Monday, December 26, 2011

Part 2 - Anne of Avonlea by Lucy Maud Montgomery (Chs 12-20)

Part 2. Classic Literature VideoBook with synchronized text, interactive transcript, and closed captions in multiple languages. Audio courtesy of Librivox. Read by Karen Savage. Playlist for Anne of Avonlea by Lucy Maud Montgomery: www.youtube.com

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Friday, December 9, 2011

Remington RM0612P 6-Inch 6 amp Branch Wizard Electric Pruning Pole Saw

!±8± Remington RM0612P 6-Inch 6 amp Branch Wizard Electric Pruning Pole Saw


Rate : | Price : $79.99 | Post Date : Dec 09, 2011 08:23:50
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Remington Branch Wizard, 6" Electric Pruner, Powerful 5.6A Motor, 6" Bar Length, 12' Vertical Reach, Fixed Length Fiberglass Pole, Limb Gripping Teeth for Removal of Branches, In-Line, Lightweight Powerhead For User Comfort, Trigger Lock-Out Prevents Accidental Starting, 1 Year Warranty.

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Saturday, November 26, 2011

Black & Decker LP1000 Alligator Lopper 4.5 amp Electric Chain Saw

!±8±Black & Decker LP1000 Alligator Lopper 4.5 amp Electric Chain Saw

Brand : Black & Decker
Rate :
Price : $65.96
Post Date : Nov 26, 2011 08:25:12
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The Alligator Lopper's wide 4-inch jaw capacity easily chews through small trunks and logs.


Because the Alligator Lopper cuts side-to-side instead of up and down, the chain won't bury itself in the ground when the cut is completed -- saving wear and tear on the cutting surface.


The Alligator Lopper's controlled, smooth cutting action makes clean-up from storms or simple pruning easy, safe, and fast.
Black & Decker's Power Saws -- Driven by Quality
Black & Decker offers both cordless and electric chain saws, including the Alligator Lopper electric chain saw and 18-volt cordless chain saws. Chain saws feature powerful motors for fast cutting and a sturdy, lightweight design that makes them exceptionally easy to use.

The Alligator Lopper Makes Cutting a Breeze
Take a big bite out of fallen trees, tree limbs and brush with the Alligator Lopper -- a revolutionary cutting tool that provides chainsaw-like cutting performance in an un-intimidating tool. With its scissor-like action, the Alligator Lopper’s rugged metal jaws clamp onto logs, thick branches, tree limbs, and vines -- and then saw right through them. Once limbs and branches are on the ground, the Alligator Lopper is perfect for chopping them up into manageable pieces to throw away or chuck into your fireplace.

This amazing saw boasts a rugged 4.5 amp motor for fast, powerful chomping through wood -- plus a heavy-duty cutting bar and chain to really chew through dense branches and logs. This model also features auto chain tensioning to keep the tool in top cutting form. Just loosen the bar retainer bolts with the included wrench and the bar automatically takes out the slack and adjusts the chain’s tension perfectly.

The Alligator Lopper’s jaws offer the ultimate in controlled cutting. The rugged metal guards that cover the jaws protect you from the cutting chain, and they immediately snap back over the blades once the cut is complete. The Alligator Lopper’s jaws also mean that there's no skipping around at the start of a cut. Unlike traditional chainsaws, the lopper cuts side-to-side instead of from top to bottom. This sideways cutting action prevents the cutting chain from burying itself in the dirt as the chain completes its cut.

The Alligator Lopper also makes it much faster and easier to cut logs, because you'll never need to prop them up on saw horses or on other any other brace. Just grab the logs in the Alligator Lopper’s jaws and cut right through them.

Key Technical Specs:

  • Power: 4.5 amps
  • Bar length: 6 inches
  • Jaw capacity: 4 inches

Applications
The Alligator Lopper is ideal for tree pruning, clearing brush, storm clean-up, cutting firewood and more, and it’s a great alternative to chainsaws, manual loppers, handsaws and clippers.

Warranty
This power yard product from Black & Decker is covered by the manufacturer for two years from the date of purchase. This warranty does not cover damage resulting from negligent handling, misuse or lack of reasonable maintenance and care. (Proof of purchase may be required).

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Black & Decker is a global marketer and manufacturer of quality products used in and around the home, and it also serves as a major supplier of information systems and services to government and commercial clients worldwide. With products marketed in over 100 countries, Black & Decker holds leading market shares in a variety of industries, and it frequently adds new product lines to its family of power tools, cleaning tools, outdoor power equipment, laser products and more.

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Monday, November 7, 2011

How Old is the Earth Really?

!±8± How Old is the Earth Really?

From time to time I like to make it very clear that nothing I ever say is original. None of us are clever enough for that. Solomon was right when he said that "there is nothing new under the sun". Whatever I say has probably been said before and in many instances more eloquently and with greater conviction.

However, wherever I can, I give acknowledgment for the thoughts of others. On many occasions, though, I simply can't remember where I heard or read things and then only hope that after I've researched the thoughts and expanded on them (as is my custom), that someone (who knows nothing about or has no regard for the wisdom of Solomon) will come after me with guns blazing and suddenly claim originality for something I dare to say. You see, when I first took an interest in these things, I never dreamed I would ever be sharing them with others, let alone writing about them and speaking about them either. For many years I gathered material on the subject of 'Creation as opposed to Evolution and Chance' for my own personal information. From time to time I then worked on and added to those notes, to such an extent that I can't always remember where some of the thoughts and ideas came from because they've often changed beyond recognition. Not the essence, but the words, because I like to put thoughts in words that I can personally understand and relate to immediately. That in turn makes it easy for one of average intelligence to also understand.

Although I believe that anyone should feel flattered if someone uses their words (I know I am), I'm aware of the fact that some do insist on originality and feel highly indignant if anyone says what they've said before them. Perhaps they should read the poem "these wonderful creatures" on this very website (which just happens to be so un-original in that God gave me the ability to put verse together and literally thousands of others have schooled me in the English language). Anyone is therefore welcome to say whatever they find useful in any of my articles or books. I know instinctively that Solomon was right about that "under the sun" thing, and as for me, I will try to stay humble enough to remember it.

Why is the age of the earth important? Because if we can make a clear case for a very young earth, not more than about 6000 years (which we can, and do), then evolution stands on its head because it is based on everything "happening" and by "very beneficial mistakes" and also "very, very slowly," over "billions" of years. And all by the most astonishing and miraculous and dumbfounding "chance," I must add too.

How old is the earth? That is a very interesting question. Bishop Usher did some laborious academic spadework on the subject and the consensus of opinion among those of his school is that according to the records that can be traced back in the Original Manuscripts from which our Bibles were compiled, the earth came into being about 4000 years before Christ. From my own simple calculations and reasoning as I read the same information in my Bible, I concur basically with his findings. In this year of our Lord, namely, 2008, the earth is a little over 6000 years old.

But what do others say? I simply have to point out that bigotry is very much alive and extremely healthy on planet earth today, and despite all irrefutable "proof" of the total lunacy of the evolution hypothesis, Creationism is given virtually no airtime or script on major media stations and publications. In schools today children are told that the earth is "billions" of years old, and in many countries, teachers are instructed - yes, instructed to "stress that the earth is thought to be at least 4,5 billions of years old." (Holt General Science Teacher's Edition, 1985, p.381). These kids are then coming home from school and are "educating" their "uninformed" parents about the merits of believing in "science" rather than all that "outdated" and "archaic" and draconian "religious stuff" found in the Bible. They, of course, still don't have a clue about the "circular reasoning" of evolutionists. You see, those believing in evolution tell the children categorically that fossils can be dated by the strata they are found in. But guess what? The very same so-called "scientific" people then tell the children that the strata in turn are dated by the fossils that are found in them! I can show you dozens of examples of this weird and illogical and totally dishonest "circular reasoning" of theirs. But you see, they feel so secure in the fact that they can hide behind school "science" text books wherein they masquerade as "scientists," that they make these monumental blunders with impunity in their unbelievable arrogance. They think, of course, that all people are stupid enough to believe them. News flash: Not all of us are that stupid! And sadly, most parents don't have the knowledge to counter the evil reasoning their children are coming home with. Consequently, because knowledge is strength, in that people respect those that have it, the children unfortunately loose all respect for their "backward" parents when these have no answers for their children's cleverly "mentored" questions.

Evolutionists have been industriously brainwashing the naïve and unschooled into believing their lies, and to such an extent, that a large percentage of humanity today believes that so-called "science" has it right and "religion" needs to be relegated to the file marked "obsolete." Little do they know that there is nothing remotely scientific about evolution at all! It's all a pack of fabrications, assumptions, notions, guesses and in most cases, pure obscurantism that refuses to look at the abundant proof of its lunacy. The fact of the matter is that it is nothing short of a pack of deliberate lies!! Now no one is going to argue that the Church has been out-maneuvered in this age we're living in. The lazy and indifferent Church leaders have not kept abreast of what the world is telling their people and in many instances have not bothered to find out if and why they are wrong. They've become complacent indeed and have neglected to do their homework. The result is that the "lie" is rampant among unbelievers and believers alike, and in the latter case, the gullible sheep have swallowed it hook line and sinker. Stressed "pastors" and "reverends" and "priests" and "bishops" and all the other religious titled and ranked gurus are now wondering why there is rank skepticism and disillusionment and cynicism staring back at them from their pews.

Okay then, for the second time: How old is the earth?
1. The not-so-popping seams of the Earth's Population

Let's firstly appeal to common logic for a moment. Today there are almost 8 billion people on this earth. According to the census published on June 24th 1999 there were 6 billion. In 1985 there were 5 billion. In 1810 there were 1 billion and in the time of Jesus, there were roughly ¼ billion. Quite a sharp curve in a mere 2000 years! You say, "so what?" Here's "what": Has anyone perhaps noticed that the earth is not terribly overcrowded right now? Is it popping at the seams? No. But very strange things come to light when you do a little math. Dr Hovind says that even after taking into account all the local wars and all the world wars and all the diseases and plagues in living memory and every other event and disaster that decimated entire populations, civilizations and nations; if the world was over 20 billion years old (as the evolutionists claim), and if man has been around for the past 3 billion years (as they claim too), then this old world would have been pretty crowded right now. Something like "150,000 people per square inch" he says! I'd like to point out that if that were the case (the 3 billion year thing) then one would scarcely be able to dig in the garden without finding some human bones. How many have you found? How many have your neighbors and friends and relatives and acquaintances found? I rest my case. This earth is not THAT old...

2. Those "fickle" Annual Ice Rings

The phenomenon of "annual rings" in packed ice has traditionally been one of the aces that evolutionists play when they supposedly "prove" that the earth is at least (as they say) 135,000 years old and not a mere 6,000 odd as Christians believe. You see, they say that those alternating darker and lighter coloured rings that are found where they've drilled very deep holes in the ice in Greenland and the South Pole are formed once each year. Very impressive and almost convincing (to the uninformed) if one knows nothing about the packing of annual ice. Not so impressive though if one reads the newspapers regularly and studies history occasionally. You see, these obstinate and dishonest evolutionists refuse to refer to and acknowledge certain "little problems" they are faced with when they have to be entirely honest (not that they ever can be, but remember, we're speaking hypothetically here). You ask, like what? I'll tell you 'like what': They most certainly won't tell you about the "Lost Squadron" for instance...

During the Second World War, some allied airplanes landed in Greenland because they did not have enough gas to get them home. When they were unable get them refueled, they simply left them there and the war raged on without them. In 1990, though, some bright spark suggested that they go back and fetch them. All and sundry agreed. However, the same "all and sundry" believed that all they had to do was to simply brush some snow off the wings, fuel them up, prime a little here and there, pump up or replace a tire or two and then quickly fly them home again. What an over-simplification of a not-so-simple affair! So what happened? Patience and I'll tell you: When they got there, they had disappeared. The whole squadron! Because they knew that no one could have taken them all, they assumed that they must be right there under the ice. They got sophisticated ground penetrating radar and discovered to their horror that they were not simply right there under the ice at all, but that after the mere 48 years, they were in fact right there alright, but 263 feet under the ice! Would our clever evolutionists now please take out their most sophisticated calculators and divide the 263 feet by the 48 years. They'll get 5,5 feet per year, not so? Okay, okay, 5,479166666 feet per year if they insist on splitting hairs. Now the deepest hole ever drilled on earth was just over 10,000 feet (this is told to us by the evolutionists themselves when they try to sell us that "earth is at least 135,000 years old" fairy tale of theirs). Now those overkill calculators again: Please divide10, 000 feet by your 5,479166666 and what do you get? Right, you get 1825 (rounded off to the nearest foot). So their 10,000 foot hole would be telling us (if we lowered ourselves to use that ridiculous "proof" of theirs) that the earth is 1825 years old and not 135,000 years, like they say! You see, they sucked their so-called information (that suddenly transformed into their irrefutable "proof") out of their thumbs again. So what's new? (besides all the garbage they dish up to brainwash our kids with). So we see that they're again talking tripe! (and again; what's new?)

But that's not all. The men that dug that hole down to the airplanes were questioned and asked how many annual rings they saw down there. "Many hundreds" they said and proceeded to show photographs of the rings. But then one of them said something that made all the lights come on at once. He said (contrary to all evolutionary so-called "science" and accepted norms) that those are not in fact "annual" rings at all. Being in the business for a lifetime already, he obviously knew far more about the packing of ice than the "know all" evolutionists think they know. He was aware of what the generally "accepted" scenario was all about - that faulty scenario the evolutionists use so cleverly to try and "prove" their lies about what they glibly call "annual" ice rings. If anyone was inclined to sit out there in the cold and observe, they'd see that when the ice melts in summer, one has a layer of water which then freezes as clear ice. In the winter (if that die-hard "anyone" was still sitting there) he'd notice that the snow packs, and because it does not get a chance to melt, it turns into white coloured ice. This forms the dark-light, dark-light rings they then wrongfully call "annual" rings.

But wait: He then shattered the evolutionist's "trump card" lie in one fell swoop and without much ado by telling that these are not "annual" rings at all, but they are "temperature" rings! And to crown it all, you can have ten of them in one day if the temperature fluctuates dramatically! And that's what must have happened to the Lost Squadron. But listen; judging by the "rings" alone, the evolutionists, if they could ever be consistent (which they can't, by the way) would have to tell everyone in general, and our gullible kids in particular, that those aircraft had been down there for many hundreds of years. They will of course, true to nature and contrary to all proof and logic and everything else we could throw at them, stick to their guns and insist that they are right (like always). All obscurantists are that pig-headed, didn't you know? And that includes ALL evolutionists. And know what? The kids at school would believe them and not us! They always do, haven't you noticed? Why? Because they're the "scientists," remember. But sadly for them, according to records and documented facts, everyone knew that those airplanes had only been down there for the 48 years! You see, many of those planes only came off the assembly lines less than ten years before the end of the war, so how could they have been down there for many hundreds of years? Were there even airplanes "many hundreds of years" before the war? I know this probably sounds ridiculous, but we're simply playing the game after their own rules for a change to show their flaws and dishonesty. Check-mate and so much for their flimsy "proof" of so-called "annual" rings!

Want to know some really sad news? Scientific America is still calling them "annual" rings!

3. Those "naughty" Not-so-old Stalactites and Stalagmites

Let's look at another so-called "proof" they use for their hypothesis that the earth is "billions" of years old. They point all who would listen to the age of stalactites and stalagmites.

Now Stalactites are the beautiful limestone and water formations that grow down from the ceiling of damp or moist caves, and the stalagmites are those that grow upward from the floor.

When visitors enter these ancient caves, the guides normally tell everyone, "Please don't touch any of these stalactites or stalagmites. It takes more than 1000 years for them to grow one single inch. They're absolutely irreplaceable, since they took millions of years to form. "

Quite frankly, that is not true. They do grow very slowly, yes, but not that slow! How do I know that? Listen and you will personally be able to unravel another evolutionist lie:

The Lincoln Memorial was built in 1922. We all know that. Not so many years ago by any standard. But guess what? There are already 60 inch stalactites under it right now! Go look for yourself and you'd better be quick before they deceitfully have them removed. I'll give you one hundred to one that no evolution article or book has ever mentioned that! Did I say "If they are honest" a moment ago? Must have been a slip. They are never honest!

A lead mine was closed down in Mt. Isa, Australia a number of decades ago. Guess what they found when they re-opened it just 55 years later? Believe it or not, but they found stalactites down in level 5 that are already five times as tall as the average man! Now we have to ask; were these stalactites on steroids? Or did these "naughty" stalactites somehow "forget" to grow as slowly as the evolutionists prescribe they should grow? I don't think so. In fact I'll go as far as giving you my word and also laying my head on a block that they don't ever "forget" anything!

In 1903 a man in Wyoming jammed a pipe into a spring in his backyard. Today the Flowstone that formed on it is almost as big as his house and has become somewhat of an attraction. Same principle as stalactites and stalagmites, you see. Millions of years old, my eye! Another lie by those who are of their father, who himself is the father of lies! Another "proof" hits the dust and I sincerely hope some kids get to hear and read these things one day.
4. Our "Shrinking" Sun

Very few people know that our sun is shrinking. Since 1836, direct visual measurements have been made and there is substantiated evidence that our sun is shrinking at the rate of 1% per century. I think everyone can understand that something that is being consumed by fire is constantly being reduced. That 1% per century translates to 5 feet per hour, believe it or not! And this again means that if one works backwards, then a mere 50,000 years ago our sun would have been so big, and consequently so much hotter than it is today, that our oceans would have been boiling, day and night. One wonders how the people who were "supposedly" here, according to "you-know-who" lived through that! But the very same "you-know-who's" insist that the earth is 4,6 billion years old. Oh really? Perhaps we should point out to said "you-know-who" & Co. that all the land together with all the water on dear old planet earth would then have been one perpetual boiling cauldron all those "supposed" years ago. So much then for those (fire-proof) dinosaurs of theirs that lived all those millions of years ago. Sadly, the so-called "proofs" they use normally go unchallenged because they're hardly ever questioned when they appear in "scientific" journals and school "science" text books. The fact of the matter is that they are not even worth the paper they're written on because in many cases basic logic can tear holes through them. But what boggles the mind is how so-called "scientific" folk tolerate this blatant dishonesty. Beats me too...

5. The Very Present Existence of Comets

The number and the size of comets are declining. No one disputes this. But what are comets? They're primarily chunks of rocky substance that are held together by frozen gases and ice. Like all the planets in our solar system, these comets are also in orbit around our sun. Now each time they pass close to the sun, gas explodes inside the comets and some of the ice starts melting. In the process, some of the particles break free and these are then the spectacular streams in the wake of the comet that can be seen in the night sky. It is very easy to measure the size of these comets and it is general knowledge that they are all diminishing in size as they are eroding away. Subsequently, many that have already disintegrated and that were witnessed by man on this earth, are only found today in history and science books. Now the point: If (notice the word is "if") the universe is 4,6 billion years old (as some ambitious people try to tell our kids), two things: Firstly, How come there are still comets up there today? Surely they should have burned out literally "billions" of years ago. And secondly, working backwards once again; 4,6 billion years ago, these comets would have been so big that our sun would have been orbiting them! Absurd you say? I agree...

Creation Research Society Quarterly, December, 1973, p.174 says, "The destruction and the loss of comets puts a definite upper limit on the age of the solar system. Instead of 4,5 billion years, it appears at the most to be only a few to several thousand years old."

6. That Loony Myth about Lunar Dust

Before they sent men to the moon, NASA was concerned about one of the so-called "proofs" the evolutionists use for their "4,6 billion year old universe." These evolutionists believed (and of course insisted on informing our scholars and students) that the dust on the moon was "several miles" deep because of the erosion of the moon surface "over billions of years" due to the ultra-violet light and X-rays from the sun. They said that this dust had been accumulating at a rate of 2 to 5 thousandth of an inch per year. According to them, there were now dangerous drifts of soft dust accumulated everywhere on the moon's surface.

Isaac Asimov believed that the dust could be "dozens of feet deep" and in places "50 feet deep or more." The following words frightened the men at NASA when he said, "I get a picture, therefore, of the first space ship, picking out a nice level place for landing purposes, coming slowly downward tail-first and sinking majestically out of sight" (Asimov's own essay - 1958).

In the Monthly Notice of the Royal Astronomical Society of London, V115, pp 585-644, Lyttleton (an evolutionist) speaks about the X-rays and UV light striking the exposed moon rocks. He believed that they "could during the age of the moon (which he obviously believed to be 'millions' of years old) be sufficient to form a layer over it several miles deep."

Oh really? Well, let's see what they found on Apollo's first moon landing: Surprise of all surprises; there was only one half inch of dust on average on the moon's surface! Now listen carefully: They in fact left stainless steel plates there and on their return they measured the amount of dust that had collected on them. NASSA's calculations showed that at the rate they found, they would collect only 2,7 inches of dust per million years! Unfortunately, and sadly (and of course to the total embarrassment of our evolution friends) that works out to be 1033 feet of dust in 4,6 billion years and not the one half inch they actually found! And more importantly (and of course to be noted with smug satisfaction) this data points to the fact that the age of the moon cannot be more than 4000 to 6000 years at most! And pssst: according to the Genesis record (which is in your Bible too) the moon is only three days younger than the earth.

7. Our Departing Moon

The moon is slowly moving away from the earth. Did you know that? I really don't think it's leaving because anyone has offended it, but rather that there are scientific reasons for this phenomenon. They've calculated that the rate of departure is a few inches per year. Now we all know that the moon causes the tides, not so? Well, if you didn't know it, you know it now. What on earth were you doing in the class when they were handling the subject? So, what does that tell us? A thing called common logic tells us that if the moon were closer, then the tides would be higher. Obviously. But how high could they go? According the "Inverse Square Law" if you halve the distance, you quadruple the attraction. "So, 4,6 billion years ago," Dr. Kent Hovind says, "...the tides would have been so high that everything and everybody on earth would have drowned twice a day. And..." he adds, "...one can only drown comfortably once a day."

Besides, if the moon were so much closer so long ago, then it would have fallen into the earth's atmosphere, and I personally believe that our perfect global earth would then have been stuck with one terribly unwelcome and unsightly pimple to contend with.

Billions of years old? Hardly!

8. Old Mother Earth is Slowing Down

The phenomenon of the slowing of the earth's spin around its own axis was discovered already by 1992. The Astronomy Magazine of that year, p. 24, says "Earth's rotation is slowing down." The subsequent calculations showed 1/1,000th of a second per day. That means that we have a "leap second" every 1 ½ years. At this rate, IF the world was 4,6 billion years old (as some not-so-clever people try to convince us), then simple calculations tell us that it should already have stopped turning on its axis long ago. On the other hand, if we work backwards, then all those billions of years ago, this earth, in its "supposed" prime, would have been one heck of a spinning dude. In fact, it would have taken on the shape of a pancake at that speed at that time and the winds would have been over 5000 miles per hour from the correolis effect alone and the centrifugal force would have been unimaginable. Dr. Hovind says (with tongue in cheek, of course) that because of this (supposed) astronomical speed of the spinning earth, the dinosaurs were probably flung into space 200 million years ago and that's why there are none here today. We must note, that whichever way one wants to look at these two scenarios (either backward or forward) our earth just cannot be more than a few thousand years old. However, evolutionists just won't see it that way and will not accept the logic either. Proof that goes against their hypothesis is always ignored. Believe that if you don't believe anything else I say.

Hope that has helped some to bring a little perspective again.


How Old is the Earth Really?

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Wednesday, October 19, 2011

Maxtra Trimmer 30cc 2-stroke Gas Pole Saw Chainsaws Chain Saw/Pruner

!±8±Maxtra Trimmer 30cc 2-stroke Gas Pole Saw Chainsaws Chain Saw/Pruner

Brand : Maxtra
Rate :
Price : $186.99
Post Date : Oct 19, 2011 11:20:08
Usually ships in 1-2 business days



Powered by the engine (30cc 2-stroke, Power 950w), this powerful Maxtra long reach 10'' chainsaw (Pruner) lets you easily reach tall tree branches without a ladder.
The saw is equipped with a Safe-T-Tip that prevents rotational kickback and an inertia activated chain break.
It comes with an Anti-Vibration system that helps reduce operator fatigue. Other features include: Effortless Pull Starting System, chain tensioner, adjustable chain oiler and heavy duty filter system to ensure long engine life and extended maintenance intervals. Manufacturer's 1 year limited warranty.
Perfect for:This 30cc, 950w pole pruner is perfect for cutting, trimming and pruning tall tree branches without a ladder.

Specifications

Dry weight (without Chain/Bar): 13 lb
N.W.: 16.3 lb
Gross Weight: 20.5 lb
Package Dimension:46.5 x 11.8 x 10.3 inch
Package: 1 Carton

Technical Data

Anti-vibration:Yes
Certificate: EPA
Cutting length: 10inch (300mm)
Bore x Stroke : 1.38 x 1.34inch
Chain Guide Bar: 10", 3/8" pitch, 043"gauge
Engine type: 2 cycle, air cooled
Engine displacement: 30cc
Max engine power: 950w
Ignition: Flywheel magneto CDI system
Starting: Recoil starter
Spark plug: TORCH BM6A
Stopping method: Slide Switch
Max engine speed: 9000 r/min
Idling engine speed: 3000 r/min
Fuel tank capacity: 500ml
Fuel type: Unleaded 93+RON
Fuel mix: 40 (fuel) : 1 (two-stroke oil)
Sound level: Pressure: 91 dB(A), Power : 106 dB(A)

Contents

One pole pruner x1
A spark plug wrench x1
4mm Allen wrench x1
8mm x 10mm spanner x1
Strap x1
Chain cover x1
Philips screwdriver x1

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Wednesday, October 12, 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

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