time (pros can do it in 90 minutesat least, thats
what theyve charged me for!) can save you lots of time, money, and grief down the
There is no easy answer to #1, short of taking the engine out of the car. Removing the roadwheel on the side youre working on can help, a bit. Some people recommend dropping the exhaust off the car. That sounds a bit extreme to me. Just have patience, and persevere. Some people recommend using a long feeler gauge, but I personally didnt care for that. Try reaching in from the front, from the back, and even from below if you can get your arms in! Patience and persistance are the key.
Several methods are recommended by different sources for challenge #2. The Haynes book suggests rolling the car back and forth in gear, which sounds pretty absurd to me. An old 914 Owners Association magazine recommended wiring up a remote starter switch and using the starter to turn the engine over. Doctor 914, George Hussey of Automobile Atlanta, recommends using a screwdriver on the *rear* part of the fan blades, where they attatch to the fan. The spark plugs should be removed for this, so you dont have to fight the engines compression. I am not at all sold on this method, as it seems very easy to break the fan bladeseven if youre being careful. My personal method is to put the car in gear (5th for best torque), jack only one side up into the air so the rear wheel on the other side is still on the ground, and turn the wheel thats in the air to turn the transmission to turn the engine. If you do take the roadwheel off the car, put two of the lug bolts back on so that you can use a prybar against them to turn the wheel. RD Rick says that he uses a ratcheting box-end wrench on the alternator pulley nut to rotate the engine.
I have put some paint marks on my flywheel that are visible through the bottom notch in the tranny bellhousing. One is at TDC, and the other is 180 degrees out from TDC. I dont even have to get out from under the car to adjust my valves.
15) You made a big deal earlier about "D-jet" and "L-jet" FI systems. What are they?
Two of the earliest forms of Bosch Electronic Fuel Injection. For a good description of theory and general practice, see Probsts book "Bosch Fuel Injection and Engine Management", published by Bentley Books. This is a good book on Bosch EFI systems, and is highly recommended.
Both fuel systems are designed to get the correct amount of fuel into the combustion chamber at the right time. The "correct amount" depends on RPM, engine load (almost but not quite == throttle position), engine temperature, and other factors. The main difference between the two systems used on 914s is the method of measuring engine load.
The D-Jetronic system measures the air pressure in the intake manifold. The pressure sensor lives on the right-hand side of the engine compartment, below the battery. It looks like a small metal pineapple with one hose and one bundle of wires going to it. This system is less accurate at determining engine load than the L-Jetronic system. It was used on all 1.7 and 2.0-liter cars.
The 1.8 US-market cars used the L-Jetronic system. It measures engine load by measuring incoming air. Intake air pushes against a spring-loaded flap, which is deflected more by more air. A potentiometer measures the deflection, and feeds it into the FI computer. It is more accurate at measuring engine load, at least below about 4200 RPMwhich is where most around-town driving is done. The two main problems with this system are 1) vaccuum leaks, and 2) backfires.
Vaccuum leaks allow un-metered air into the system. The "brain" doesnt know about this air, and doesnt command enough fuel to be squirted into the combustion chamber. This makes the car run lean, which makes it run hot, which tends to burn valves and otherwise shorten engine life.
Backfires can cause a back-pressure wave to go through the intake. This wave can warp the flap that measures the air, causing it to stick at one or more places along its travel. This leads to poor running, and can also cause a lean condition like a vaccuum leak.
With careful maintenance, the L-jet FI system does a very good job, and is reliable. In fact, modern 911s use an FI system based on the L-jet system. Just remember the "careful maintenance" bit.
16) What size tires and rims can I put on my stock 914?
The widest wheels Ive ever heard of anyone putting on a stock-fendered 914 are seven inches wide (7"). There are a lot of five-bolt 7" rims available; most are from 911 or 944 applications. Four-bolt 7" rims are less common. These are available from some aftermarket suppliers, and several wheel manufacturers will make wheels to order.
Conventional wisdom is that the largest size tire you can fit under the stock fenders is a 205/60-15. These only work with wheels designed for the 914. Many aftermarket rims, like the popular Riviera mags, do not have an offset that allows these. Several people have reported no problems with 195/60-15 tires on those rims. Unfortunately, there is enough variation from 914 to 914 that some cars cannot fit the 205s on any stock rims.
A good choice for the street is 195/60 or 195/65, which is close to the rolling circumference of the stock tires. At the time of this writing, I have 195/50 on my car. The improved handling and torque are very nice, but I get aggravated at having to run 3500-4000 RPM to keep up with highway traffic.
17) How can I improve the performance of my 914?
The number one best improvement you can make to your 914 to make it go faster is: Driver Improvement. Go out, Autocross, take a Drivers Ed event, or take the car out to one of the Big Tracks and go Time Trialing! You will get much more out of the car than you ever thought could possibly be in there! This is also an upgrade that you can take with you to other vehicles. Try *that* with a DME chip!
If you are or want to be racing your 914, the first step in any program of modifications is to get the rulebook and read it. This will tell you what modifications are legal in which classes, and may suggest things that you didnt think of. The next thing to do is to talk with the *fast* 914 drivers. They will have good suggestions; most of them have been where you are!
The 914 may feel a little underpowered, but the best modifications you can make (especially for the $$) are in the areas of handling and brakes. Engine modifications tend to cost a lot of money for a little improvementor none at all.
18) Can I use VW parts on my 914?
Yes, you can. Quite a few of the parts are VW parts. I had heard rumors of a 914/VW cross-index, but that seems to have come to nothing. The 914 uses more or less the same Type IV engine that was in the 411, 412, and late Transporter (Bus, Vanagon).
I believe that the earliest motors (the "W" and possibly the "EA" series motors) are identical or very nearly identical to the corresponding 411 motors. However, the 2.0L engine is a different matter.
I am told that there is a Bus (2.0L Vanagon) flywheel/clutch/pressure plate combination which works on the 914 with little or no modification, and has a larger friction area. It would therefore be stronger and possibly longer-lasting.
19) What about hydraulic lifters? Are these a good thing?
This was actually done on some of the Type IV Busesbut those used a somewhat different motor (see #18 above) in a different application. There are some good things about the conversion, some bad things, and one real bad thing.
The good things:
The bad things:
The real bad thing:
I know people on each side of the hydraulic lifter question. Two of them in particular are people whose 914 knowledge and opinions I respect, and both are convinced they are right and the other person is wrong.
Stan Hanks, former ListMeister of the Porschephiles list, tried them once and had his engine blow up as per #5 above. He then checked into the engineering behind the hydraulic kits, and came away un-satisfied that all the work had been done to ensure that the kits work correctly in a 914 application.
RD Rick, well-known Porschephile/PorscheFan, has hydraulic lifters on his 76 2.0 and loves them. He has put quite a few miles (20K, last I heard) on them and reports no problems. Also no valve float up to 6000 RPM.
Myself, I decided to live with frequent adjusts and not to take the risk of something going wrong down the road.
20) How do the heater and fresh air controls work?
There are four controls for the cabin heating system. One is the little red-knobbed handle on the floor just aft of the gearshift lever. The others are the three sliders, two black-knobbed and one red, on the dash.
The top black knob controls how much fresh air is coming in. It goes from off (left) to full flow (middle) and then turns the cool air fan (up front, behind the gas tank) on low (I), med (II), or high (III) speed.
The second knob controls where the cool air goes. Left is down, to your feet, middle is the dash-side vents, and right is up, to the defogger vents. There is probably some overlap between two or all three of these settings.
The bottom (red) knob controls where the warm air goes. Selections are identical to the middle knob.
The red lever to the rear of the shift knob controls how much hot air comes into the cabin. Down/forward is off, gradually increasing as the knob is pulled up/back, to a certain point which turns on the blower fan, located in the engine compartment. Without that fan, warm air is only moved by the engine cooling fan.
21) What kind of fuel should I put into my 914? Ive heard that old VWs have to use leaded fuel.
VW has been using the "right stuff" to keep their cars running on unleaded fuel since before the 914s were made. So dont worry if you cant get leaded gasoline. In fact, the 75-76 California cars (and maybe other areas?) had catalytic converters, which reqire the use of unleaded gasoline!
Octane is usually measured in two ways, RON (Research Octane Number; the German-language version is "ROZ"), and MON (Motor Octane Number). It appears as if most US pumps are labeled with "(R+M)/2", which would be the average of RON and MON. There is typically an 8-10 point difference in the two rating systems for any given batch of gasoline. If you average, youll find the pump rating is about 4-5 points less than the ROZ rating.
Porsche listed the octane requirements for the 914 on a sticker in the front trunk. On my 74 2.0, its on the top of the right-side wheel well. The numbers are generally listed as "XX ROZ" or "XX ROZ/RON" (remember that ROZ and RON are the same thing).
The numbers here, except for the non-US ("RoW") cars, are from the stickers in various net-fourteeners trunks. The RoW numbers are from a European owners manual.
Please note, these figures are for vehicles in stock trim! If your engine is modified (higher compression, advanced timing, etc.) then your fuel requirements may change.
22) Im thinking of getting a 914, and Id like to know how reliable are they?
The newest 914s are, at this writing, 21 years old. The oldest ones are over 27 years old. They were built before Porsche and VW started to galvanize the bodies of their cars. They use first-generation Electronic Fuel Injection systems. They tend to be driven hard, because they are definitely sports cars. Some of the maintenance is difficult enough that it is not infrequently ignored. Some owners believe that, since its "just a Bug", they dont have to fix things correctly if theres any way to do it cheaply.
If you take all of those factors into account, 914s are amazingly reliable. The fact that so many are still at all driveable is a testament to the designs hardiness.
The 914 will not be as reliable as a new modern car. It is also not as hassle-free as a modern car. It requires frequent maintenance, and can do very expensive bad things when the maintenance is ignored.
There are several owners on the various mailing lists who report zero problems other than scheduled maintenance. There appear to be a larger number of owners who have epxerienced several breakdowns each year. Most people seem to fall in the middle, with problems cropping up every year or so.
Ive had a lot of problems with my 914s, but if I could only keep one car, Id move closer to work (less distance to walk) and keep the 914.
Drive one and see what I mean. JJ Slowik puts it quite well:
23) Could you recommend any 914 repair manuals?
The Factory manual, together with the Little Spec Book. Its the best one available, also the most complete. The large fold-out full-color wiring diagrams are real works of art! Unfortunately, its also over $300 for the eight-volume set (plus another $10-20 for the Spec Book). It is also not the best automotive workshop manual that Ive ever seen.
The Haynes manual is a reasonable alternative that is much less expensive. While not as complete as the Factory books, it does contain most of the information found in the latter. Most of the photographs are direct copies of those in the Factory book. The wiring diagrams are simply the Factorys color ones, photocopied in black and white, with stick-on labels denoting the colors. There are some parts of this manual that are incorrect (for instance, the 1974 wiring diagram lists D-jet FI as being Non-US only) but for the most part is right on.
Probsts book, "Bosch Fuel Injection and Engine Management", published by Bentley Books, is a good general guide to both D-jet and L-jet FI, among others. It may help you to understand some of the internal workings of your fuel system. It is not, however, a very specific guide to fixing your 914s FI.
Finally, if you havent done much automotive work before, you owe it to yourself to pick up John Muirs Idiot Book, AKA "How to Keep Your Aircooled Volkswagen Alive". It will tell you things that most manuals assume you know, such as exactly which widget to tweak so that you can adjust your ignition timing. It covers the Type IV, among others, and even has some information about FI.
24) What kind of oil and oil additives should I use in my 914?
There is a continual debate about what type of oil to put in your car. My own opinion is that, if you use a high-quality motor oil of the correct weight, it doesnt matter which one you use.
Some people advise against putting synthetic oils in VWs or Porsches. There is a myth that they do not dissipate heat as well as conventional "dinosaur" oils. This is untruesome of them have tested out better than dino oils. The only two reasons that I can think of for not putting synthetics in your 914 aresynthetics, especially those with low cold weights (e.g, 5W50) tend to leak out more easily than higher-weight dino oils (like 20W50). And, of course, the cost. I personally cannot justify throwing away 4 quarts of expensive synthetic oil every 3000 miles.
Oil additives look great on TVleave them on TV. At best, they wont help or harm your engine. At worst, they may actually increase wear inside your motor! The long version of this argument is very long indeed, but the short version is: Dont believe everything you see on TV.
25) My buddy told me to remove the cooling flaps from my 4-cylinder engine.
Will this help my car to run cooler?
No. This is one of the most pervasive and destructive myths in the VW world. Removing the flaps will actually make the engine run hotter!
The right-side flap, when it is "open", serves two very important functions. The flap splits the air coming from the fan into two parts. It ducts one part down through the oil cooler, and it ducts the other half to the head and cylinders.
Without this flap, the cooling air flows over the top of the cooler instead of down through it. This creates a low-pressure area over the cooler, which draws warm air from under the engine. This air has been nicely warmed by the heat exchangers, and is further heated by passage through the oil cooler. Then it goes on to the cylinders and head. Not the best way to cool them.
Further compounding this is the fact that the air flow has changed to something the designers never anticipated. This means that some places get less air than they should, which leads to local hot spotsusually where they are not wanted.
Leave the flaps on.
26) Great web page! Did you do this all by yourself?
Nope. In fact, all Ive done is to gather the info for this FAQ. The guys at Pelican have worked very hard to put these pages together for you. Theyve done all the hard work. You can show your appreciation by getting your 914 parts from themor at least checking into their prices!
27) OK then, who are you?
My names Dave, and Im a 914 nut. (Sounds like the beginning of a Fourteeners Anonymous meeting...) Ive only owned two so far (74 1.8, now sold, and 74 2.0). Between the two cars, I think Ive had many or most of the common 914 problems. I took to writing down some of the things Ive done to fix those problems over the past six years, and found out that other folks wanted to know what had or hadnt worked. I was a member of the Porschephiles mailing list for about three or four years before its demise, and Tims and the PorscheFans lists since then, and more recently the 914 PorscheList. Sometimes I can remember other peoples answers to various 914 questions that have popped up in the past, as my brain seems to like retaining various bits of 914 trivia.
I consider myself something of a "Compleat Idiot" a la John Muir. Fixing the 914 really is not that difficultif I can do it, just about anybody can. Most of what it takes is the sheer nerve to think, "I can take this apart and put it back together again." Tools, manuals, friends who have a bit of experience, all help outbut its the willingness to dig into it and the audacity to think you can put it back together that are the keys.
Dave Darling
Need to buy parts for this project?
Click here to order!


text:
JEFFERSON COUNTY — With elevations varying from 4,000 to 14,000 feet, Colorado offers a diversity of climate and wildlife and, in particular, butterflies.
The state is among the top five for butterfly diversity and around 180 different kinds can be found in Jefferson County alone.
That's one of the reasons why Westminster's Butterfly Pavilion is excited to partner with Jefferson County Open Space to recruit volunteers for the Colorado Butterfly Monitoring Network.
The network is a project based on the Illinois Butterfly Monitoring Network
founded in 1987 by The Nature Conservancy. It wasn't the first citizen science program — meaning it enlists citizen volunteers to help gather data — but it was the first in the United States to use butterflies as an indicator species to show how land management affects local wildlife, IBMN director Doug Taron said.
"In many cases it shows good compatibility with a lot of species of greater interest being looked at in restoration practices," he said about why butterflies are good indicators.
Now, the Butterfly Pavilion is one of the agencies in a handful of states adopting IBMN's program model, which it piloted in 2013 with Broomfield, Westminster and Boulder open space agencies and other conservation groups.
This year's partnership with Jeffco Open Space represents plans to expand the number of monitoring sites and engage more volunteers.
Volunteers are already signing up to take a training class in the spring that will help them identify the butterflies they see on one designated trail at a Jeffco Open Space park throughout Colorado's butterfly season, May 15 through Sept. 30. Volunteers will be expected to have a firm grasp of 25 regionally common butterfly species.
The park and the trail is pretty much up to the volunteer, said Lisa Kluesner, an Open Space natural resource specialist. They can choose their favorite trail or request one at a park they would like to get to know better.
"The big key is we want to make sure the trail they are going through is going to encompass a couple different types of habitat," she said.
Ideally, volunteers will walk their trail once a week for at least 30 minutes and up to two hours counting and identifying butterflies, but a total of six visits spread throughout the season are all that will be required.
"One of the really cool things about this project is that coming in, you don't have to know anything about butterflies," Sarah Garrett, a Butterfly Pavilion lepidopterist (butterfly expert), said.
Amy Yarger is the Butterfly Pavilion's horticulture director and participated in last year's project with her son in tow as her scribe, documenting the butterflies she saw. She said the project is a great way to engage youth in science and bring families together.
"He really enjoyed being part of the process and saying, 'Every Friday, I do science with Mom,' " she said.
The data collected by volunteers will go into a new national database to be tapped by a think tank at the University of Maryland, Taron said, but will also directly help Jeffco Open Space.
Kluesner pointed out that events such as last summer's floods don't just change the land. They have a ripple effect among the plants and animals in the area that might not always be immediate or obvious.
"From a land manager's perspective, having this information helps us develop management plans for different habitats for our parks," she said.
The collaboration will also give Open Space a cache of information it has never had.
"From our perspective, we are also trying to get that baseline database built," said Sean Kluesner, Lisa's husband, who is also an Open Space natural resource specialist. "We can start to compare and trend it as it goes and use that to just help us make the best land management choices we can," whether that be conservation or manipulation of the land, he said.
Jeffco Open Space will host full-day training for program volunteers April 27 and May 7 (volunteers need attend only one) at the Butterfly Pavilion, 6252 W. 104th Ave. in Westminster. For more information, go online to bit.ly/ 1gTn2RN.
Josie Klemaier: 303-954-2465


text:
Acoustat bass crossover?
I am looking for an easy way to filter out the frequencies below around 60 - 80 Hz from my Acoustat model IIs, in order for my subwoofer to produce these instead, lightening the load on the electrostatic panels. I realise that the best way of doing this is to filter the audio at the input to the power amp, however, my REL B3 subwoofer instructions state that for best results the sub should be connected directly to the speaker outputs of the amplifier, making this method impossible.
I have tried doing a simple passive 6dB/oct filter using a capacitor in series with the low frequency transformer, but due to the low impedance a very large and expensive capacitor would be required.
Is there some method of doing this that I may have overlooked? Perhaps something on the secondary side of the step-up transformers where the impedance is higher? Is there really that much difference running the subwoofer from line-level inputs as opposed to the speaker-level input? Has anyone ever tried something like this?
Thanks for any help or suggestions that you can provide!
Take care,
So , what is wrong using an active filter for main amp and low-level inputs of subwoofer ?
REL recommends that for best sound the subwoofer should be connected to the speaker outputs, not low-level inputs, so that is not feasible. Connecting it this way ensures that the subwoofer sees the same signal as the main speakers, for best integration. I have not tried it using low-level inputs, I would have to obtain some long patch cords to do so.
Take care,
2 Attachment(s)
The Peasant, Doug, Acoustat' have two audio transformers, one for the bass mids and highs, and the other is just to augment the lower bass you could try to disconect the bass transformer that will give a much reduced lower bass, which could be ideal for what your trying to do.
Or if you change the bass transformer tap from red for the model 2, you could try orange, or even yellow these should give reduced bass output compared to the red.
Cheers George
Thanks for the suggestions, George. I have actually tried reducing the bass transformer output, but that also reduces the bass frequencies much higher than my intended crossover point. I don't want to lose any midbass as these speakers are already quite lean there, so unfortunately this will not work for me.
Any other ideas?
Take care,
Yeah, the 1ohm resistor R4, it's said that not only is it there to give the amplifier an easier load, but also acts as a subsonic fequency filter together with the input capacitance of the transformer, to stop panel flap at warp frequencies back in the days of records. So by increasing that resistors value you should be able to roll the transformer of earlier, maybe a cheap easier way out.
I've had acoustat 1+1, 2's and 2+2's and active xovers were always detrimental to the purity of the mids and highs, even a discrete transistor 24db one which was much better than comercial opamp ones were still taking away the magicical purity of no active xover in the signal path.
With my 1+1's I let them go down naturaly and the crossed over a pair of B-1814 Kefs (same as the B-139 except twice the size) in 12cu ft enclosures at 50hz 2nd order, that worked great. Seamless top to bottom flat to 20hz.
Cheers George
I would agree with George and not bother rolling off the Acoustats at all. Anything you add to the signal path will worsen the sound from these great speakers - and about the worst thing would be capacitors to try & roll the bass off.
And the bass panels will not really be helped by rolling them off anyway. Quad 57's? - yes, but II's wouldn'd even notice.
don't take that 1 ohm resistor out!
that one ohm resistor stops the transformer from saturating at low frequencies so don't take it out OK!!! Best regards Moray James.
there is a way of doing it - but its not intuitive - and depends on the
REL having plenty of excess gain to spare on its speaker level inputs.
You apply a RCR filter to the input of the amplifier such that bass
rolls off say below ~ 75Hz but flattens out again at say ~ 7.5Hz.
Instead of connecting the REL directly to the amplifier outputs you
connect it via an RCR filter than has the inverse response of the
above filter. This will reduce strain on your speakers and reduce
voltage swing of the amplifier - giving a minor increase in dynamics.
An appropriate cap at the input of ur power amp will do the trick.
It is nicer to provide a resistor at the driven end, and a resistor at the amp end, but there is already a resistor there now. Also, most power amps are AC coupled at the input, so you could also merely remove the input cap and replace it with an appropriate value. If you find an electrolytic cap there now, a film cap will do the job better and give you nicer sound.
Alternately, there is usually a cap to ground at the inverting side of the amplifiers differential input pair. The purpose of this cap is to force the feedback to maximum at some very low frequency - this pushes the gain of the amp down to unity at some very low freq, typically <1Hz. You can reduce this cap, push the frequency up into a range that is where you want the amp to roll off for the subwoofer implementation. Since this is usually an electrolytic cap, it may also improve the overall sound of the amp if replaced with a small value film cap for this roll-off trick.
You can change the input cap and the roll-off cap, then you'd get some sort of 12dB/oct (2nd order) filter effect.
You would have to check to see that the amp remained stable with the internal roll-off cap changed - it ought to remain stable.
If you have not replaced the electrolytic caps inside the interface box with film caps, do so.
Alternately you could put some nice film caps between the amp and the speaker.
I would not suggest removing the "bass" transformer. It is not really a "bass transformer"! The two transformers overlap quite a few octaves. You need both for flat response, iirc.
Also, there are two versions of the interface box - one has the "HF" xfmr coming in lower than the other by an octave or so...
_-_-bear :Pawprint:
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text:
Captain America Comics #1 contains the first appearance and origin of the Captain America and is one of the most valuable Golden Age comic books according to the Overstreet Comic Book Price Guide. There is nothing like coming out punching Hitler on the cover of your first issue!
Why It's Important – The origin and first appearance of the Captain America (soon to have his own comic book movie!)
Price and Value Trends – Has remained strong over the years commanding sales from $2,300 for incomplete copies to approaching $100,000 in CGC 9.0.
Investment Potential – Captain America Comics #1 is considered a "blue chip" comic investment. The upcoming comic book movie and positioning in the Avengers movie has a good chance of improving his standing.


text:
Parenting your parentsApril 30th, 2008
When do we start parenting our parents? All of our lives, we see our parents as invincible. They knew the answers to life and could conquer anything. They knew what was best for you and anyone you knew. What worked for them through life was handed down to you as law.
Then one day, just like a light was switched on, you realize that they aren't a superhero. That they are fragile and human. That their advice might not be what is best. That they might be wrong about how to handle life and their health. That they, just like you, are scared and don't know all the answers. They have become vulnerable.
I am seeing a transition in my life now for the care of parents and grandparents. These aging (seriously stuck in their ways) parents used to care for me. Now, I am starting to care for them. Although it is a complete reversal, I don't look at it as a chore. I look at it as maturing and knowing my place in this universe.
One of my favorite Shakespeare plays is As You Like It. In particular, a scene about the Seven Ages. Maybe Shakespeare took care of his elderly parents too?
From the Baird – As You Like It (2/7)
All the world's a stage, And all the men and women merely players: They have their exits and their entrances; And one man in his time plays many parts, His acts being seven ages. At first the infant, Mewling and puking in the nurse's arms. And then the whining school-boy, with his satchel And shining morning face, creeping like snail Unwillingly to school. And then the lover, Sighing like furnace, with a woeful ballad Made to his mistress' eyebrow. Then a soldier, Full of strange oaths and bearded like the pard, Jealous in honour, sudden and quick in quarrel, Seeking the bubble reputation Even in the cannon's mouth. And then the justice, In fair round belly with good capon lined, With eyes severe and beard of formal cut, Full of wise saws and modern instances; And so he plays his part. The sixth age shifts Into the lean and slipper'd pantaloon, With spectacles on nose and pouch on side, His youthful hose, well saved, a world too wide For his shrunk shank; and his big manly voice, Turning again toward childish treble, pipes And whistles in his sound. Last scene of all, That ends this strange eventful history, Is second childishness and mere oblivion, Sans teeth, sans eyes, sans taste, sans everything.


text: I have tried a few versions of Windows 7 from 7100 to the current one and I love it as an OS but I am having lag problems with gaming, single player only. It's not on all games but ones that I play a lot of - Civilization 3, EA Sports Cricket 2007 and one or two others, they all are a couple years old lol and run perfect except for the lag. I am using all the latest drivers, obviously the viseo card drivers have had a couple revisions and each has been the same. I have tried compatibility mode & running as administrator etc Have tried it with no antivus installed and with, no difference either way Any help would be greatly appreciated


text:
Perhaps worried that they've alienated their Japanese market by not resigning their hero Hideki Matsui, the Yankees brought the World Series trophy with them to to Tokyo on Monday. Brian Cashman also called Matsui one of the best moves he's ever made.
"I've had some successful signings in Japan; I've had some unsuccessful signings in Japan," Cashman said. "Hideki Matsui will be one of the best deals I ever made.
"We will have future players from Japan on our roster. They will do everything in their power to try to help us win, but I doubt we'll find another Hideki Matsui."
Of course by "some successful signings in Japan" Cashman means he's had one successful signing in Japan – Matsui. The bad signings? Remember Hideki Irabu and, of course, there is Kei Igawa who is still bringing value to the Scranton Yankees. The Yankees also had Hideo Nomo in 2005, but he never played in the majors, so maybe that is what Cashman is talking about when he mentioned successful signings (plural).
One name that many Yankee fans learned during the Matsui signing but didn't come up in any of the many articles, except the ones pointing out it's absense, was Jean Afterman.
Afterman was such a pivotal role in the Matsui signing that Mark Feinsand then of MLB.com, of course of Daily News fame today, posed one of his questions to her this way:
"George Steinbrenner has repeatedly credited you with paving the way for Hideki Matsui's signing with the Yankees. What was the most challenging part of the Matsui negotiations?"
Quick recap, the Yankees are kissing up to Japanese fans for not resigning Matsui, who was just one of their successful signings from Japan, and he was one of Cashman's best signings especially since he didn't have to do most of the work.


text:
Read and weep for the children that happen to be born to criminally deluded or gullible parents… From the Sydney Morning Herald we learn that a mother
[…] had sought in a injunction in the Family Court to stop the father and his partner from immunising the child without her written permission.
She made the application after discovering that her daughter's stepmother had secretly taken the child to a medical centre to have her immunised against diphtheria, tetanus, pertussis, hepatitis B, polio, HIB, measles, mumps, rubella and meningococcal C.
Crucially, we learn that:
Previously, the mother had been arranging homeopathic vaccines
The father and stepmother, took their 8 year old for immunisation because:
[…] when the girl was five, she contracted whooping cough, and the father and his new partner became concerned that she was not vaccinated, possibly placing their new baby at risk
So the mother is deluded and actively placing the child's life in danger from potentially fatal diseases. The father and stepmother are only acting normally, as any concerned parent that hadn't had his brain diluted in water should do.
However, here is where it gets even more preposterous and depressing:
A doctor in homeopathic medicine told the court that homeopathic vaccination was safe and effective, whereas traditional vaccination had short- and long-term risks, including a link to ADHD and autism.
This "doctor" should have his practising license immediately revoked, criminal charges levied against him, and all his previous patients' warned and their medical history and treatments revisited. As a doctor, it is one's responsibility to know the evidence for and against any medication or treatment he advises, and he must be up to date with any developments in his field. This "doctor" fails miserably on both counts.
He clearly lives in a different universe when he arrogantly claims efficacy of homeopathic vaccines, in a court of law no less. There is absolutely no basis for this claim, just like there is no basis for putting the terms "effective" and "homeopathy" in the same sentence without any negative adverbs present. He should therefore be prosecuted either for intentionally misleading a court of law, or for criminal negligence for his ignorance of the facts relating to the treatments he recommends and applies to his patients.
Secondly, of course he is also clueless as to the claimed links of vaccines to ADHD and autism. This hypothesis has been conclusively disproven about a million times before, and anyone even remotely following medical and public health stories should already know that (you know, like anyone claiming to be a doctor). So, similarly, he should have his whatever practising license revoked before he kills any of his patients.
However, no one seemed to be concerned with this, and everyone focused on the deluded mother instead. Just to be clear, I also think the mother should stay as far away from the child as possible and never be permitted to have children again! But I wonder why no-one thought to deal with the lunatic "doctor" as well…
To wrap this up in yet another preposterous note:
The case is one of several before the courts that involve differing philosophies over childhood vaccination
"Differing philosophies"?!? Aaaargh! What philosophies?? Vaccination is a method that has been scrutinised by science, found to be one particularly effective in eliminating or containing infectious diseases, and is one of the most successful scientific medical modalities ever devised.
What on earth has ideology and philosophy to do with this? A child's right to a healthy life trumps every conceivable ideological or philosophical right of the parent that may (for whatever crazy reason) go in the opposite direction. Simples.


text:
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Palawan is one of the most pristine tropical islands in the Philippines. Located about 80 minutes from Manila (by air), Palawan is home to breathtaking tropical beaches, exotic coral reefs, and thriving terrestrial wildlife.
NoaNoa Island is located about 30 minutes (by speedboat) off the northeast coast of Palawan. As a private island, NoaNoa is able to carefully protect the indigenous Palawan plants and wildlife in our sensitive tropical island environment.


text:
Water Damage Restoration in Flint
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text:
electronic switch
- An electronic component or device, such as a transistor, utilized as a switch. Electronic switches feature high speed and reliability. Used, for instance, in computers.
- A device which permits the simultaneous observation of two signals on an oscilloscope with a single electron gun. This is accomplished via a rapid switching rate.
- A switch with no moving parts.


text:
Originally Posted by Rooz
.......no talk of those BADASS nex cameras...very surprising...
That is a bit surprising unless Sony didn't want to steal any thunder from the A77 launch.
OTOH it may be that the firmware is just not ready. Journalists have been shown the camera (old firmware) but no samples handed out for preview as yet.
Still the specs look good apart from no SSS.
Originally Posted by Peekayoh
That is a bit surprising unless Sony didn't want to steal any thunder from the A77 launch.
i think you are right but at the same time, the nex are a category in their own right so to me, it is a little confusing. i can understand why nikon announce coolpix with their dslr, its cos they hope people ignore how crap the coolpix are amongst the dslr hype. but sony are onto something with this nex stuff. even the fanboy that did the a77 review above claims the nex 7 is the most compelling sony camera ever released...or something like that.
the first incarnation of the nex fell a little short for me, the nex5n looks like it may tick a few more boxes.
as for the dslt hype. the new releases look nice. lots of features, lots of tech. have seen it all before though, how they perform will be what makes or breaks them. so while its entertaining to get caught up in the hype, lets see what happens when reality hits and the beer goggles fade; you may just end up finding out you're sleeping with the same old pig with new lipstick. oh and more buttons....lets not forget those buttons. lol
D800e l V3 l AW1 l 16-35 l 35 l 50 l 85 l 105 l EM1 l 7.5 l 12-40 l 14 l 17 l 25 l 45 l 60 l 75
I don't know whether it's the Sensor, the touch screen or the 1080p video that does it for you but the NEX-5n does look like a worthwhile enhancement.
New camera hype, yes we need to be wary of getting carried away but I do think the A77 sounds promising.
What I do like...
It's not toooo small.
Buttons, I'm happy with what I see considering that 3 of them are fully customisable. I don't like that the SSS button has gone into the Menu but if it can be selected in the three memory slots, I could live with it.
19 point AF, 13 cross. This sounds like good step forward, maybe not as good as Nikon but Ok for now. And of course we have the benefit of full-time phase-detection AF.
Electronic First Curtain. I really like this option, the A77 totally banishes mirror slap and now shutter vibration as well. Vibration from the mechanical second curtain can be discounted. Also makes for a quieter camera. IMO these features are likely to more than make up for the loss of image quality due to the semi-transparent mirror.
AF Micro Adjust.
Same batteries as A700/850/900.
It's too early to draw conclusions about the EVF (but sounds good so far) and Sensor IQ (jpegs look Sony awful) and I abhor the dropping of the CF slot but that's progress, I guess.
Edit. Forgot to mention the EVF Magnification for MF.
Last edited by Peekayoh; 08-24-2011 at 09:06 AM.
Reason: afterthought
1400 body only
2 Grand w/ lens
Sony A33 | Sigma 70-200mm f/2.8 II EX DG APO Macro HSM | Sony 30mm f/2.8 DT AF Macro | Tamron SP AF 28-75mm f/2.8 XR Di LD
I agree Switch, that's a great price!
Another video right from Sony.http://blog.sony.com/cameravideos
Sony A77
Sony A580
Sony A 100
Maxxum 400si.
Sony 18-70 Kit Lens
Minolta AF 35-70
Minolta AF 50 f/1.7
Tamron 70-300 f/4-5.6 Di LD
Tamron 60mm Macro
Tamron 17-50 f/2.8
Tamron 2x Converter
Sony HVL-F42AM
Quantaray 70-300 4.5-5.6 Macro
Slingshot 200 Bag
Could that guy be any more of a nurd?
ccan some1 give me the link to the IR review of the a77. im not seeing it
Imaging Resource
Here is a You Tube review. http://www.youtube.com/watch?v=HRVOzwI10Iw
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