Monday, December 26, 2011

The Fat Burning Zone Myth Uncovered

!±8± The Fat Burning Zone Myth Uncovered

The concept of a 'fat burning zone' (as you will see on a technical looking graph on the cardio equipment in the gym) implies that you should work out less hard to burn more fat.   A tempting concept?  Why work out hard if you're not actually burning fat?  Might as well chill out and read a magazine while moving as little as possible?

Well, no.  The 'fat burning zone' concept is seriously flawed.

You do burn a higher percentage of fat the less hard you exercise - taking the concept to its logical conclusion, as you are burning the highest percentage of fat while at rest, this theory would imply you might as well just rest and watch the fat melt off! Maximum fat burning is at complete rest by this line of thinking. But of course you are not burning many calories - and of course it is the overall calories that count.

Resistance training, especially when performed in super set or circuit form, with intense work periods and short rest periods, can be one of the best ways to burn fat, and is far superior to steady aerobic work. 

You burn calories during the session, but also elevate your metabolism via EPOC, for up to 24 - 48 hrs after the training session. That means that when you are at rest, burning that higer percentage of fat for fuel, you are actually burning more fat! Steady cardio does not have this 'afterburn' effect: intervals and resistance training do.

Resistance training also ensures you maintain lean muscle. If you are a woman that doens't want to get bulky, do not fear - it is extremely hard to pack on significant size, just ask any guy in the heavy weights room trying to get big (especially if he's going the 'all natural' route)! It takes concerted effort and lots of calories to 'bulk'. So women don't need to fear resistance training - you will become lean and 'toned', not bulky.  What this extra lean muscle does, though, is mean you burn even more calories when you body is at rest, burning a high percentage of fat for fuel.  The overall effect is a shrinking one - you get smaller as the fat disappears. But the magic is in the workout, not the rest.

Resistance training can give you all the heart health benefits of 'aerobic training' (do a superset resistance session with a heart rate monitor on to prove that you're cardiovascular system benefits!) but also the benefit of preserving muscle, accelerating fat loss and metabolism and balancing out the entire body. Steady state training, such as running, certainly has it's place, but if all you do is run they you are setting yourself up for repetitive strain injuries and imbalances. Resistance and body weight training work all the 600 muscles of the body in all the 3 dimensional planes of motion and works joints through their full range. So, heed my advice, and prioritise the resistance!

To supplement your resistance programme you can also do intense cardio intervals, rather than simply steady state plodding on the cross trainer.  This has similar benefits to resistance training performed in a super set or circuit style.  It also means you can get in and out of the gym, or get your workout done without having to go to a gym at all, in under 30 minutes, while also benefiting from the fat burning elevation that the workout has created for hours afterwards.

If you have more time, then by all means add 'lifestyle cardio' into the mix, but I would urge you to stop seeing the gym as the answer for this!  Go for a long walk with your family or friends, go for a bike ride at the weekend, and use the time you are spending on steady or easy activity to multi-task!  Focus on short, intense workouts 3 or 4 times per week, and then think of being as generally active as you can be in daily life, for best results!

Following my advice means you get maximum 'bang for your buck' and in an era where time is at a premium, making a clever investment and getting maximum return for that investment is what separates the 'have a fab physique' from the 'have nots'.  You don't need all the time in the world, you just need to use that time very wisely!


The Fat Burning Zone Myth Uncovered

Good Bargain Elliptical Trainer Workout Plan Price Remington Airwave Blow Dryer

Friday, December 23, 2011

Backup Sump Pump Review - What is Right For You?

!±8± Backup Sump Pump Review - What is Right For You?

What is a Backup Sump Pump?

A backup sump pump is another pump that is installed to operate should the primary sump pump fail. Surprisingly enough there are many reasons a primary pump may fail including: electrical power outage, float or switch failure, broken impeller or drive shaft, clogged intake screen.

What Factors Should Be Reviewed?

There are eleven major factors to consider when comparing backup sump pumps: power source, charger strength, trigger, dependability, material used in construction, operational capability, dimensions, size of discharge, protection against solids or sludge, alarm notification, and manufacturer warranty.

1. Power Source

The backup system installed should be sourced by something other than electricity.

What are the different types of power sources used?

A Battery provides the power to enable a backup sump pump plugged into it through the use of a wired housing case to perform the pumping cycle for the removal of the water from the pit. Twelve or twenty four volt battery power is used. The voltage and type of battery required varies by manufacturer. Water Pressure provides the power to keep a backup sump pump running. The water used must come from a municipal source and have a pressure between 40 and 100 PSI (pounds per square inch). A portable generator provides power through the conversion of gas or propane into energy. The pump must be plugged into the generator. Automatic start standby generator provides the power when the sump pump is plugged into it.
What are the advantages and disadvantages of the different power sources?

Batteries require monitoring to make sure they are operational in the time of need. Most backup systems have an alarm that lets the owner know when a battery requires maintenance or replacement and is being used by the backup pump. Batteries are rechargeable. Water power requires no batteries and has no moving parts. Operation of watered power systems requires a PSI water pressure between 40 and 100 PSI (pounds per square inch). Private well water cannot be used and the municipal provided water must have reliable water pressure. It takes 1 gallon of municipal water to remove 2 gallons of sump pit water so can be costly to operate. Portable generator: The generator must be placed outside. It must be started manually. Most operate from propane tank. Automatic start standby generator: They are expensive to purchase and install (four to ten times more expensive than battery power) but are very reliable. This type of generator runs off of natural gas or propane tanks and can provide power to multiple household appliances during power failure.
2. Charger Strength

This term applies when batteries are used as the source of power.

The higher the charger strength the faster the battery will be recharged after usage. Charger strength varies from.4 to 20.
3. Trigger

Each backup system has a trigger that activates the non electrical power source to begin operation.

What are the different triggers?

For battery powered backup sump pumps, when the water level raises the float, the battery is activated into operation. For water powered backup sump pumps, when the float raises, a valve allows pressured water to flow down to the pump. The flowing of the pressured water activates the backup system into operation. An automatic start standby generator is activated when the transfer switch senses a utility power interruption. A portable generator becomes operational when a human starts it.
What are the advantages and disadvantages of each trigger?

The transfer switch for the standby generator is the most reliable and quickest way to activate the operation of a backup system. The backup pump is operational as soon as the power goes out. Battery and water powered systems are not activated until the water rises to the height of the float. That means water has already collected in the pit.
4. Dependability

Batteries deplete and loose charge. Municipal water pressure is not constant. A drop below 40 PSI means the backup system is not operational. The float-switch mechanism, impeller or clogging of the backup sump pump plugged into a battery or standby generator source of power could fail. The tether switch is not as dependable as the vertical switch. Dual vertical switches offer twice the reliability.
5. Materials Used in the Construction of Backup Sump Pumps

What are the different materials used?

Thermoplastic: Outer casing is made of a hard, durable plastic. Cast Iron and Stainless Steel: The outer casing and bolts are made of metal.
What are the advantages and disadvantages of the different materials?

Plastic weighs less and is cheaper. Cast iron and stainless steel lasts a lifetime, weighs more and is constructed to handle heavy duty usage. This material is more expensive.
6. Operational Capacity

What are the volumes at which backup pumps can discharge water?

Pumping capacity is measured by number of gallons per minute or hour at a specific rise. Capacity is determined by size of motor and source of power.
What are the advantages and disadvantages of operational capacity?

Larger motors using battery or generator power move more water during operation. Smaller motors move less water during operation and require less battery or generator power. The amount of water moved during operation of a water powered backup sump pump is determined by the municipal water pressure. The greater the pressure the greater volume of water that is discharged. Generally water powered pumps have a lower operational capacity.
7. Dimensions of Backup Sump Pump and Pit

Each backup sump pump has unique measurements.

A sump pit with an 18"diameter basin or larger provides the greatest flexibility in being able to fit a primary and a backup sump pump into the pit. A tether float requires a larger diameter-based pit than a vertical float.
8. Size of Discharge Port Diameter

What are the different sizes?

The size is either 1 ¼ or 1 ½ inches in diameter. Most backup pumps have an adapter to accommodate either size of PVC piping.
What are the advantages and disadvantages of the different sizes?

The capability to adapt to either a 1 ¼ or 1 ½ inch size PVC pipe is extremely beneficial. A size of 1 ½ inches is required to handle heavy volumes of water.
9. Protection against Debris, Sludge, or Spherical Solids

Backup pumps use screens to protect against particles. Those with the additional protection of float cages are built so the cage bottom concaves causing particles to run off.
10. Alarm notification

Each of the battery backup sump pump systems have audible alarms that sound when the battery is activated when backup sump system is running. The alarm also sounds when the battery is discharged.

The Basement Watchdog Backup series also has an audible alarm when the battery fluid levels are low.

11. Manufacturer Warranty

What manufacturer warranties exist?

Some have no warranty Others have one, two or three years
What are the advantages and disadvantages of a warranty?

No warranty may mean manufactures are very confident of product quality. The purchase price of the pump may be higher because the cost of warranty is included. Limited warranties will not pay the entire cost to fix or replace. The length of warranty is usually based on the length of time most of the pumps like it are known to operate without failure.
How Can You Determine Which Backup Sump Pump System Is Best for You?

The following FAQ are provided to help you make your decision.

Are you concerned about other household circuits, experience electricity failure frequently and for long periods of time, and have no ordinance limitations regarding the placement of a 48" (L) x 25" (W) x 29" (H) box outside your home?

The automatic start standby generator can provide the most reliable power for a backup sump pump system as well as other household items. Is your water provided from municipal water source and it is reasonably priced?

Water powered backup systems only work with municipal water source not private well sources. It takes 1 gallon of municipal water to pump out 2 gallons of sump pit water. Are you concerned about backup sump pump float-switch failure during operation?

The Watchdog Big Boy, Watchdog Special and Watchdog Emergency Backup systems have a vertical dual float switch. If one float-switch fails the second one begins operation. The float-switch mechanism can also be replaced without removing the backup pump from the pit. Wayne, Little Giant and Zoeller use vertical switches which are more reliable than the tether floats used by Simer Ace in the Hole and Flotec. Are you concerned with time required to recharge the battery after usage?

The Watchdog Big Dog provides the quickest recharging. It has a 20 amp charger. Little Giant and Simer Ace in the Hole have 2 to 3.5 amp charger. Flotec and Zoeller have 8 to 10 amp charger. Are you concerned about notification of battery depletion or failure?

All major brands include this feature. Watchdog Backup systems provide the most detailed warnings regarding the battery backup system. Is a warranty important?

Wayne offers the longest warranty of three years. The other major brand warranties range from one to three years. Are you concerned about how many hours the battery will run continuously?

The continuous run time for all the major brand battery backup sump pump systems is within the range of six to nine hours. Simer Ace in the Hole runs continuously for six hours; Little Giant runs for nine hours; Wayne, Zoeller and Watchdog run for approximately seven hours. Do you have a sump pit diameter under or over 12"?

The Watchdog pumps have the smallest width (9") and require only ¼" additional for the vertical switch. In most cases backup sump pumps are installed on top of the primary sump pump so size is not as much of an issue. Do you want to exchange a faulty float/switch mechanism without having to remove the entire pump from the sump pit?

The Watchdog sump pump float/switch mechanism is external to the pump so the float-switch can be replaced without removing the pump from the sump pit.
Check Out These Backup Sump Pump Systems Today

Your home is an important asset. Make sure it is protected against water damage. It is cheaper to buy good backup sump pump systems than to clean up after a sump pump failure during a heavy rain storm. Be prepared before those heavy rains come.


Backup Sump Pump Review - What is Right For You?

Cuisinart Electric Kettle Quickly Mens Pinstripe Pants Discounted

Sunday, December 11, 2011

Glenn Curtiss Day at Old Rhinebeck Aerodrome

!±8± Glenn Curtiss Day at Old Rhinebeck Aerodrome

I

Like a series of undulating waves rolling down the Hudson River Valley's west side, the Catskill Mountains, somehow losing momentum, yielded to the much lower Shawagunk, Schunnemunk, and Bear Mountain peaks, descending into the Palisades, threshold to Manhattan. A century ago, on May 29, 1910, Glenn Hammond Curtiss, navigating his frail, Albany Flier biplane, forged an aerial link along this route between Albany and New York.

Then in the midst of a legal battle with the Wright Brothers for allegedly using their patented wing-warping method for banking and thus forbidden to continue selling any of his own aircraft, Curtiss, sinking in the quicksand of bankruptcy, saw a single rope of salvation in the ,000 Hudson-Fulton prize offered by Joseph Pulitzer, publisher of the New York World, for the first person to fly from Manhattan to Albany, in either direction, with a maximum of two stops.

Although Curtiss never feared competition-in fact, he thrived on it-the intended course was the antithesis of his numerous previous flights: unlike these prior, controlled circuits and aerial demonstrations, the inter-city connection was fraught with significant obstacles, including unfamiliarity with the route, an overwater course, unknown wind and weather patterns, and height obstructions, aside from the fact that technology had been insufficiently mature-and fuel capacity simply insufficient-to permit a long-range aerial journey of 150 miles.

Nevertheless, perhaps desperate circumstances lead to desperate measures, and which of the two had been the more perilous was a matter of debate: the flight or his life.

One of the first solutions-to both-had been to design an aircraft which could transcend them after extensive research and analysis, entailing a ground-based trip along the Hudson River. Based upon its prevailing, northwesterly winds and relative lack of man-made obstructions, he decided to make the flight in a southerly direction, departing from Albany. Should he lose his engine immediately after take off, he had reasoned, his chances of a safe, emergency landing markedly improved in comparison to those offered by a New York departure.

The airplane intended to tackle the distance, appropriately named "Albany Flier," featured a bamboo pole frame; two canvas-covered wings; interplane ailerons; a dual, forward elevating plane; an open cockpit; a wooden propeller in pusher configuration; a tricycle undercarriage; and, in the event of a water landing, cork-filled pontoons. The engine was the most powerful Curtiss had ever designed.

Van Rennselaer Island, located on the southern edge of Albany, was a flat, obstructionless plain offering the most optimum conditions for take off, and the aircraft, transported in section-containing boxes, was assembled there several days before the actual event. Its exact day, however, had been subjected to winds and weather-and Curtiss's assessment of them. Resultantly, he targeted dawn because it usually brought the calmest conditions, but winds proved too formidable on three consecutive days until Sunday, May 29.

With the sky just opening its eyes to dawn, he equally opened his and concluded that the ideal conditions had presented themselves, subsequently traveling to the designated departure point by rail and changing into his flight gear in the makeshift tent he had erected at it. He later shared that the delays, culminating in the day's calm, clear conditions, led him to conclude, "it was now or never."

Starting his engine, performing a final check, and accelerating in the direction of the wind, as determined by the smoke rising from nearby factory stacks, he deflected the canard elevating surfaces and the Albany Flier surrendered to the air at 0702. For 1910, the journey had been the equivalent of today's global circumnavigation.

A white flag, raised from a warehouse, signaled the airplane's airborne status and alerted the New York Times-chartered train, carrying Curtiss's wife and members of his team, to commence its own flight-following movement on New York Central's east side Hudson River Line tracks.

Climbing to a 700-foot initial altitude, Curtiss cruised over the middle of the Hudson, as if it had been an open, blue road which led to Manhattan, later expressing, "I felt an immense sense of relief. The motor sounded like music."

Paralleling the train, the Albany Flier maintained about 50 mph in flawlessly-blue skies, but the primitive bird's lack of cockpit instrumentation forced Curtiss to sublimate senses to readings: speed was measured by the strength of the wind and altitude was an estimation of height above the ground.

The Poughkeepsie Bridge, hung across the river and located 87 miles from Albany, moved into view, roughly marking the journey's halfway point.

Bouncing on Camelot's open field at 0826, the Albany Flier decelerated at its first refueling stop, where prearranged gas and oil should have awaited it, but the flight's first hitch had materialized, with neither to be found.

Two New Jersey motorists driving their touring car on the nearby road offered to transfer eight gallons of gas and oil into spare cans and present them to Curtiss, who was now surrounded by hundreds of onlookers and his own team from the train, which had intermittently pulled on to a siding near Camelot.

Re-accelerating, he commenced the second leg of his flight, following the trees and turning south over the middle of the Hudson before climbing to a considerable altitude in order to gauge the prevailing air currents. But a sudden gust, causing a lateral axis upset close to the water's surface, almost resulted in one of his wingtips skimming it.

The currents, however, proved to be mild in comparison to those encountered 20 miles south of Poughkeepsie, where the 15-mile-long gorge forming the Hudson Highlands near Storm King Mountain and Breakneck Ridge created a fierce, treacherous crosswind which tilted the frail, strut and wire airframe sideways. Temporarily losing control and almost thrown from his open perch, Curtiss became more observer than pilot as the airplane plunged 100 feet.

Confirming his calculations and course, Manhattan Island inched into view. But, realizing that his oil quantity had teetered on empty (due to a later discovered leak), he resisted temptation to continue closing the gap toward it, seeking a suitable landing location before his engine began to seize instead.

Executing an approach to a sloping lawn some 100 feet above the Hudson at the northernmost tip of Manhattan, he alighted on the estate of William B. Isham at 1035, having covered 137 miles in 2.5 hours at an average, 55 mph-speed, and Isham's daughter and husband, current occupants, greeted him on the mansion's lawn. Because it had been within city limits, they officially welcomed him to New York, but Curtiss, never to fall from his competitive edge, would not consider his journey complete until he touched down at its intended destination-Governors Island.

Replenished with engine-lubricating oil, the Albany Flier, initiating its precarious acceleration roll over the sloping field, arced into the crystal blue for the third time at 1142, quickly penetrating Manhattan with its imposing skyscrapers and crowd-thronged streets eager to witness the historic event.

The Statue of Liberty, symbolic of American freedom, served as a secondary symbol to Curtiss-the finishing line of his singular, aerial race which no others had chosen, nor had the ability, to enter. Banking westward, he "circled the lady with the torch," setting course for Governors Island.

Ultimately touching down on its parade ground just after noon amid receptive cheers by the US Army personnel based there, he completed the 152-mile flight from Albany to New York after a two-hour, 51-minute aerial suspension, the longest-distance, cross-country, public flight in the US, earning the ,000 Pulitzer Prize.

Charles Munn, publisher of Scientific American magazine, later proclaimed that the river would forever after he associated with three famous names: Henry Hudson, its founder; Robert Fulton, who revolutionized steamboat travel on it; and Glenn Curtiss, who aerially conquered it.

The US's counterpart to Louis Bleriot's English Channel crossing the previous year, the flight had demonstrated the airplane's potential and practicality to the world.

II

On October 9, the Hudson River Valley Institute (HRVI) at Marist College in Poughkeepsie, the Glenn H. Curtiss Museum of Hammondsport, and Cole Palen's Old Rhinebeck Aerodrome collectively sponsored an event to mark the 100th anniversary of Curtiss's historic Hudson River flight, thus fulfilling the educational mission commonality of all three.

Commenting on the event, Trafford Doherty, Executive Director of the Curtiss Museum, said, "It is a privilege to come to the Hudson Valley to celebrate the aviation achievements of Glenn Hammond Curtiss. I look forward to this opportunity to share with you the man who is considered to be the 'Father of the American aircraft industry' and 'Father of naval aviation.'"

According to Colonel (Ret.) James M Johnson, Executive Director of the Hudson River Valley Institute, "This will be a celebration of the 100th anniversary of Curtiss's historic flight in his Albany Flier down the Hudson River Valley from Albany to Manhattan and recognition of those who strive to preserve the memory of his innovative spirit."

Hugh Schoelzel, Old Rhinebeck Aerodrome Air Shows President, labeled the event "a celebration of Glenn Curtiss and, specifically, the 100th anniversary of his Hudson Valley flight. It opened the door to the practical airplane as a form of common transportation. Prior to this, aircraft were used for experimentation and flying round the field for fun."

Live music, traditionally associated with Old Rhinebeck's fall festival, marked the occasion. Several pumpkin displays next to the Aerodrome Snack Stand marked the season.

The grass field, flanked on either side by trees nipped by autumn's appetite and top-tinged with glowing golds, ruby reds, and burnt-oranges, provided the wind-swept stage where the operational Curtiss designs were showcased and demonstrated to the almost 700 supported by the wooden bench seats on the side.

As the sun arced toward the multi-colored trees and shadows stretched across the grass, a large, white tent, located in the courtyard formed by the Royal Aircraft Factory, A. V. Roe and Company, Louis Bleriot, and Fokker Flugzeugwerke hangars and surrounded by a tri-configuration of Curtiss aircraft, provided the venue for the second part of the day's events, including speeches entitled "The Old Rhinebeck Aerodrome" and "Glenn Curtiss: The Man and his Legacy," respectively given by Hugh Schoelzel and Trafford Doherty.

Ranking among the most important and influential aviation pioneers, Glenn Curtiss had been a "fiercely competitive person," according to Doherty. "He loved speed. He didn't always invent something, but instead rebuilt or redesigned it, and made it better."

Literally rising from the ground for the first time on June 28, 1907 in a dirigible, he later became one of five instrumental figures in the Alexander Graham Bell-led Aerial Experiment Association (AEA), whose first design, designated the "Red Wing," made what was considered to be the first public flight in the US when it climbed to 300 feet, despite its lateral axis control deficiency.

Remedying this shortcoming, the succeeding White Wing featured banking capability with triangular-shaped ailerons actuated by rope-connected body motion of the pilot. It made numerous flights, the longest of which had spanned 1,000 feet.

Dismantled after a series of hard landings, it formed the basis of the third evolution, the June Bug, which incorporated the White Wing's engine and many of its parts, but introduced a shoulder yoke aileron actuation method. It earned the Scientific American trophy on July 4, 1908, when the bow-winged biplane performed a publicly observed fight of one kilometer, although the 5,090 feet actually covered had been about one-and-a-half times the required distance.

The Silver Dart, the last of the four designs, became the first heavier-than-air airplane to fly in Canada, and made more than 200 successful flights.

Both Curtiss's life and his aircraft designs were the product of his extreme character traits. "He took calculated risks," Doherty continued. "He was extremely brave."

By World War I, despite his patent-related lawsuit with the Wright Brothers, he had become the premier aircraft manufacturer and was therefore "considered the founder of the American aircraft industry," Doherty stated.

"He made the seaplane practical and invented the flying boat. Ninety-five percent of World War I pilots in the US and Canada trained in the JN-4 Jenny. He was incredibility mechanically intuitive."
"And now, the Curtiss Museum and Old Rhinebeck Aerodrome are linked by his legacy and airplanes," he concluded.

Those airplanes, numbering five in the Old Rhinebeck collection, represented all three pioneer, World War I, and Lindbergh eras.

The Model A, for instance-a pusher biplane belonging to the former category and itself based upon the earlier Albany Flier-was built by Cole Palen in 1957, but crashed at an air show before being restored in 1975 and placed on long-term loan to the Intrepid Sea-Air-Space Museum in Manhattan. It is currently being displayed at the Ira G. Ross Aerospace Museum in Buffalo under a similar arrangement.

The subsequent Model D, which was positioned only feet from the lecture tent and whose controls were demonstrated as Schoelzel highlighted them to the group in attendance, "is an extension of normal body movement, an outgrowth of a very mechanically-minded person," according to Herb Gregory, who has conducted high-speed taxi maneuvers with the type for Old Rhinebeck's spectators for three years. "Their method of activation was gleaned from his motorcycle experience."

"The control method of the Model D is Curtiss's signature system from the AEA days, including the June Bug, until 1914," Doherty had shared.

"The aircraft is made of bamboo," Schoelzel added. "It has its original OX-5 engine and was the first factory-built airplane of any quantity."

The Curtiss JN-4 Jenny, of significantly greater dimensions and belonging to the World War I era, was designed by Benjamin D. Thomas, an Englishman formerly with the Sopwith Aviation Company, and commissioned by Glenn Curtiss, incorporating the best features of the Model J and the Model N trainers to produce the "JN," or "Jenny," series introduced in 1915.

Although the JN-1 and -2, varying in upper and lower wingspans, aileron number, and control method, had been produced in limited quantities, the First Aero Squadron of the US Signals Corps operated eight of the latter, first taking delivery of them in July of 1915, and the version was succeeded by the JN-3, which introduced several design modifications to target its deficiencies.

The definitive, dual (student and pilot) seat JN-4, with an almost 40-foot wingspan; a docile, 60-mph cruise speed; and 1,920-pound gross weight, proved ideal as a World War I trainer for the US Army Air Service and the Canadian Royal Flying Corps.

Its speed and stability made it an optimum, post-war, stunt-flying and barnstorming aircraft, of which 6,813 had ultimately been built.

Although it had been standardly powered by the Curtiss OX-5 engine, the Old Rhinebeck example, an original JN-4H, was one of only three Hispano Suiza-powered examples still flying.

According to Schoelzel, the type "literally introduced aviation to America and Canada. It's just a sweetheart to fly. It was the first to carry the mail. Almost 7,000 were built."

Bill Gordon, Old Rhinebeck's Chief Pilot and Head of Restoration and Maintenance, shared some of the aircraft's characteristics amassed after a half-decade of experience with it. "It's an original, 1917 JN-4H with an original engine," he stated. "It makes an excellent trainer, but needs a lot of rudder."
Asked about its performance, he contemplated, "It's slow. It has a huge wing and its bracing wires create drag. Its stall speed is probably 35 mph, (although it) flies at up to 70 to 75. If the wires whistle, you're going too fast."

"It has four ailerons," he continued, "because it's a Navy Jenny. And it's more reliable because it's an Hisso Jenny, with a lot more power than (that with) the OX-5 engine."

"It's a showcase piece," he concluded. "One of our most valuable airplanes. In five years, I've only checked out one other pilot on it. It's so valuable that I've never gotten out of the pattern and always stay within gliding distance. But it's an honor to fly and my most favorite airplane."

The Curtiss Fledgling, belonging to the Lindbergh era and currently consisting of little more than its green, metal, skeletal-appearing frame, "is under long-term restoration," according to Schoelzel.

The result of the Navy's 1927 requirements for a primary trainer, the 2,832-pound Fledgling, selected after consideration of 15 competing designs, featured a two-bay, equal-span, but staggered, 39.2-foot biplane connected by N-struts; tandem seating for a student and instructor; a tailwheel; and a single, 220-hp Wright R-790-8 engine. Internally designed "Model 48," it was known as the "N2C" in Navy guise.
The Model 51, intended for the civilian market, was powered by a Challenger engine, and the Curtiss Flying Service operated 109 of the type on its air taxi routes.

About 160 of both variants were built.

Old Rhinebeck's example, an original constructed in 1929, was acquired by Cole Palen in 1975 after he had watched it perform during the annual Sun and Fun Air Show in Florida. It subsequently flew in its own weekend air shows and served as a bomber and camera platform for a number of years, and is billed as a "civilized version of the Navy N2C-1 trainer. It made a good gunnery and instrument trainer, (and was) used in Curtiss flight schools."

The fifth Curtiss design in the Old Rhinebeck collection is the Curtiss-Wright CW-1 Junior, which equally hails from the Lindbergh era.

Built in response to the then-current Aeronca C-2 and American Eagle Eaglet, the light, basic sport aircraft, originally designated "Curtiss-Robertson CR-1 Skeeter," featured a square fuselage cross-section made of fabric-covered steel tubes; open, tandem seating for two; a parasol wing; a three-cylinder, 45-hp, Szekely SR-3-0 radial engine mounted on top of the wing intersection and driving a dual-bladed, wooden propeller in pusher-configuration; two small, wide, air-filled main wheels; and a tailwheel.

Almost appearing like a powered glider, it was marketed as "built to sell for the price of an automobile in the medium class."

First flying in the fall of 1930, it adopted its current name when Curtiss-Robertson's parent company, Curtiss, merged with Wright.

Lighter than a Piper Cub, with a 570-pound empty weight, and selling for ,490, the low-budget, post-depression aircraft was shipped, disassembled, to any spot in the country and, because of its large wingspan, handled particularly well in the air, attaining maximum, 80-mph speeds. Yet, despite its basic construction, it was not without its deficiencies. "The Szekely engine had a tendency to throw cylinders," according to Schoelzel. "With its pusher arrangement, the cylinder passed directly through the propeller." Because of its low height, passengers were also often injured by it.

These flaws, combined with a few accidents, resulted in the type's discontinuation in 1932 after some 270 had been built.

Amidst the quad-hourly take offs of the New Standard D-25, whose engine reverberated in the dying dusk, the day was capped with the Hudson River Valley Institute's presentation of a John Gould painting entitled "Albany Flier" to Old Rhinebeck Aerodrome--a day which ensured that the dusk would never truly set on Glenn Hammond Curtiss, whose aeronautical contributions to early aviation were instrumental in its development. Echoing Old Rhinebeck's very philosophy of "keep the dream alive," the day's special program, coupled with the five Curtiss aircraft in its collection, equally ensured that they would "keep his spirit alive."


Glenn Curtiss Day at Old Rhinebeck Aerodrome

Saucony Grid 3d Free Shipping Apothecary Bottles Wholesale Review Low Price Belkins Router

Glenn Curtiss Day at Old Rhinebeck Aerodrome

!±8± Glenn Curtiss Day at Old Rhinebeck Aerodrome

I

Like a series of undulating waves rolling down the Hudson River Valley's west side, the Catskill Mountains, somehow losing momentum, yielded to the much lower Shawagunk, Schunnemunk, and Bear Mountain peaks, descending into the Palisades, threshold to Manhattan. A century ago, on May 29, 1910, Glenn Hammond Curtiss, navigating his frail, Albany Flier biplane, forged an aerial link along this route between Albany and New York.

Then in the midst of a legal battle with the Wright Brothers for allegedly using their patented wing-warping method for banking and thus forbidden to continue selling any of his own aircraft, Curtiss, sinking in the quicksand of bankruptcy, saw a single rope of salvation in the ,000 Hudson-Fulton prize offered by Joseph Pulitzer, publisher of the New York World, for the first person to fly from Manhattan to Albany, in either direction, with a maximum of two stops.

Although Curtiss never feared competition-in fact, he thrived on it-the intended course was the antithesis of his numerous previous flights: unlike these prior, controlled circuits and aerial demonstrations, the inter-city connection was fraught with significant obstacles, including unfamiliarity with the route, an overwater course, unknown wind and weather patterns, and height obstructions, aside from the fact that technology had been insufficiently mature-and fuel capacity simply insufficient-to permit a long-range aerial journey of 150 miles.

Nevertheless, perhaps desperate circumstances lead to desperate measures, and which of the two had been the more perilous was a matter of debate: the flight or his life.

One of the first solutions-to both-had been to design an aircraft which could transcend them after extensive research and analysis, entailing a ground-based trip along the Hudson River. Based upon its prevailing, northwesterly winds and relative lack of man-made obstructions, he decided to make the flight in a southerly direction, departing from Albany. Should he lose his engine immediately after take off, he had reasoned, his chances of a safe, emergency landing markedly improved in comparison to those offered by a New York departure.

The airplane intended to tackle the distance, appropriately named "Albany Flier," featured a bamboo pole frame; two canvas-covered wings; interplane ailerons; a dual, forward elevating plane; an open cockpit; a wooden propeller in pusher configuration; a tricycle undercarriage; and, in the event of a water landing, cork-filled pontoons. The engine was the most powerful Curtiss had ever designed.

Van Rennselaer Island, located on the southern edge of Albany, was a flat, obstructionless plain offering the most optimum conditions for take off, and the aircraft, transported in section-containing boxes, was assembled there several days before the actual event. Its exact day, however, had been subjected to winds and weather-and Curtiss's assessment of them. Resultantly, he targeted dawn because it usually brought the calmest conditions, but winds proved too formidable on three consecutive days until Sunday, May 29.

With the sky just opening its eyes to dawn, he equally opened his and concluded that the ideal conditions had presented themselves, subsequently traveling to the designated departure point by rail and changing into his flight gear in the makeshift tent he had erected at it. He later shared that the delays, culminating in the day's calm, clear conditions, led him to conclude, "it was now or never."

Starting his engine, performing a final check, and accelerating in the direction of the wind, as determined by the smoke rising from nearby factory stacks, he deflected the canard elevating surfaces and the Albany Flier surrendered to the air at 0702. For 1910, the journey had been the equivalent of today's global circumnavigation.

A white flag, raised from a warehouse, signaled the airplane's airborne status and alerted the New York Times-chartered train, carrying Curtiss's wife and members of his team, to commence its own flight-following movement on New York Central's east side Hudson River Line tracks.

Climbing to a 700-foot initial altitude, Curtiss cruised over the middle of the Hudson, as if it had been an open, blue road which led to Manhattan, later expressing, "I felt an immense sense of relief. The motor sounded like music."

Paralleling the train, the Albany Flier maintained about 50 mph in flawlessly-blue skies, but the primitive bird's lack of cockpit instrumentation forced Curtiss to sublimate senses to readings: speed was measured by the strength of the wind and altitude was an estimation of height above the ground.

The Poughkeepsie Bridge, hung across the river and located 87 miles from Albany, moved into view, roughly marking the journey's halfway point.

Bouncing on Camelot's open field at 0826, the Albany Flier decelerated at its first refueling stop, where prearranged gas and oil should have awaited it, but the flight's first hitch had materialized, with neither to be found.

Two New Jersey motorists driving their touring car on the nearby road offered to transfer eight gallons of gas and oil into spare cans and present them to Curtiss, who was now surrounded by hundreds of onlookers and his own team from the train, which had intermittently pulled on to a siding near Camelot.

Re-accelerating, he commenced the second leg of his flight, following the trees and turning south over the middle of the Hudson before climbing to a considerable altitude in order to gauge the prevailing air currents. But a sudden gust, causing a lateral axis upset close to the water's surface, almost resulted in one of his wingtips skimming it.

The currents, however, proved to be mild in comparison to those encountered 20 miles south of Poughkeepsie, where the 15-mile-long gorge forming the Hudson Highlands near Storm King Mountain and Breakneck Ridge created a fierce, treacherous crosswind which tilted the frail, strut and wire airframe sideways. Temporarily losing control and almost thrown from his open perch, Curtiss became more observer than pilot as the airplane plunged 100 feet.

Confirming his calculations and course, Manhattan Island inched into view. But, realizing that his oil quantity had teetered on empty (due to a later discovered leak), he resisted temptation to continue closing the gap toward it, seeking a suitable landing location before his engine began to seize instead.

Executing an approach to a sloping lawn some 100 feet above the Hudson at the northernmost tip of Manhattan, he alighted on the estate of William B. Isham at 1035, having covered 137 miles in 2.5 hours at an average, 55 mph-speed, and Isham's daughter and husband, current occupants, greeted him on the mansion's lawn. Because it had been within city limits, they officially welcomed him to New York, but Curtiss, never to fall from his competitive edge, would not consider his journey complete until he touched down at its intended destination-Governors Island.

Replenished with engine-lubricating oil, the Albany Flier, initiating its precarious acceleration roll over the sloping field, arced into the crystal blue for the third time at 1142, quickly penetrating Manhattan with its imposing skyscrapers and crowd-thronged streets eager to witness the historic event.

The Statue of Liberty, symbolic of American freedom, served as a secondary symbol to Curtiss-the finishing line of his singular, aerial race which no others had chosen, nor had the ability, to enter. Banking westward, he "circled the lady with the torch," setting course for Governors Island.

Ultimately touching down on its parade ground just after noon amid receptive cheers by the US Army personnel based there, he completed the 152-mile flight from Albany to New York after a two-hour, 51-minute aerial suspension, the longest-distance, cross-country, public flight in the US, earning the ,000 Pulitzer Prize.

Charles Munn, publisher of Scientific American magazine, later proclaimed that the river would forever after he associated with three famous names: Henry Hudson, its founder; Robert Fulton, who revolutionized steamboat travel on it; and Glenn Curtiss, who aerially conquered it.

The US's counterpart to Louis Bleriot's English Channel crossing the previous year, the flight had demonstrated the airplane's potential and practicality to the world.

II

On October 9, the Hudson River Valley Institute (HRVI) at Marist College in Poughkeepsie, the Glenn H. Curtiss Museum of Hammondsport, and Cole Palen's Old Rhinebeck Aerodrome collectively sponsored an event to mark the 100th anniversary of Curtiss's historic Hudson River flight, thus fulfilling the educational mission commonality of all three.

Commenting on the event, Trafford Doherty, Executive Director of the Curtiss Museum, said, "It is a privilege to come to the Hudson Valley to celebrate the aviation achievements of Glenn Hammond Curtiss. I look forward to this opportunity to share with you the man who is considered to be the 'Father of the American aircraft industry' and 'Father of naval aviation.'"

According to Colonel (Ret.) James M Johnson, Executive Director of the Hudson River Valley Institute, "This will be a celebration of the 100th anniversary of Curtiss's historic flight in his Albany Flier down the Hudson River Valley from Albany to Manhattan and recognition of those who strive to preserve the memory of his innovative spirit."

Hugh Schoelzel, Old Rhinebeck Aerodrome Air Shows President, labeled the event "a celebration of Glenn Curtiss and, specifically, the 100th anniversary of his Hudson Valley flight. It opened the door to the practical airplane as a form of common transportation. Prior to this, aircraft were used for experimentation and flying round the field for fun."

Live music, traditionally associated with Old Rhinebeck's fall festival, marked the occasion. Several pumpkin displays next to the Aerodrome Snack Stand marked the season.

The grass field, flanked on either side by trees nipped by autumn's appetite and top-tinged with glowing golds, ruby reds, and burnt-oranges, provided the wind-swept stage where the operational Curtiss designs were showcased and demonstrated to the almost 700 supported by the wooden bench seats on the side.

As the sun arced toward the multi-colored trees and shadows stretched across the grass, a large, white tent, located in the courtyard formed by the Royal Aircraft Factory, A. V. Roe and Company, Louis Bleriot, and Fokker Flugzeugwerke hangars and surrounded by a tri-configuration of Curtiss aircraft, provided the venue for the second part of the day's events, including speeches entitled "The Old Rhinebeck Aerodrome" and "Glenn Curtiss: The Man and his Legacy," respectively given by Hugh Schoelzel and Trafford Doherty.

Ranking among the most important and influential aviation pioneers, Glenn Curtiss had been a "fiercely competitive person," according to Doherty. "He loved speed. He didn't always invent something, but instead rebuilt or redesigned it, and made it better."

Literally rising from the ground for the first time on June 28, 1907 in a dirigible, he later became one of five instrumental figures in the Alexander Graham Bell-led Aerial Experiment Association (AEA), whose first design, designated the "Red Wing," made what was considered to be the first public flight in the US when it climbed to 300 feet, despite its lateral axis control deficiency.

Remedying this shortcoming, the succeeding White Wing featured banking capability with triangular-shaped ailerons actuated by rope-connected body motion of the pilot. It made numerous flights, the longest of which had spanned 1,000 feet.

Dismantled after a series of hard landings, it formed the basis of the third evolution, the June Bug, which incorporated the White Wing's engine and many of its parts, but introduced a shoulder yoke aileron actuation method. It earned the Scientific American trophy on July 4, 1908, when the bow-winged biplane performed a publicly observed fight of one kilometer, although the 5,090 feet actually covered had been about one-and-a-half times the required distance.

The Silver Dart, the last of the four designs, became the first heavier-than-air airplane to fly in Canada, and made more than 200 successful flights.

Both Curtiss's life and his aircraft designs were the product of his extreme character traits. "He took calculated risks," Doherty continued. "He was extremely brave."

By World War I, despite his patent-related lawsuit with the Wright Brothers, he had become the premier aircraft manufacturer and was therefore "considered the founder of the American aircraft industry," Doherty stated.

"He made the seaplane practical and invented the flying boat. Ninety-five percent of World War I pilots in the US and Canada trained in the JN-4 Jenny. He was incredibility mechanically intuitive."
"And now, the Curtiss Museum and Old Rhinebeck Aerodrome are linked by his legacy and airplanes," he concluded.

Those airplanes, numbering five in the Old Rhinebeck collection, represented all three pioneer, World War I, and Lindbergh eras.

The Model A, for instance-a pusher biplane belonging to the former category and itself based upon the earlier Albany Flier-was built by Cole Palen in 1957, but crashed at an air show before being restored in 1975 and placed on long-term loan to the Intrepid Sea-Air-Space Museum in Manhattan. It is currently being displayed at the Ira G. Ross Aerospace Museum in Buffalo under a similar arrangement.

The subsequent Model D, which was positioned only feet from the lecture tent and whose controls were demonstrated as Schoelzel highlighted them to the group in attendance, "is an extension of normal body movement, an outgrowth of a very mechanically-minded person," according to Herb Gregory, who has conducted high-speed taxi maneuvers with the type for Old Rhinebeck's spectators for three years. "Their method of activation was gleaned from his motorcycle experience."

"The control method of the Model D is Curtiss's signature system from the AEA days, including the June Bug, until 1914," Doherty had shared.

"The aircraft is made of bamboo," Schoelzel added. "It has its original OX-5 engine and was the first factory-built airplane of any quantity."

The Curtiss JN-4 Jenny, of significantly greater dimensions and belonging to the World War I era, was designed by Benjamin D. Thomas, an Englishman formerly with the Sopwith Aviation Company, and commissioned by Glenn Curtiss, incorporating the best features of the Model J and the Model N trainers to produce the "JN," or "Jenny," series introduced in 1915.

Although the JN-1 and -2, varying in upper and lower wingspans, aileron number, and control method, had been produced in limited quantities, the First Aero Squadron of the US Signals Corps operated eight of the latter, first taking delivery of them in July of 1915, and the version was succeeded by the JN-3, which introduced several design modifications to target its deficiencies.

The definitive, dual (student and pilot) seat JN-4, with an almost 40-foot wingspan; a docile, 60-mph cruise speed; and 1,920-pound gross weight, proved ideal as a World War I trainer for the US Army Air Service and the Canadian Royal Flying Corps.

Its speed and stability made it an optimum, post-war, stunt-flying and barnstorming aircraft, of which 6,813 had ultimately been built.

Although it had been standardly powered by the Curtiss OX-5 engine, the Old Rhinebeck example, an original JN-4H, was one of only three Hispano Suiza-powered examples still flying.

According to Schoelzel, the type "literally introduced aviation to America and Canada. It's just a sweetheart to fly. It was the first to carry the mail. Almost 7,000 were built."

Bill Gordon, Old Rhinebeck's Chief Pilot and Head of Restoration and Maintenance, shared some of the aircraft's characteristics amassed after a half-decade of experience with it. "It's an original, 1917 JN-4H with an original engine," he stated. "It makes an excellent trainer, but needs a lot of rudder."
Asked about its performance, he contemplated, "It's slow. It has a huge wing and its bracing wires create drag. Its stall speed is probably 35 mph, (although it) flies at up to 70 to 75. If the wires whistle, you're going too fast."

"It has four ailerons," he continued, "because it's a Navy Jenny. And it's more reliable because it's an Hisso Jenny, with a lot more power than (that with) the OX-5 engine."

"It's a showcase piece," he concluded. "One of our most valuable airplanes. In five years, I've only checked out one other pilot on it. It's so valuable that I've never gotten out of the pattern and always stay within gliding distance. But it's an honor to fly and my most favorite airplane."

The Curtiss Fledgling, belonging to the Lindbergh era and currently consisting of little more than its green, metal, skeletal-appearing frame, "is under long-term restoration," according to Schoelzel.

The result of the Navy's 1927 requirements for a primary trainer, the 2,832-pound Fledgling, selected after consideration of 15 competing designs, featured a two-bay, equal-span, but staggered, 39.2-foot biplane connected by N-struts; tandem seating for a student and instructor; a tailwheel; and a single, 220-hp Wright R-790-8 engine. Internally designed "Model 48," it was known as the "N2C" in Navy guise.
The Model 51, intended for the civilian market, was powered by a Challenger engine, and the Curtiss Flying Service operated 109 of the type on its air taxi routes.

About 160 of both variants were built.

Old Rhinebeck's example, an original constructed in 1929, was acquired by Cole Palen in 1975 after he had watched it perform during the annual Sun and Fun Air Show in Florida. It subsequently flew in its own weekend air shows and served as a bomber and camera platform for a number of years, and is billed as a "civilized version of the Navy N2C-1 trainer. It made a good gunnery and instrument trainer, (and was) used in Curtiss flight schools."

The fifth Curtiss design in the Old Rhinebeck collection is the Curtiss-Wright CW-1 Junior, which equally hails from the Lindbergh era.

Built in response to the then-current Aeronca C-2 and American Eagle Eaglet, the light, basic sport aircraft, originally designated "Curtiss-Robertson CR-1 Skeeter," featured a square fuselage cross-section made of fabric-covered steel tubes; open, tandem seating for two; a parasol wing; a three-cylinder, 45-hp, Szekely SR-3-0 radial engine mounted on top of the wing intersection and driving a dual-bladed, wooden propeller in pusher-configuration; two small, wide, air-filled main wheels; and a tailwheel.

Almost appearing like a powered glider, it was marketed as "built to sell for the price of an automobile in the medium class."

First flying in the fall of 1930, it adopted its current name when Curtiss-Robertson's parent company, Curtiss, merged with Wright.

Lighter than a Piper Cub, with a 570-pound empty weight, and selling for ,490, the low-budget, post-depression aircraft was shipped, disassembled, to any spot in the country and, because of its large wingspan, handled particularly well in the air, attaining maximum, 80-mph speeds. Yet, despite its basic construction, it was not without its deficiencies. "The Szekely engine had a tendency to throw cylinders," according to Schoelzel. "With its pusher arrangement, the cylinder passed directly through the propeller." Because of its low height, passengers were also often injured by it.

These flaws, combined with a few accidents, resulted in the type's discontinuation in 1932 after some 270 had been built.

Amidst the quad-hourly take offs of the New Standard D-25, whose engine reverberated in the dying dusk, the day was capped with the Hudson River Valley Institute's presentation of a John Gould painting entitled "Albany Flier" to Old Rhinebeck Aerodrome--a day which ensured that the dusk would never truly set on Glenn Hammond Curtiss, whose aeronautical contributions to early aviation were instrumental in its development. Echoing Old Rhinebeck's very philosophy of "keep the dream alive," the day's special program, coupled with the five Curtiss aircraft in its collection, equally ensured that they would "keep his spirit alive."


Glenn Curtiss Day at Old Rhinebeck Aerodrome

Recumbent Bike Rower Combo Best

Wednesday, December 7, 2011

Electrolux : EW30DS65GS 30 Slide-in Dual Fuel Range, 4 Sealed Burners, Convection - Stainless Stee

!±8± Electrolux : EW30DS65GS 30 Slide-in Dual Fuel Range, 4 Sealed Burners, Convection - Stainless Stee


Rate : | Price : | Post Date : Dec 07, 2011 21:54:34
Usually ships in 1-2 business days

Electrolux

Good Bargain Elliptical Trainer Lose Weight

Friday, December 2, 2011

Revolutions in Today's Ice Fishing Shelters

!±8± Revolutions in Today's Ice Fishing Shelters

When spine chilling arctic winds and blowing snow suddenly threatens a beautiful day of ice fishing, the first thing that comes to mind is the need for an ice fishing shelter.

In fact an ice fishing shelter is one of the key essentials in ice fishing and if you don't have one, you could be at a serious disadvantage. If you think about it, you've invested a few hours of driving time, fuel, bait, food and supplies for a trip you've been planning for, and you want to make the best of it.

Now sitting outside in a white out is no fun, and when no fun turns into miserable, you start to question yourself as to why you are trying to stick it out, especially if the fish aren't biting. Furthermore ice fishing in a blizzard without a shelter requires you to constantly clear your ice hole to keep it from freezing up and filling with snow.

More importantly, your primary objective becomes staying warm and dry and not much on fishing. Moreover, once you allow yourself to become wet, you are not able to maintain any warmth and therefore you're basically done for the day. All that effort was wasted because you didn't have an ice fishing shelter.

Today's ice fishing shelters are leaps and bounds from yesterdays shelters and are made to last through the nastiest of cold weather conditions, keeping you warm, dry and out of the wind. They are made for comfort, portability, compact and hassle free for easy set up.

Revolutions in design include new and innovative materials that are lighter in weight yet stronger and have a performance quality about them, like fabric that is fire-retardant, absorbs sunlight keeping you warm and other fabric that is treated with additional polyurethane coatings to keep light and water out.

New innovations in thermal dynamics include fabrics that are designed with thermal properties for insulation that breathes and incorporates an adjustable ventilation system that reduces condensation and provides proper airflow.

Advances in ice fishing shelters for Frabill incorporate the R-2 Tech extreme insulated outdoor fabric; marine carpeting and deluxe folding padded boat seats that can be moved around or removed for custom seating.

The flip-over design is made for mobility and can be set up and taken down instantly for ice anglers on the go. These shelters come with a built in sled because of its molded base floor that is essentially constructed for dual purpose.

Other types of shelters are manufactured with a floorless design that is lightweight and compact that feature a quick set pop-up deployment system. In addition, the pop-up style model from Clam incorporates an innovative convex wall design, allowing for extra elbowroom, higher center height for more headroom and a larger overall footprint accommodating enough room for extra gear and fishing electronics.

There are many styles and sizes to choose from depending on what works best for you. Ice shelters are made for one-person occupancy, shelters that accommodate two or more and other types that will work for 3-4-ice fisherman. The larger command post or headquarters type shelters that are made for groups can accommodate a party in upwards of 6-8 anglers.

Most ice fishing shelters will come with ice anchors, which is made to hold down the shelter in high winds. Anchors can also be purchased separately. Never the less, ice shelter anchors are a necessity and are recommended.

Ice fishing shelters will range anywhere from 0-00 with the best of features and technology in the higher end units. However, you don't need to spend a fortune on an ice fishing shelter to get a quality shelter with today's innovations.

Having and ice fishing shelter allows you to stay on the ice longer when Mother Nature decides to not cooperate with your idea of a beautiful day on the ice.

Getting caught in the elements without one is like a dear caught up in your headlights. Be prepared! Revolutions in today's ice fishing shelters are worth its weight in gold.


Revolutions in Today's Ice Fishing Shelters

Saved Rubber Matting

Monday, November 28, 2011

DCS 30 Inch Range - Top Burners Demo Video

Learn more about the DCS 30" range top burners, which feature true simmer temperatures of 140 degrees. Visit DCSRanges.com for more information on DCS appliances.

Where To Buy Rectangular Lampshade Promo Piranha Led Lights Good Pioneer Cs Speakers

Friday, November 25, 2011

Viking VDSC5304BSS 30 Professional Series Dual Fuel Range

!±8±Viking VDSC5304BSS 30 Professional Series Dual Fuel Range

Brand : Viking
Rate :
Price :
Post Date : Nov 25, 2011 20:21:03
N/A



Commercial-type cooking powe Exclusive VSH (Vari-Simmer to High) Patented Sealed Burner System, Four 15,000 BTU burners, Exclusive VariSimmer setting for all burners, Exclusive all burners equipped with SureSpark Ignition System for consistent and reliable ignition every time, Exclusive largest oven cavity in the industry, 4.7 cu. ft. overall, 4.1 cu. ft. measured to AHAM standards, Exclusive patent-pending Vari-Speed Dual Flow convection system has the largest convection fan in the industry; the 8 1/2" fan works bi-directionally for maximum airflow and excellent cooking results, Concealed 10-pass dual bake element provides precise temperature control, Extra large glass enclosed infrared broiler provides superior broiling performance, Rapid Ready Preheat provides one of the fastest preheat times so your oven is ready to begin cooking when you are, Oven has six porcelain coated rack supports and comes standard with two standard oven racks and one TruGlide full extension oven rack, Three strategically located oven lights provide maximum visibility, Heavy-duty broiler pan and tray with rack provide more roasting and broiling options, High performance cooking modes include Bake, Convection Bake, TruConvec convection cooking, Convection Roast, Hi, Medium, and Low Broil, and Convection Broil Easy Operation and Cleanup, Exclusive one piece tooled and porcelainized cooking surface for easy clean up and Concealed 10-pass dual bake element makes for easy clean up of the oven cavity.

Saving Takealongs Rubbermaid Coupon Waffle Iron Rotating Best Buy Hoover Dam Delays

Monday, November 21, 2011

Bertazzoni : Professional X304GGVXLP 30 Pro-Style Gas Range

!±8±Bertazzoni : Professional X304GGVXLP 30 Pro-Style Gas Range

Brand : Bertazzoni
Rate :
Price :
Post Date : Nov 21, 2011 23:08:41
Usually ships in 3-4 business days



BERTAZZONI cooking products originate in Emilia-Romagna, a region world-famous for its food. Precision-engineered to the highest specifications by the Bertazzoni family, who have been making high-quality ranges since the beginning of the last century, every appliance bearing the Bertazzoni name represents an unwavering commitment to quality.rnrnThe Bertazzoni Professional Series now also includes a 30-inch gas range. This popular size gives great versatility to your kitchen design and is ideal where a new range is needed to fit into existing units. It offers all the same remarkable engineering quality and cooking performance as the 36-inch gas ranges in the Professional series. rnrnCooking with the 30-inch range is a delight. The four-burner worktop has heavy-duty cast iron grates. Included is Bertazzoni's exclusive Triple-ring power burner with dual valve controls which has separately controlled flames providing high-efficiency power, as well as a delicate low-simmer function. rnrnThe oven has a balanced air-flow fan convection to provide even heat distribution for single and multi-level roasting and baking, without flavor crossover. It also features a wide-area infrared gas grill. Bertazzoni's special Triple-glaze door ensures low-temperature external surfaces. rnrnThe 30-inch range also has its own matching backsplash and ventilation hood with adjustable chimney height and three settings for different power levels.

New Quiet Inverter Generator Travelpro Expandable Rollaboard Immediately Torchiere Lamp Parts Purchase

Tuesday, November 15, 2011

Wolf Gas Range and Microwaves - Buyer's Guide

!±8± Wolf Gas Range and Microwaves - Buyer's Guide

In this article, I will mention some of the wolf gas ranges and microwaves that are available for purchase in the market. Anyone who is looking to buy new kitchen appliances can find this article helpful.

616TM Touch Control Compact Microwave

With the oven capacity of 0.6 cu ft (18 liters), it has the power of 800w and MAFF reheat code E. Its exterior dimensions are 465mm (w), 362mm (d), and 274mm (h) while its interior dimensions include 290mm (w), 290mm (d) and 200mm (h). Special features include touch control with five variable power levels such as five one touch instant cook programs (drink, soup, casserole, vegetables, and fish fillets). It even contains an auto defrost feature with more/less sensitivity key. 60 minutes digital timer is easy to use.

M745GR Green Compact Microwave

It has an oven capacity of 0.7 cu ft (20 liters). Its special features include touch control, ten variable power levels, three one-touch instant cook programs (drinks, plated meals, soup/sauce), auto defrost, 99.9-minute digital timer and easy to use and control system.

H789 Triple Gas Range

This gas range is small in size so it occupies a little area in your kitchen. However, it has three stoves. It is highly practical and functional. This easy to operate gas range is affordable in rate and available in different colors such as black, bronze, and brown. It is even easy on the maintenance. With precaution measures, it is the safest cooking range that can be used for home kitchens.


Wolf Gas Range and Microwaves - Buyer's Guide

Purchase Clearblue Digital Garden Shredder Bosch Reviews Buy Sprouted Grain Bread Free Shipping


Twitter Facebook Flickr RSS



Fran�ais Deutsch Italiano Portugu�s
Espa�ol ??? ??? ?????







Sponsor Links