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How critical is fuel tank level in relation to carb?
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How critical is fuel tank level in relation to carb?
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Join Date: Jan 2002
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IMO opjose has a point. To say it is absolutely critical is an overstatement. I too have run engines with tank placements that were incorrect, or at least would be incorrect if the plane was intended for aerobatics.
If you are flying straight and level you can place the tank well below the centerline with no ill effect. Since you are not flying inverted or high G maneuvers it will work well in that instance.
To say that the tank must be placed with the centerline to the carb is somewhat incorrect with the most common tank setup. It would only be correct if set up with a uniflow setup. With the most common setup with the vent at the top and pickup at the bottom the correct tank setup is with the tank slightly below the centerline, the actual amount is dependent on the thickness of the tank and the muffler pressure available.
If you check out those control line planes with the adjustable tank, you will often find the tank below the centerline of the carb. And it is critical for them because they are competing in aerobatics of one kind or the other, but even if racing straight and level it can make a difference in obtaining full power through the run.
Last edited by Sport_Pilot; 11-20-2013 at
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I personally have had much better luck with my engines when I have had my tanks placed with there center line 1/4" above the spray bar of the carb . The engines are always easy to tune ,I have no problems with flooding .
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Everyone has an answer but not THE answer.
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Tony Iannucelli
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I've had three UCan46s. Wonderful flying planes. Inverted OS 70FS, no issues. Shut off the carb at the transmitter until next startup, hand start with one or two flips. Another, OS55, same protocol, no issues. I had another UCan on which I angled the engine 45 degrees to allow the exhaust to exit the bottom of the plane. Worked great, same protocol. I have several warbirds, most with OS91s. They start with one spin backflip usually. All have carbs way below the tank centerline. I'd suggest we are over-thinking this one.
Shutting off the fuel line is the answer. Do it with a clip or do it at the transmitter. Both work. I've used these valves on my Dirty Birdy and other aircraft for decades. They really work great. That's THE answer for me.
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Originally Posted by
Jim Thomerson
I don't know about RC, but experienced folks who fly control line precision aerobatics sometimes raise or lower the tank by the thikness of a playing card. Makes me think that tank placement is important.
That just goes to show how people buy into unsubstantiated "junk science" including some of the posters here.
Let me give you some REAL figures.
The thickness of a playing card, let alone 3-10 inches of tank height difference is NOT going to make a substantive or even measurable difference to the engine.
In fact the pressure differential produced by the propeller air pressure at full throttle alone is FAR GREATER than any tank height adjustment could ever achieve.
Don't believe me...
Here are some HARD SCIENCE FACTS that back that up.
If you take the thrust produced by the prop distributed by the volume of the air behind the blades up to the carburator, you will get the effective INCREASE in pressure differential when the engine is at full throttle between the carb and the fuel tank when the engine is sitting level with the fuel level at the centerline.
Assuming a .46 size engine producing 5lbs of thrust using an 11x6 prop....
π r
Or 95 square inches
Assuming that the carb intake is 1.5" behind the prop... the volume of the air behind the prop at that point is
142 sq inches
5lbs / 142 sq inches = .5633 oz/sq inch
While not excessive that amount is eminently measureable.
The tank on a typical plane sits behind the engine, approximately 8 inches behind the prop OR MORE.
At that point the volume of the cylinder is 760 sq inches which gives us
5lbs / 760 sq inches = .10 oz/sq inch or an effective air pressure difference of .46oz/sq inch
That does not take into account that the pressure actually falls off far faster because the air pressure also disappates laterally the further you move behind the prop.
So in actual practice you have GREATER than .46 oz/sq in pressure differencial moving from the carb to the tank.
A 50 foot difference in altitude ( air pressure ) results in approximately a 1kPa difference in pressure.
1kPa = 2.32 o/sq in.
.46/2.32 * 50ft = 9 feet or pressure differential.
So if you take the air pressure of the prop alone, that is equivalent to moving the tank 9 feet above or below the centerline!!!
If someone thinks a few inches matters, then they need to go back to simple high school physics and math....
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Originally Posted by
Everyone has an answer but not THE answer.
The answer I gave is substantiated by science not speculation.
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The thing with numbers and science reminds me of one of my favorite quotes (have no idea who said it though): "In theory the practice is the same as the theory. In practice it's not."
Now I agree that all the doom and gloom probably isn't warranted. But the thing is a lot of fuel feed problems in the history of flying model aircraft have been resolved by moving the tank.
Saying that position doesn't matter is saying that when I point the nose of my plane up that the engine isn't leaning at all when it obviously is.
In every club I've ever belonged to there were several guys who had tons of planes including 3D, classic pattern, turn-around pattern, and various sport models (stiks, etc.). But these guys didn't ever fly any aerobatics. They had the planes but not the guts or talent. A roll every once in a while, some loops and maybe inverted flight for five seconds and that was it.
We had one guy who was the resident "engine expert". At least all the noobs thought so because he was the guy who was ALWAYS screwing with his engines. And any time anyone else is having any kind of engine problem he invites himself in and starts screwing with it.
In fact, that's how I met him. Admittedly what he saw me doing probably looked to him like I had no clue. What I had done is disassembled the entire engine including the carb and cleaned it out well and oiled it because it was going to be stored for a while and it was an awesome engine that I wanted no rust in.
So when I replaced the needles I left them very rich. So rich that the engine wouldn't run at full throttle. So when he happened along he saw me adjusting the high speed needle at less than half throttle. Once I explained to him that why I was doing what I was doing and that I knew what I was doing he sort of hrumphed and moved along.
But every time he ever messed with someone's engine they had engine problems the rest of the day. What that has to do with anything...
I never really thought about it much until I met that guy and it dawned on me that the guy to ask for help with engines is the guy who is flying and not the guy who is always screwing around with his engine. If he knew what he was doing he'd be flying.
There is also a huge difference between us mere mortals and those guys who can compete on a national and international level. Another guy in our club used to buy gas engines and start drilling holes the carb before he ever ran the engine because he knew better than the manufacturer how the engine should be. He could never get an engine to run long enough to take off which is a good thing because every time he did take off he crashed immediately after including a few times in the pits.
But if a control line guy who is competing and knows what he's doing is moving his tank a smidge he can probably tell the difference. It might prevent loss of a couple hundred RPM toward the end of the flight which that loss would change the size and rate of his maneuvers. I don't know what the issue was but I'm not going to tell someone he doesn't know what he's doing when he knows more about it than I do.
Anyway... bottom line for me is that even though tank position isn't critical in a trainer, all trainers that I've ever seen allowed the tank to be in the right place. A trainer is supposed to train, right? Not just flying, but building, set up, radio installation, engine installation, maintenance, post-flight, pre-flight... all that stuff.
Just because a trainer will let you get away with a lot of wrong things doesn't mean you should attempt to learn to do things the right way. It will make a difference when you advance.
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The key element is the "criticality" of all of this.
Some here would have you believe that 1"-2" height difference is going to make your planes crash. Nothing is further from the truth.
Moving the tank a few credit cards thickness has less of an effect than rubbing a rabbits foot charm.
It makes no difference to the engine. The numbers don't lie nor does gravity. There is NO "THEORY" behind any of this except on the part of those who speculate instead of using applied science, which unfortunately include almost all of those who compete nationally in RC. In full size high end car racing the science is king now-a-days.
There is the issue of siphoning, but when you get right down to it, if you want to cure siphoning you would need to have your tank height set so that the TOP of the fuel when the fuel tank is full, is below the spray bar. That gives you a 1" or more off set from the start.
Is the tank height difference critical? Nope not by a long LONG shot.
Desirable? Sure to lessen the chance of SIPHONING it is... but don't go chopping up your plane to to achieve it nor think you MUST "lower the tank" as often espoused here.
As far as a running engine is concerned even a 3" tank height difference simply doesn't exist.
If anyone wants to argue the nose-up/down situation I have theoretic and demonstrable numbers for that too.
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Couple of things.
1) Clarence Lee is the pre-eminent authority in the world on model aircraft engine operation. I consider it an honor to have done business with him and have 2 engines that he modified for me.
2) In what part of your calculation do you account for the difference between the volume of the air behind the full prop arc and the volume of air available at the carb inlet?
3) In what part of your calculation do you account for air flow turbulence in the area between the prop arc and the carb? hint- there is a pressure differential that needs to be accounted for.
4) In what part of your calculation do you account for the atmospheric pressure differential between the carb, and the "high" pressure air from the prop.
5) Air pressure exponentially drops and returns to ambient air pressure as you move away from the propellor arc. Where is this in your calculation?
Any way I calculate it your air pressure "calculation" is about 99.3% too high... But frankly this calculation really does not explain the fluid dynamics behind the prop, carb, and fuel pressure. Sorry, it is not simple "physics and math" it is actually fluid dynamics.
edit: rechecked my calculator -it was 99.3% and not 99.7% Based on a carb air intake volume of 1 sq in. Which if you fly a .46 engine you will see is very generous.
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Opjosem, I take it you do not fly control line precision aerobatics at a competitive level. I no longer fly, but when I did, I got an occasional third place in Advanced at a local contest. The playing card thickness came from a person who is competitive at the national level. Thinnest shim I have used is 1/32 ply. The experts can tell differences which I did not notice.
Generally speaking, in CLPA we want the airplane to fly at the same speed throughout the entire flight, maneuvers, upright, inverted ,etc. so we do not see the variation you calculated, which seems valid for a throttled engine.
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I just started a Top Flite Corsair and was taken back a bit by the fuel tank placement on the plans. The centerline of the tank is more than 3" above the spraybar. I intended on using the same engine (OS 120 4 stroke inverted as on the plan). The tank placement spooked me a bit so I bought a pumped engine. I'm still learning. I guess I was also taught to keep the spraybar in the middle of the tank.....
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By your math example a spray painting gun won't work, but moving air that's higher than ambent pressures air can and does create areas of below ambient pressure. Assuming that the pressure gradient from the carb to the tank is easily calculated and static is simplistic, although you might be presenting it this way to make a point.
I agree some respected authorites in the past probably should have had some of their assumptions challenged, but it's a hobby for most people.
I think the real issue which is for every installation/motor type is just how much diffential pressure is generated across the needle valve via the pressure in the tank and the vacuume at the spraybar. The larger this value is, the less influence small changes in fuel pressure due to tank height will have on the total fuel flow.
Control line stunt guys tend to have a very specific engine run requirement, tank position (up and down, further in or further out) as well as positioning of the vent to take advantage of the changes in air pressure due to changes in airspeed or RPM, are all critical for them.
To the other poster complaing that there's plenty of answers but no one given THE answer, the reality is tank position is only critical if having it in the wrong spot is the cause of engine problems. By placing the tank where the engine manufacturer recomends you are reducing the likelihood you'll have a tank related problem.
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Not to change the subject too much, but fuel foaming because of rigid tank mounting is a lot more problematic than tank position with nitro power. A fuel filter near the carb helps.
Slightly high or low tank position will make a difference in some maneuvers, but if you back the high speed needle off about 400 rpms from max on the ground, generally speaking, you should be fine. The correct prop helps, and 5 percent extra nitro helps too.
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Originally Posted by
The key element is the "criticality" of all of this.
Some here would have you believe that 1"-2" height difference is going to make your planes crash. Nothing is further from the truth.
I didn't see anyone even suggest that. I certainly didn't and the responses I read don't say that either.
What we're saying is that the farther the tank is from the ideal location the more your engine will lean and richen when forces change. Even if it kills the engine the plane shouldn't crash unless it's one of those that is incapable of gliding when dead stick and I've never seen a plane like that.
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I always tell anyone I'm helping out that the tank should be completely wrapped in latex foam rubber. If they have to use a smaller tank to accomplish that then it's better than having inconsistent engine runs for longer flights.
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Originally Posted by
Couple of things.
1) Clarence Lee is the pre-eminent authority in the world on model aircraft engine operation. I consider it an honor to have done business with him and have 2 engines that he modified for me.
Yup, he writes great columns too. But the example I gave is indicative of how people buy into often repeated ideas that have no basis in fact.
He bought into the "fuel stays at the back of the tank during downlines" nonsense which made absolutely no sense from a physics standpoint.
I challanged that here and a forum poster here provided a great video showing definitive proof that it does NOT.
Originally Posted by
2) In what part of your calculation do you account for the difference between the volume of the air behind the full prop arc and the volume of air available at the carb inlet?
3) In what part of your calculation do you account for air flow turbulence in the area between the prop arc and the carb? hint- there is a pressure differential that needs to be accounted for.
4) In what part of your calculation do you account for the atmospheric pressure differential between the carb, and the "high" pressure air from the prop.
5) Air pressure exponentially drops and returns to ambient air pressure as you move away from the propellor arc. Where is this in your calculation?
Any way I calculate it your air pressure "calculation" is about 99.3% too high... But frankly this calculation really does not explain the fluid dynamics behind the prop, carb, and fuel pressure. Sorry, it is not simple "physics and math" it is actually fluid dynamics.
Right! And going into all of that is WAAAY beyond those who are posting a lot of this nonsense.
To answer your questions, my attempt was to demonstrate the air pressure differential between the two points on the plane.
Air pressure actually drops off far faster and there is turbulance to account for as you've said.
Yes it's all fluid dynamics and a proper model is beyond the scope of a hobbiest discussion.
The simple stuff I posted assumes a simple volumentric area behind the prop.
In actual practice the air pressure drops off FAR FASTER than what I put forward. Forgetting third order effects at the moment, the area behind the prop is NOT a cylinder in terms of air pressure effects, It is more rightly shaped like an egg if you were to perform actual measurements or modeling
Immediately behind the prop ( close to the carb intake ) you have the greatest amount of pressure, and the dropoff is extremely quick as you move back, far quicker that what I showed above.
That in itself means that my rudimentary calculations are indeed off... off by a big facter... meaning that the air pressure differential from the carb to the tank is potentially MUCH MUCH higher, equivalent to a higher atmospheric pressure altitude difference.
The bottom line is that as you move from the cab to the tank with your small engine at full throttle the pressure variance alone is FAR GREATER than that seen moving the fuel tank up or down an inch.
I'm indeed off by being TOO conservative in stating the difference in such a rudimentary way.
Bottom line:
The engine simply doesn't care about that shim, or even 1-2" of tank height difference once it is running.
Of course with some people insist the earth is 4000 years old too, no matter the facts.
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Don't know what to say when I read what you have written...Sorry!
All experienced fliers know that tank height matters, not from any teoretical aspect but from practical use.
Ofcourse tank height doesn't matter if you run the engine at constant speed, it what happens when you thottle it that counts.
Try throtteling a glow engine with the tank 2- 6centimeters above the engine and see what happens.
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Geez guys, this isn't rocket science and we're not talking about national level competition planes or pilots.
One of my models has twin 8 ounce tanks side by side over a foot from and centered fully below the carb. They are fed pipe pressure to force the fuel uphill to the carb and, to this day, I haven't had a problem. I guess it's all in your application and how willing you are to think outside the box
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Originally Posted by
Don't know what to say when I read what you have written...Sorry!
All experienced fliers know that tank height matters, not from any teoretical aspect but from practical use.
None of this is theory. Our planes would not fly otherwise.
Originally Posted by
Try throtteling a glow engine with the tank 2- 6centimeters above the engine and see what happens.
Not much.
I've demonstrated this time and again at our field with the engine in a stand.
Heck I've put the tank 2 feet over the carb line to show how minor the effect actually is.
Again remember that as the plane is flying the tank WILL sit a full 6-8" above or below the engine during downlines and uplines.
Simply put, tank height is NOT critical to engine operation especially over the rather trivial distances being discussed here.
Tank height affects siphoning, but even when that occurs it can be ameliorated by proper startup technique. It is not as critical as it is being made out to be.
Last edited by opjose; 11-22-2013 at
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Inverted asp fs91 tank height?
Hi, looking for advice here especially from someone who has experience with a similar setup... i am installing a ASP FS91....(OS copy)into a P51 Mustang and the engine has to be inverted..... this puts the tank centreline at 10mm above the spray bar... the Magnum XL .91RFS manufacturers instructions (the closest instructions i could find to the ASP) says this:........... "
Ideally , the stopper in the fuel tank should be even with the high speed needle valve or just slightly below it. Some models will only allow the fuel tank to be mounted higher than the ideal location. A fuel tank that is positioned higher than the ideal location usually doesn't pose any problem except when it is mounted excessively higher and/or is used in conjunction with an inverted mounted engine or during extreme aerobatic flight. If you mount the engine inverted ,we strongly suggest lowering the fuel tank so the stopper assembly is slightly below the high speed needle valve. Doing this will prevent fuel from siphoning into the engine into the engine and flooding when the tank is full .If you cannot lower the fuel tank far enough we suggest lowering it as far as can be allowed in your particular application. The size of the fuel tank used should be 12oz - 14oz depending on the model and the lenght of the flights desired . Use of a fuel tank any larger than 14oz can lead to excessive leaning of the engine during flight and is not recommended" .......not sure which way to go here so any help would be appreciated .....Ken....
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I have to say I have been getting a great deal of entertainment from this thread so far. Lots of mis information. I figure what the heck I will throw in my experiences as someone who has been flying models for 40 years most of which has been competitive flying in pylon, pattern, IMAC and helicopters. Does tank location make a difference? You bet your rear it does. Pylon guys tend to run the tank a bit above the needle center because during high G turns it helps keep the engine from going lean. The engines usually only have a Venturi so throttle response is not an issue. On my IMAC airplanes I always mount the tank at CG and as high as I can get it. The height of the tank helps get the vertical CG of the airplane as close to thrust line as possible. Obviously this is a trade off as even with a walbro pumper carb the mixture does change from upright to inverted. If your low mixture is set a bit lean you are going to know it the first time you do a negative spin. Up and down lines are not affected because there is no head pressure differential happening from one up line to the next. Look at just about every glow powered helicopter. Notice how the tanks are almost always below the needle CL? This is not by chance. Back in the early days of helicopter aerobatics we found the the rotors were more efficient when the helicopter was inverted. This is because the airflow stream is not obstructed by the mechanics. The result of higher efficiency was a jump in RPM, the engine would unload and go lean. By offsetting the tank location the engine would richen up slightly when inverted and help maintain constant RPM. CL stunt guys have the advantage of being physically connected to their airplane. Someone with enough experience can feel an RPM change in the handle. Their goal is to fly consistent 5 second laps whether inverted or right side up so a couple hundred RPM shift is something that needs to be tuned out. Does any of this apply to the OP? Not much. He just isn't at the skill level yet for this to really be an issue. Neither is Jose. The OP however does seem to have the advantage of asking a justifiable question and then keeping an open mind to how the answers may affect his particular airplane. IMO this means that he will eventually become a better pilot then the guy who dosent know what he dosent know and then wants to argue the point. As long as the fuel is not being siphoned and creating a flooding situation I would say it's going to be just fine on a trainer and most sport airplanes. Just remember that a flooded inverted engine can and will bend a rod quite easily when forced with a starter.
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Hi Ken and welcome to the forum. It sounds as though you already have found some sage advice in those included engine instructions and my advice is to simply follow them. Do attempt to lower the lank as low as possible.
Now if the tank attempts to empty itself after fuelling or if the tank starts emptying itself only after sitting out in the hot sun then the only solution is if you care is to lower the tank.
If you forget to put the Hemostats on the carburetor fuel line before and after every flight to avoid syphon and hydrolock possibilitys then you might just want to lower tank.
If someone goes to pick up your airplane for you (something often gratefully done for us wheelchair folks) after a flight and you or he forgets to carry the ship nose up then you just might want to lower the tank.
If you forget to cut a pair of holes in the cowl to run the carb line out and back in agine to have a place to even put the hemostats then you may want to lower the tank.
if you fail to check the engine for hydrolock everysingle time before applying a starter (this is important for any inverted situration even with a tank at recommended tank/spraybar relationship) then you may want to lower the tank.
If you forget to clear a hydrolock everytime by removing the plug and spinning the engine with the fuel line hemostated then you may want to lower the tank.
If you have to start you airplane upside down UGH! then you may want to lower the tank and no I won,t go into the safety thing on this practice.
So while the engine may work OK when its running however the required extra procedures and handling methods are just not acceptable to most sport flyers and certainly not the average trainer with someone who may be just learning. Sure I have some airplanes that are 'special purpose' airplane that are not even remotely within the normal height relationship especially my two cross country airplanes. Heck one of them even carries almost its entire fuel load on top of the fuselage oh maybe five inchs above the recomemended height and it works in flight but it took lots of effort to get the tank system to where it would work acceptably and of course very careful attention to the use of the hemostats must be observed. Forget the hemostats just once and the days attempt may be over for that day. I will attach a photo in a little while of that ship.
So it all boils down to what you are prepared to deal with. I recommend for any trainer or sport plane including first warbirds to lower the tank' always have and always will. I have in this same thread offered ways to lower the tank for your consideration if choose to do that and avoid some or all of the procedures I have outlined above.
Oh yea almost forgot one that really sucks and this is for my fellow wheelchair dudes. You see for us the normal tendency when you are in a wheelchair is to pickup and hold the airplane with the engine in your lap and the tail stickijng out forward and up. Man it really stinks when you get a whole tankfull or what feels lite a whole tankfull of glow fuel right in your crotch and belly. No tank height just might not help this situation but sure sucks when I forget
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Here is the airplane I mentioned and almost all the fuel is above the fuselage however also note in the first photo the hemostats that are mandatory right up to the point of hitting the starter and immediately after a flight before picking up the airplane. So its all up to what you prepared to deal with?
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OK, if your engine is on a stand or something like John just posted, then yeah, you can put your tank anywhere and set the engine to work with it. As long as it can draw fuel you're fine.
The problems start when your model is flinging around and flying upside down for extended periods. In that case your tank in relation to the needle is the exact opposite of what it was before. If it were 2" low then now it's 2" high. If you roll then it will probably be fine. If you try to fly circuits inverted then your engine will do something different.
Let's say your tank is way high. If you lean your engine that way and you try to fly inverted for long it's probably going to quit.
If your engine is running rich that way then it will probably run the way it's supposed only when the plane is inverted.
I didn't read all the math by opjose, but it looked like he's claiming that an engine can draw fuel 96" straight up. If that's what his math is saying then I'm saying the math is wrong. If that's not what it's saying then ok.
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I am in agreement with John . He knows what he is talking about ..simple as that.
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Is it just me or anyone else going crazy about the people that are saying they werent dead on the island becuase they were and here is why.
On the last scene was their plane that crashed on their island and the only reason they would have shown that is the fact that it did crash and it looked fairly violent to me.
The island is a gathering place for lost souls that offers something that some souls cant find on their own, redemption. They were all brought there by Jacob because he knew they needed it and they were not the first and will not be the last. During this journey they all use each other to sooth the pain of their past in an attempt to get over this but there is always that thing that's messing everything up for them.. Mr. smoke monster. This guy is actually a representation of all the fear and darkness in people that don't allow them to pass. That's why it was so symbolic in the end when Kate shot him and Jack finally pushed him over.
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Is it just me or anyone else going crazy about the people that are saying they werent dead on the island becuase they were and here is why.


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Vietnam War helicopter becomes art
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koen is on holiday this week and at JBossWorld Barcelona next week. So it might take a while, but stay tuned. it would be nice that you could summarize what parts you managed to figure out already and where you got stuck. that would be valuable information for koen to know where his developer documentation needs updating. thanks, regards, tom. View the original post : http://www.jboss.com/index.html?module=bb&op=viewtopic&p=3899542#3899542 Reply to the post : http://www.jboss.com/index.html?module=bb&op=posting&mode=reply&p=3899542
Well I'll try and give a shot at it between two sessions here in Barcelona. Use the following CVS information : - host : cvs.sourceforge.net - repository path : /cvsroot/jbpm Checkout the following module : - jbpm.ide/org.jbpm.build If you want to build the designer this should be sufficient. Just issue the ant command in the folder where you checked out the module. BUT BEWARE : the build process will checkout all the different dependent drivers (Eclipse, GEF, EMF, JEM, WTP, the JBoss DocBook project, jBPM core, jBPM DB) and of course all the plugins used in the designer. So the process may take a very long time. The driver downloads occur only the first time. If you want to edit or add to the plugin, you will want to checkout a number of other modules and import them as projects in Eclipse. Those modules are : - jbpm.ide/org.jbpm.core - jbpm.ide/org.jbpm.db - jbpm.ide/org.jbpm.ui - jbpm.ide/org.jbpm.help - jbpm.ide/org.jbpm.feature - jbpm.ide/org.jbpm.site I hope this little explanation helps a bit. Now back to the interesting portal presentation ;-) Regards, Koen View the original post : http://www.jboss.com/index.html?module=bb&op=viewtopic&p=3900446#3900446 Reply to the post : http://www.jboss.com/index.html?module=bb&op=posting&mode=reply&p=3900446
for anyone wanting to build the head of the gpd, check the build.properties first before issueing the ant command. You can configure a local dir where everything is downloaded to. View the original post : http://www.jboss.com/index.html?module=bb&op=viewtopic&p=3904313#3904313 Reply to the post : http://www.jboss.com/index.html?module=bb&op=posting&mode=reply&p=3904313
I want to start diving into the GPD code and probably start contributing. However, I've had nothing but problems trying to get the stuff to build. These directions do not work, but I realize they are months old, and things may have changed. So, for starters, I am at least smart enough to realize that the ANT_HOME location must have the ant-contrib jar installed. Since there is no file in org.jbm.build called build.xml, you cannot just issue the ant command. What I've tried, is to issue the ant command against the mainTargets.xml build file. That fails everytime complaining about the eclipse.fetch task. I'm trying to run the build files straight from Eclipse, and Ant is setup with that task, so I don't get it. It almost seems like the build is supposed to be initiated from another build file. Maybe we can make this thread the official, overly detailed, any idiot can read this and get it working thread for how to build GPD using cvs and ant. Then perhaps we can move it over to the Wiki once all steps are verified by someone who has never done it before (like me). Any thoughts would be appreciated. I know everyone's time is limited, but just imagine how much free time you could have if people could easily get started on contributing to GPD! ;) View the original post : http://www.jboss.com/index.html?module=bb&op=viewtopic&p=3947247#3947247 Reply to the post : http://www.jboss.com/index.html?module=bb&op=posting&mode=reply&p=3947247
Things *have* changed. The project structure got a complete 'overhaul'. So the conclusion that these instructions do not work is a correct one. My advise would be to start a new thread called 'building the gpd', have Koen/Tom make that topic sticky and start discussing from there. I've never build the GPD, so sorry, but I cannot be of any help. Btw, free time, sounds good (and I already have a little more because of your help and patience in the forums, thanks for that) View the original post : http://www.jboss.com/index.html?module=bb&op=viewtopic&p=3947293#3947293 Reply to the post : http://www.jboss.com/index.html?module=bb&op=posting&mode=reply&p=3947293
Wow David, Contributing to the GPD would really be helpful! As Ronald points out, the project structure was completely overhauled and I am working on getting the build working again for myself also... I will report back if it works and make a wiki page on how to build the GPD. The problem you have is probably because you don't have the correct CVS client installed on your machine. This CVS client is included in a bin folder of the jbpm.dist project. But as I told, things have changed so you probably have to be patient for a couple of days... Regards, Koen View the original post : http://www.jboss.com/index.html?module=bb&op=viewtopic&p=3947312#3947312 Reply to the post : http://www.jboss.com/index.html?module=bb&op=posting&mode=reply&p=3947312
Now I think of it, I just happen to *know* the first item David *HAS* to work on ;-). The first person to guess it gets a free 0.7 l. bottle of beer from the Netherlands View the original post : http://www.jboss.com/index.html?module=bb&op=viewtopic&p=3947366#3947366 Reply to the post : http://www.jboss.com/index.html?module=bb&op=posting&mode=reply&p=3947366
Is it adding this link http://www.catb.org/~esr/faqs/smart-questions.html somewhere in the UI for easy reference by some of the User forum members? ;-p View the original post : http://www.jboss.com/index.html?module=bb&op=viewtopic&p=3947426#3947426 Reply to the post : http://www.jboss.com/index.html?module=bb&op=posting&mode=reply&p=3947426
Dutch beer sucks anyway :-p View the original post : http://www.jboss.com/index.html?module=bb&op=viewtopic&p=3947441#3947441 Reply to the post : http://www.jboss.com/index.html?module=bb&op=posting&mode=reply&p=3947441


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Pour some talcum powder into the tire and turn the tire to coat the inside. This will assist the inner tube to slide into place.
Screw the valve stem into the inner tube and inflate inner tube slightly.
Place the inner tube into the tire.
Push the valve stem through the rim hole and screw in the valve cap. This will save trying to get the valve stem in later when getting your hands under the tire bead can be a very difficult job. The No Pinch tool is a big help mounting a tire this way.
Starting at the rim lock, push the bottom bead over the rim and under the rim lock. Continue on pushing the tire over the rim as far as you can by hand.
Use the No Pinch tool to push the bottom bead over the rest of the rim. Lifting up on the bottom of the tire, to get the bottom tire bead into the center channel of the rim, makes it easier for the tire bead to slip over the rim.
The bottom tire bead is now nearly all the way over the rim.
You are half way finished! The lower tire bead is completely over the rim and the valve stem is installed.
With the rim lock placed at the top, start pushing the tire bead over the rim at the bottom, 180 degrees from the rim lock. You can usually get it started by using both hands or, you can use a tire iron if necessary.
Using the No Pinch tire tool, push the tire over the bead one or two inches on one side, and then do the same on the other side. This way you are working the tire bead over the rim, working each side equally toward the top and the rim lock.
IMPORTANT: It is important to stop regularly and push the section of the tire that is under the rim down into the rim channel. This shortens the distance the tire bead has to stretch to get all the way over the top of the rim and it makes the job a lot easier. See Additional Resources at bottom of page – When The Going Gets Tough
HAND POSITION: Pushing down on the handle and pushrod at the same time. This keeps the red bracket on the wheel hub and the pushrod pushing the bead outward over the rim. This is critical at this stage of the tire mount. See: When The Going Gets Tough at the bottom of the page.
In this photo the tire bead is almost all the way over the rim.
Push the rim lock into the rim before you push the tire bead over the rim.
Tire mounting complete! Don't forget to tighten the rim lock.
Tire & wheel back on. Ready to rip........
Use the proper tools. You will need the following:
Installing the tire
Additional Resources
Using the Baja NO PINCH Tire Tool - Printable Instructions (Click to open)
When the going gets tough - Instructions for tires that are harder to mount than normal
VIDEO - How to Set-up the Baja No Pinch Tool
VIDEO - Fixing a flat tire in the Baja desert using the NO Pinch tire tool
VIDEO - Baja No Pinch Tool Hot Tips
Remember, Practice makes perfect
Installing a motorcycle tire requires a certain knack or technique. With patience and a few installed tires under your belt, you will become totally competent and independent when it comes to installing your motorcycle tires.
All prices are in USD


text:
Comment on this Motifake
Creator: Mark
Comment using Facebook
WTFO - March 26, 2009, 12:02 am,
|It also promotes blind hatred, sense of entitlement, and impotency.
Mark - April 6, 2009, 3:33 pm,
|I've noticed that in the month since this was posted, I haven't seen any comments about how Bush screwed up the economy.
Neocon H8R - July 5, 2009, 5:22 pm,
|Do you have a report on how he lied about wmd's, yellow cake uranium, husseins connection to al-qaeda,the resesion etc, etc, etc. You clowns need to apply for jobs @ the neo-con ministry of propaganda office aka fox news.I think you will fit right in.
TTH - July 5, 2009, 5:41 pm,
|You obviously have a few opinions Neocon and if i gave a flying spaghetti monster about politics I would probably agree with you! Problem is that you are only feeding th politifake need. These guys love an argument, try funny instead.
Neocon H8R - July 6, 2009, 3:48 am,
|UR right and I was fall for their B.S. I wonder what color the sky is in their little fantasy world. In any event you are of way higher intelect than me TTH.
Mark - July 26, 2009, 9:57 pm,
|It seems to me that Neocon H8R and TTH have grown tired of chug-a-lugging their Liberal Kool-Aide and have started mainlining it instead.
TheTrashHeap - July 27, 2009, 11:59 am,
|Mark you are an idiot. Your kool-aid line is a jonestown reference. Nobody ever drinks it twice. Maybe instead of regurgitating jargon you heard on tv you could come up with something new and original? Maybe even something funny? Nah probably not.
TheTrashHeap - July 27, 2009, 12:01 pm,
|Also as I am not an american I can not be "liberal". I live in the best country in the world. we have many more rights and freedoms than you. Look it up.
TheTrashHeap - July 27, 2009, 12:09 pm,
|Yes sir I am. I love how some americans say they have more freedom than others. Upon investigation they should change it to "the land of the watched". There is no argument that Canadians have more freedom than Americans. Our g**s can even get married!
TheTrashHeap - July 27, 2009, 12:12 pm,
|We can smoke and posses weed for personal use. We have no "patriot act". The police can't search our cars just cause they think they smell weed. The police NEED a warrant to enter my house in any circumstance. What do they get that we don't.....?
CANADA - July 27, 2009, 12:15 pm,
|all i wish canada copied from the states is their ease on gun control. ours is so strict and in no way they can justify billions of dollars and have the crime levles increase. !!!!!!only crooked politions fear armed civilans!!!!!
TheTrashHeap - July 27, 2009, 12:20 pm,
|Canadian gun control is really only tough on handguns. As they are not a hunting weapon I have no problem with that. It's easy to legally own a rifle or sh**gun so and that's all I would ever need. Bet you are glad we don't have their gun violence eh!
CANADA - July 27, 2009, 12:23 pm,
|no no no you should see the **** that is needed to be legal. two different training courses,a security check, two letters of reference, a letter from you ex (if you have), then you need to wait 4 monthes before they process your request.
TheTrashHeap - July 27, 2009, 12:23 pm,
|I really just wanted to b**** at mark who labeled me as a liberal just because I advised neocon that Politifakes were timmy bait. Everytime someone disagree's with mark he turns them into a political opponent. I don't need politics to hate you Mark its EZ
TheTrashHeap - July 27, 2009, 12:25 pm,
|yeah I know i am a gun owner. I know some real morons who passed all the criteria so how hard could it be?
CANADA - July 27, 2009, 12:25 pm,
|and thats only for rifles and sh**guns, you need all that **** just to buy bullets, to get your FAC (firearms acquisition certificate), the you need to show it just to buy bullets
TheTrashHeap - July 27, 2009, 12:28 pm,
|There is no FAC anymore. Its called the PAL now. (posession acquisition license) The training course's are easy, its all common sense.
CANADA - July 27, 2009, 12:35 pm,
|ya i got mine but it is still ****, why the f#ck should i have to blow off a sunday and listen to a retard from the city try to tell me how to handle a gun safely, while he is full of stories about how he almost sh** someone or how he almost got sh**
Mark - August 16, 2009, 12:39 pm,
|TTH - It seems to me that the "Liberal Label" does apply to you. You don't have to be American to be a liberal. I'm well aware of what "Drinking the Kool-Aid" refers to...I've been explaining in here for months. It's also an accepted reference for...
Mark - August 16, 2009, 12:45 pm,
|...anyone who has fallen for propaganda. As for there being no argument about Canada's freedoms vs the US freedoms; smoking weed doesn't make your government better, it just gets you high. Getting a g** marrige certificate doesn't make you more free...
Mark - August 16, 2009, 12:50 pm,
|...it just entitles you to more benefits. This poster wasn't intended to be funny, it was intended to point out to all of the Kool-Aid drinking liberals that Bush didn't start this economic turmoil. If you don't hate me because of my political point...
Mark - August 16, 2009, 12:54 pm,
|...of view, then why do you find it so easy to hate me? I'm exercising my right to free speech on and American issue, but you, a Canadian, find it necessary to comment on my poster and call me an idiot. Here's another thing we seem to disagree on...
Mark - August 16, 2009, 12:57 pm,
|...handguns. I've noticed that in states (U.S.) that allow the carring of concealed handguns, people tend to be a little more polite and the crime rates are lower. I have to go now but I look forward to your response.
WTFO - August 16, 2009, 4:07 pm,
|Mark, I wouldn't waste too many words on TTH. In my view, he views himself as the Motifake 'Funny' Mountie.
Mark - August 17, 2009, 11:07 am,
|WTFO!! Long time no type. It's good to read from you again. I know that sometimes arguing with some Motifakers is a lot like pissing into the wind but it also gives me that warm feeling, if only for a few seconds.
Sean - August 17, 2009, 12:05 pm,
|But then, then the coldness returns Mark, with his bud: smelliness. Don't ask me how I know.
TheTrashHeap - August 17, 2009, 12:11 pm,
|The crime rates are all lower here where hand guns are difficult to get and almost impossible to carry. Posters not meant to be funny are a waste of time and space. Canadians have a longer list of freedoms than the "land of the free" you cant argue that.
TheTrashHeap - August 17, 2009, 12:14 pm,
|You politifakers love to tout free speech yet you forget my right to disagree, and call you morons. Blather on all you want I will just keep pointing out your ignorance. Everyone else comes here for a laugh, why do you insist on spoiling it?
Sean - August 17, 2009, 12:15 pm,
|Hell, here it's easier to *** a sober nun on a Sunday than it is to get a wire***.
TheTrashHeap - August 17, 2009, 12:17 pm,
|And the cops actually need a reason to pull me over or enter my house!
CANADA - August 17, 2009, 12:22 pm,
|and if they smell the weed leaking from my truck they still can't search it! I LOVE CANADA!
Mooooooooooooooooooo - August 17, 2009, 1:10 pm,
|I love how everyone who disagrees with MarTFO is a Timmy or some kinda self appointed something or other. TTH is right you guys rant about freedom but can't stand it when someone disagrees with you.
Mark - August 19, 2009, 8:22 am,
|So many comments...so little time. Sean - As long as I keep pissing, it stays warm. TTH - I'm happy about your crime rate. I like having a hand gun and carrying everywhere I go. It gives me the piece of mind that if some wack job strolls into my....
Mark - August 19, 2009, 8:27 am,
|...church and starts shooting abortion doctors I can stop the matter right then and there. If political posters are a waste of your time why do you feel the need to comment on them? I'm not familiar with the freedoms in Canada but I'm happy for you and...
Mark - August 19, 2009, 8:31 am,
|...I don't feel the need to argue over which country has more or better freedoms. Contrary to what you may think, I like Canada. I haven't forgotten your right to disagree I just don't know why you feel the need to disagree with a poster that has...
Mark - August 19, 2009, 8:35 am,
|....nothing to do with Canada. I agree that everyone comes here for a laugh. Some posters are funnier than others. Some people may find this poster funny. You don't. That's fine. If your looking for funny, just move along. It's not here. I'm not....
CANADA - August 19, 2009, 8:40 am,
|I gota say I sure love American gun laws! If it wasn't for our panzy liberal p**** politicians we might have some better ones. they must believe an unarmed population is a safe population, but who is stupid enough to thin a criminal will follow the rules
Mark - August 19, 2009, 8:41 am,
|...spoiling your fun. I'm just not providing it for you. Sean - The nuns here eavesdrop at the confessional and don't have the need to do wire***s. I don't worry about wire***s. I trust that they help keep us safe and are used properly.
Mark - August 19, 2009, 8:45 am,
|TTH - The cops need a reason to pull me over too or enter my house. CANADA-In the US, weed leaking out of your truck is probable cause to stop you and I think that's fine. You shouldn't be driving and smoking weed. Mooooooo - I haven't called anyone a...
Mark - August 19, 2009, 8:49 am,
|....a Timmy in months. And WTFO and I are different people. Although WTFO comes up as an alias under my name, you'll notice that Mark doesn't come up as one of his aliases. I once accidentally typed WTFO in the name box when I was responding to him.
Mark - August 19, 2009, 8:52 am,
|Moooooo - You're also wrong about not being able to stand it when someone disagrees. I post my point of view and respond to others points of view. If I couldn't stand it, I wouldn't bother responding. I also try to respond without resorting to name....
CANADA - August 19, 2009, 8:52 am,
|My girlfriend could be high as a bird but that shouldnt give them the right to search my truch if im just picking her up
Mark - August 19, 2009, 8:56 am,
|...calling. Haarakkon - I'm not sure which way your bullfeathers are ruffled. PKP - Thanks! CANADA - We finally have found some common ground. "When guns are outlawed, only outlaws will have guns."
CANADA - August 19, 2009, 8:58 am,
|Use the guns to outlaw the outlaws. Only crooked politians fear armed civilians.
Mark - August 19, 2009, 9:00 am,
|CANADA - I see it the same as having open alcohol in a vehicle. The driver might not be drinking but it's still illegal. Maybe someday Marijuana will be legal or decriminalized in the US, but not today.
Mark - August 19, 2009, 9:01 am,
|I think crooked politicians are part of the reason our founding fathers put the 4th Amendment into our constitution.
CANADA - August 19, 2009, 9:04 am,
|and cause our politians were still s****** on the tit os royalty we dont have the 4th
CANADA - August 19, 2009, 9:06 am,
|you guys also have the right to remove any politian by force (if needed) if they are damaging to the country. we dont cause of a stupid a** king who wouldnt give us our own country, or we would have removed him
BoneCD - August 19, 2009, 9:07 am,
|Personally Mark I think that I have used the term "Timmy" way more than you have in the last 3 or months...just sayin'
Mark - August 19, 2009, 9:08 am,
|Mooooo - I just noticed that WTFO has been removed from my alias list. WTFO must have been busy while I've been gone.
Mark - August 19, 2009, 9:11 am,
|BoneCD - I try to use it sparingly and only when I feel it is truly deserved. CANADA - They really frown upon removing politicians by force. I think the 4th Amendment reserves that possibility in case of a real break down in our democratic form of govt.
CANADA - August 19, 2009, 9:18 am,
|with our stupid majority government,whenever a party trys to pass something the other parties vote it down (im sure out of spite). it has prevented allot of things or slowed them. and it makes any elected offical look like a liar because there promises...
Mark - August 19, 2009, 9:24 am,
|I think that our politicians (especially the liberal ones) tend to use government money to buy votes by giving things away. The bills here tend to get bogged down with "earmarks" that have nothing to do with the original bill. It's kinda like....
Mark - August 19, 2009, 9:26 am,
|...."I'll vote for your education bill if it includes a new water treatment plant for my state or district." I think that we here in the USA need to vote out everyone in Washington.
Mooooooooooooooooooo - August 19, 2009, 10:04 am,
|I didn't mean to imply that you were the same person, Just that you seem to share every opinion. And a love for dull, unfunny politifakes.
Mark - August 19, 2009, 10:09 am,
|Moooo - I jumped to that conclusion when you joined "MarTFO." Yes we tend to share political beliefs but WTFO is a far better debater than I am. Like I said earlier, WTFO was listed as one of my aliases due to a mistype on my part. I wasn't sure you were
Mark - August 19, 2009, 10:10 am,
|...aware of that. I make enough mistakes here and I didn't want WTFO taking the blame.
Mark - August 19, 2009, 10:11 am,
|Ohhh...and "dull and unfunny" is in the eye of the witless beholder.
Bah - October 25, 2009, 1:06 am,
|It is interesting to me that of the many comments made here and the attacks back and forth, not one person has attacked the validity or pertinence of the article posted. C'mon you commies, give us an argument we can sink out teeth into!


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text: Each day, we have a morning meeting to start our day. The components include greeting each other, sharing news, reading a message from the teacher, and enjoying a "special activity". Shadow Dancing is one of the kindergartners' favorite special activities so far! The leader stands by my rocking chair, and we all follow his/her dance moves! Mrs. Anderson can keep up...most of the time. :)


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Raj Bagh A Heritage Hotel
Raj Bagh A Heritage Hotel offers affordable lodging in Jodhpur.
Raj Bagh A Heritage Hotel is also minutes away from Spice Paradise, Umed Garden and Balsamand Lake and Garden. The property is located 4 km away from Jodhpur city center with a sanctuary and a palace nearby.
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text:
Thursday, June 16, 2005
And this is what it looks like...
And as much as I didn't really want to call it The Charm Mobile, the name's kind of growing on me. Curse my cheesy side!
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Cool+Pretty+Practical Tips and Inspiration for Creating A Wonderful Wedding in Los Angeles.


text:
Separate names with a comma.
Discussion in 'Texas Gun Forum' started by Flat Tire, Jan 29, 2013.
Where do you go ? Tell me what is up with the pigs.
people hunt them all over the state. the biggest thing is they breed and multiply very quickly. they can survive on many things other animals can't and they are very disease tolerant. the smaller ones are very good eating as well when cooked properly. there is no limit or hunting season as they are considered nuisance animals, not game animals.
I would like to plan a spring hunt, find some ranches who have some problems with the pigs. It would be fun to help some ranchers who don't have the time but need some help.
I've been gunning for a Construction project in Texas for awhile now just so I can go kill some hogs on the companies dime...have not popped one yet, but I will.
What are the best towns/areas for this?
lots of people post on Craigslist either looking for people to get rid of their feral hogs or people looking to hunt them.
kind ofthe same answer as i gave to FlatTire. i live in the East Texas area and there is quite a few around here. they seem to be pretty much in most areas of the state.
About 5 years ago my buddy called me up because he had a massive hog problem on his land outside Normangee. I went up there to take care of it and there was so many that I ended up killing 5 pigs with only 2 bullets from a .308
I was up there this past December and although there was plenty of hog signs, we didn't see even one.
There are feral hogs almost anywhere in the state of Texas.
The problem is almost all land owners are greedy,and want you to pay them for removing their problem.
I refuse to pay someone to help them get rid of the feral hogs,they can just keep them,and let them destroy their property.
Hogs are very smart,and they stay on the move. I hunt them all the time on my friends ranch on the Red River.One week there will be several herds running around,and the next week,you can't find a single hog.
They are almost always nocturnal after they have been hunted in an area,and sometimes they will come to feeders and traps,other times they just tear up acre's of farmland in the open. You just never know where or when they will show up on his property,and he has several thousand acres.
We drive to one part that shows fresh sign of them,and when we drive somewhere else,they have just dug up about 5 acres of a hay field,and are no where to be found. It gets to be very frustrating at times trying to figure out where they are.
You need NV......................
That's in the plans. I'm going to put a Pulsar N550 digital nightvision scope on my LR-260 AR-10 as soon as I can afford it.
Right now we are using a couple Laser Genetics ND-3 lasers on our rifles,and also the bigger handheld ND-5,along with a remote controlled GO Light on the roof of my truck and also handheld spotlights.
If they are within 300 yards of us at night,they die!
We found this "Pig" in a Bar in Fort Worth.
If you want to come down to Texas and hunt hogs first off you will need a hunting license. Second look at some of the big ranches down here some will charge from 250 a person to 1000, just do some research so you don't get screwed. Like no kill no pay. Good luck in your search .
What other brands or models of NV have you used or recommend. I live in open country and shoot a lot coyotes and would like to see and shoot at 500 yds. What would you buy if funds weren't the option ?
All of the NV stuff that I've looked thru would work out to around 300 yards max.
I'm sure some of the really expensive stuff $10K and up would probably be able to be used at longer ranges,but I don't know if you could see yotes or hogs well enough to shoot them at that range.
Why would you shoot any animal under low light conditions at 300-500 yards. How can you focus and control a shot with in a 12" area in the dark at 500 yards? An animal taking a slow death "Gut" shot in the dark at 500 yards will die slowly in the Sage brush. Why?
Nite is right.
And heaven forgive me but I LOVE watching hog-hunt videos. I hate the things...
I never hated any animal. The critter is just making a living the best way he can. I did kill a sidewinder with a lot of anger. The damn thing bit my Gordon Setter for no reason.
I have always harvested animals for meat and hides. That said I believe in respect for the animal that is killed. That most likely reflects my young years hunting with people of the First Nations.
"Take Only What you need"
With game animals this is true...
Feral Hogs are not game animals. They are an invasive destructive species that also happen to taste pretty good.
I'm looking forward to my future hog hunt and hoping to do it "cowboy style" with a lever action rifle and an S/A Army... To keep it sporting and all.
Hogs are like Green Eggs and Ham... I'd kill em in the day, I'd kill em in the hay, I'd kell em in the dark, I'd kill em for a lark!
I thought you only have to have a hunting license to hunt feral hogs on public land?
My understanding is you can hunt them on private property with no need of a license, as long as you are a guest of the land owner? Unless being an out of state hunter requires a license?
Any animal that requires a hunting licenses is a game animal. Great herds of Elk 1,000s at a time do incredible damage to ranch and public range.
In Texas Hogs are a very Big cash crop for land owners. They charge very high fees to kill these problem hogs. I fish near Sea Drift, Txs and there are many hogs. That said, you will pay big bucks for every hog you shoot.
No Texas game law require you to have a hunting license, all game animals. Even though they are nuisance animal and cause a lot of damage.


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The Coffeeworks Project – London (UK)
Hard to find online but when you find it offline it's a big reward
The Coffeeworks Project – London (UK)
Hard to find online but when you find it offline it's a big reward
One of the things I love the most about huge cities like New York, Berlin, Paris or London is that no matter which neighbourhood you're in, ok let's not exaggerate, no matter which cool neighbourhood you're in you'll always stumble upon awesome little shops selling products by local designers, lovely little restaurants offering cuisines from all over the world and, most important to me, fabulous places to get great coffee.
After a hugely filling Byron Burger breakfast/late lunch/early dinner, can't remember what it was supposed to be, I wandered down towards Angel tube station to visit a few more coffee places in the Islington area. I must have been texting or something because I totally didn't see the Japanese tourist in front of me and almost ran her over and smashed her camera. Luckily my reflexes haven't completely failed me yet. I apologized to her about 53 times and as she walked away and I looked up, I discovered something that put an immediate smile on my face. The Coffeeworks Project. Right there, unexpectedly in front of me. Winning!
I took a seat outside to get a good 180 degree view of the street and enjoy beautiful Yirgacheffe V60 coffee. Also, I was getting ready for my surprise The Coffeevine attack!
Floor to ceiling windows flood this friendly place with lots of light, which is great because it has quite an industrial feel to it. On the right you find the big bar area which is like the front porch of the huge fridge, which has a big window through which you can spot all their delicatessen. Think Italian charcuterie meets English cheese merchant. My mouth is watering as I type these words.
The big coffee station is home to a beautiful Slayer from Seattle, which produces all of The Coffeework Project's Espresso-based drinks, while there is also a very healthy selection of slow coffee, courtesy of Has Bean and some delicious sounding loose leaf teas. A cheerful waiter takes your order on an iPad, you pay, find a place to sit and the coffee and whatever food you might have ordered, arrives at your table. Fabulous!
While the main seating area is occupied by Macbook-owning and very concentrated looking creatives/hipsters/aspiring authors, the gorgeous garden in the back seems to be the home of the philosophers and those who love a good chat. If I hadn't been told that it was actually there I might have completely missed it.
The Coffeeworks Project is the brainchild of Peter Theoklitou who has created somewhat of a big family. Everyone I spoke to was from a different country, be it Hungary or Italy and everyone told me that working here was like a home away from home. That kind of work atmosphere also reflects on your customers. Yet, after being open for more than 1 year they have chosen to have a minimal online presence. Facebook? Nope. Ah well, going there is the only real thing anyway.
What's more, the downstairs area, which is currently some sort of art space will soon see a bit of redevelopment and could see the addition of more seating. In terms of location The Coffeeworks Project found itself in a very sweet spot. Just off Islington Highstreet with plenty of awesome food outlets and cute little shops around, there will never be a shortage of caffeine hungry passers-by who, like me, will stumble upon this little gem of a place.
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