1996 polaris sportsman 400 parts
Airbus wikipedia part one
2023.06.04 10:01 Connect_Trouble_164 Airbus wikipedia part one
The Airbus A300 is a wide-body airliner developed and manufactured by Airbus. In September 1967, aircraft manufacturers in the United Kingdom, France, and West Germany signed a memorandum of understanding to develop a large airliner. West Germany and France reached an agreement on 29 May 1969 after the British withdrew from the project on 10 April 1969. European collaborative aerospace manufacturer Airbus Industrie was formally created on 18 December 1970 to develop and produce it. The prototype first flew on 28 October 1972.
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi). Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck. The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year. The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version. Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992). It is also the basis for the oversize Beluga transport (1994).
Launch customer Air France introduced the type on 23 May 1974. After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders. It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range. During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds. Production ceased in July 2007 after 561 deliveries. As of March 2023, there were 228 A300 family aircraft in commercial service.
Origins:
During the 1960s, European aircraft manufacturers such as Hawker Siddeley and the British Aircraft Corporation, based in the UK, and Sud Aviation of France, had ambitions to build a new 200-seat airliner for the growing civil aviation market. While studies were performed and considered, such as a stretched twin-engine variant of the Hawker Siddeley Trident and an expanded development of the British Aircraft Corporation (BAC) One-Eleven, designated the BAC Two-Eleven, it was recognized that if each of the European manufacturers were to launch similar aircraft into the market at the same time, neither would achieve sales volume needed to make them viable.[2] In 1965, a British government study, known as the Plowden Report, had found British aircraft production costs to be between 10% and 20% higher than American counterparts due to shorter production runs, which was in part due to the fractured European market. To overcome this factor, the report recommended the pursuit of multinational collaborative projects between the region's leading aircraft manufacturers.[3]: 49 [4][5]: 2–13
European manufacturers were keen to explore prospective programs; the proposed 260-seat wide-body HBN 100 between Hawker Siddeley, Nord Aviation, and Breguet Aviation being one such example.[2][6]: 37–38 National governments were also keen to support such efforts amid a belief that American manufacturers could dominate the European Economic Community;[7] in particular, Germany had ambitions for a multinational airliner project to invigorate its aircraft industry, which had declined considerably following the Second World War.[3]: 49–50 During the mid-1960s, both Air France and American Airlines had expressed interest in a short-haul twin-engine wide-body aircraft, indicating a market demand for such an aircraft to be produced.[3][8] In July 1967, during a high-profile meeting between French, German, and British ministers, an agreement was made for greater cooperation between European nations in the field of aviation technology, and "for the joint development and production of an airbus".[2][9]: 34 The word airbus at this point was a generic aviation term for a larger commercial aircraft, and was considered acceptable in multiple languages, including French.[9]: 34
Shortly after the July 1967 meeting, French engineer Roger Béteille was appointed as the technical director of what would become the A300 program, while Henri Ziegler, chief operating office of Sud Aviation, was appointed as the general manager of the organization and German politician Franz Josef Strauss became the chairman of the supervisory board.[2] Béteille drew up an initial work share plan for the project, under which French firms would produce the aircraft's cockpit, the control systems, and lower-center portion of the fuselage, Hawker Siddeley would manufacture the wings, while German companies would produce the forward, rear and upper part of the center fuselage sections. Addition work included moving elements of the wings being produced in the Netherlands, and Spain producing the horizontal tail plane.[2][6]: 38
An early design goal for the A300 that Béteille had stressed the importance of was the incorporation of a high level of technology, which would serve as a decisive advantage over prospective competitors. As such, the A300 would feature the first use of composite materials of any passenger aircraft, the leading and trailing edges of the tail fin being composed of glass fibre reinforced plastic.[5]: 2–16 [10] Béteille opted for English as the working language for the developing aircraft, as well against using Metric instrumentation and measurements, as most airlines already had US-built aircraft.[10] These decisions were partially influenced by feedback from various airlines, such as Air France and Lufthansa, as an emphasis had been placed on determining the specifics of what kind of aircraft that potential operators were seeking. According to Airbus, this cultural approach to market research had been crucial to the company's long-term success.[10]
Workshare and redefinition:
On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to start development of the 300-seat Airbus A300.[6]: 38 [11]: 43 [12]: 57 At this point, the A300 was only the second major joint aircraft programme in Europe, the first being the Anglo-French Concorde.[9] Under the terms of the memorandum, Britain and France were each to receive a 37.5 per cent work share on the project, while Germany received a 25 per cent share. Sud Aviation was recognized as the lead company for A300, with Hawker Siddeley being selected as the British partner company.[2] At the time, the news of the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back BAC's proposed competitor, the BAC 2–11, despite a preference for the latter expressed by British European Airways (BEA).[9]: 34 Another parameter was the requirement for a new engine to be developed by Rolls-Royce to power the proposed airliner; a derivative of the in-development Rolls-Royce RB211, the triple-spool RB207, capable of producing of 47,500 lbf (211 kN).[13] The program cost was US$4.6 billion (in 1993 Dollars).[14]
In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. It had been feared that the original 300-seat proposal was too large for the market, thus it had been scaled down to produce the A250.[5]: 2–14 [8][15] The dimensional changes involved in the shrink reduced the length of the fuselage by 5.62 metres (18.4 ft) and the diameter by 0.8 metres (31 in), reducing the overall weight by 25 tonnes (55,000 lb).[10][16]: 16 For increased flexibility, the cabin floor was raised so that standard LD3 freight containers could be accommodated side-by-side, allowing more cargo to be carried. Refinements made by Hawker Siddeley to the wing's design provided for greater lift and overall performance; this gave the aircraft the ability to climb faster and attain a level cruising altitude sooner than any other passenger aircraft.[10] It was later renamed the A300B.[9]: 34 [15]
Perhaps the most significant change of the A300B was that it would not require new engines to be developed, being of a suitable size to be powered by Rolls-Royce's RB211, or alternatively the American Pratt & Whitney JT9D and General Electric CF6 powerplants; this switch was recognized as considerably reducing the project's development costs.[11]: 45 [15][16]: 16–17 To attract potential customers in the US market, it was decided that General Electric CF6-50 engines would power the A300 in place of the British RB207; these engines would be produced in co-operation with French firm Snecma.[8][10] By this time, Rolls-Royce had been concentrating their efforts upon developing their RB211 turbofan engine instead and progress on the RB207's development had been slow for some time, the firm having suffered due to funding limitations, both of which had been factors in the engine switch decision.[5]: 2–13 [15][16]: 17–18
On 10 April 1969, a few months after the decision to drop the RB207 had been announced, the British government announced that they would withdraw from the Airbus venture.[6]: 38–39 [15] In response, West Germany proposed to France that they would be willing to contribute up to 50% of the project's costs if France was prepared to do the same.[15] Additionally, the managing director of Hawker Siddeley, Sir Arnold Alexander Hall, decided that his company would remain in the project as a favoured sub-contractor, developing and manufacturing the wings for the A300, which would later become pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[5]: 2–13 [9]: 34 [16]: 18 Hawker Siddeley spent £35 million of its own funds, along with a further £35 million loan from the West German government, on the machine tooling to design and produce the wings.[6]: 39 [15]
Programme launch:
On 29 May 1969, during the Paris Air Show, French transport minister Jean Chamant and German economics minister Karl Schiller signed an agreement officially launching the Airbus A300, the world's first twin-engine widebody airliner.[2] The intention of the project was to produce an aircraft that was smaller, lighter, and more economical than its three-engine American rivals, the McDonnell Douglas DC-10 and the Lockheed L-1011 TriStar.[10] In order to meet Air France's demands for an aircraft larger than 250-seat A300B, it was decided to stretch the fuselage to create a new variant, designated as the A300B2, which would be offered alongside the original 250-seat A300B, henceforth referred to as the A300B1. On 3 September 1970, Air France signed a letter of intent for six A300s, marking the first order to be won for the new airliner.[6]: 39 [10][16]: 21
In the aftermath of the Paris Air Show agreement, it was decided that, in order to provide effective management of responsibilities, a Groupement d'intérêt économique would be established, allowing the various partners to work together on the project while remaining separate business entities.[2] On 18 December 1970, Airbus Industrie was formally established following an agreement between Aérospatiale (the newly merged Sud Aviation and Nord Aviation) of France and the antecedents to Deutsche Aerospace of Germany, each receiving a 50 per cent stake in the newly formed company.[3]: 50 [6]: 39 [10] In 1971, the consortium was joined by a third full partner, the Spanish firm CASA, who received a 4.2 per cent stake, the other two members reducing their stakes to 47.9 per cent each.[10][16]: 20 In 1979, Britain joined the Airbus consortium via British Aerospace, which Hawker Siddeley had merged into, which acquired a 20 per cent stake in Airbus Industrie with France and Germany each reducing their stakes to 37.9 per cent.[3]: 53 [5]: 2–14 [6]: 39
Prototype and flight testing:
Airbus Industrie was initially headquartered in Paris, which is where design, development, flight testing, sales, marketing, and customer support activities were centered; the headquarters was relocated to Toulouse in January 1974.[8][10] The final assembly line for the A300 was located adjacent to Toulouse Blagnac International Airport. The manufacturing process necessitated transporting each aircraft section being produced by the partner companies scattered across Europe to this one location. The combined use of ferries and roads were used for the assembly of the first A300, however this was time-consuming and not viewed as ideal by Felix Kracht, Airbus Industrie's production director.[10] Kracht's solution was to have the various A300 sections brought to Toulouse by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft, by which means none of the manufacturing sites were more than two hours away. Having the sections airlifted in this manner made the A300 the first airliner to use just-in-time manufacturing techniques, and allowed each company to manufacture its sections as fully equipped, ready-to-fly assemblies.[3]: 53 [10]
In September 1969, construction of the first prototype A300 began.[16]: 20 On 28 September 1972, this first prototype was unveiled to the public, it conducted its maiden flight from Toulouse–Blagnac International Airport on 28 October that year.[6]: 39 [9]: 34 [11]: 51–52 This maiden flight, which was performed a month ahead of schedule, lasted for one hour and 25 minutes; the captain was Max Fischl and the first officer was Bernard Ziegler, son of Henri Ziegler.[10] In 1972, unit cost was US$17.5M.[17] On 5 February 1973, the second prototype performed its maiden flight.[6]: 39 The flight test program, which involved a total of four aircraft, was relatively problem-free, accumulating 1,580 flight hours throughout.[16]: 22 In September 1973, as part of promotional efforts for the A300, the new aircraft was taken on a six-week tour around North America and South America, to demonstrate it to airline executives, pilots, and would-be customers.[10] Amongst the consequences of this expedition, it had allegedly brought the A300 to the attention of Frank Borman of Eastern Airlines, one of the "big four" U.S. airlines.[18]
Entry into service:
On 15 March 1974, type certificates were granted for the A300 from both German and French authorities, clearing the way for its entry into revenue service.[18] On 23 May 1974, Federal Aviation Administration (FAA) certification was received.[16]: 22 The first production model, the A300B2, entered service in 1974, followed by the A300B4 one year later.[8] Initially, the success of the consortium was poor, in part due to the economic consequences of the 1973 oil crisis,[6]: 40 [8][9]: 34 but by 1979 there were 81 A300 passenger liners in service with 14 airlines, alongside 133 firm orders and 88 options.[18] Ten years after the official launch of the A300, the company had achieved a 26 per cent market share in terms of dollar value, enabling Airbus Industries to proceed with the development of its second aircraft, the Airbus A310.[18]
Design:
The Airbus A300 is a wide-body medium-to-long range airliner; it has the distinction of being the first twin-engine wide-body aircraft in the world.[8][9]: 34 [12]: 57, 60 [19] In 1977, the A300 became the first Extended Range Twin Operations (ETOPS)-compliant aircraft, due to its high performance and safety standards.[6]: 40 Another world-first of the A300 is the use of composite materials on a commercial aircraft, which were used on both secondary and later primary airframe structures, decreasing overall weight and improving cost-effectiveness.[19] Other firsts included the pioneering use of center-of-gravity control, achieved by transferring fuel between various locations across the aircraft, and electrically signaled secondary flight controls.[20]
The A300 is powered by a pair of underwing turbofan engines, either General Electric CF6 or Pratt & Whitney JT9D engines; the sole use of underwing engine pods allowed for any suitable turbofan engine to be more readily used.[12]: 57 The lack of a third tail-mounted engine, as per the trijet configuration used by some competing airliners, allowed for the wings to be located further forwards and to reduce the size of the vertical stabilizer and elevator, which had the effect of increasing the aircraft's flight performance and fuel efficiency.[3]: 50 [16]: 21
Airbus partners had employed the latest technology, some of which having been derived from Concorde, on the A300. According to Airbus, new technologies adopted for the airliner were selected principally for increased safety, operational capability, and profitability.[19] Upon entry into service in 1974, the A300 was a very advanced plane, which went on to influence later airliner designs. The technological highlights include advanced wings by de Havilland (later BAE Systems) with supercritical airfoil sections for economical performance and advanced aerodynamically efficient flight control surfaces. The 5.64 m (222 in) diameter circular fuselage section allows an eight-abreast passenger seating and is wide enough for 2 LD3 cargo containers side by side. Structures are made from metal billets, reducing weight. It is the first airliner to be fitted with wind shear protection. Its advanced autopilots are capable of flying the aircraft from climb-out to landing, and it has an electrically controlled braking system.
Later A300s incorporated other advanced features such as the Forward-Facing Crew Cockpit (FFCC), which enabled a two-pilot flight crew to fly the aircraft alone without the need for a flight engineer, the functions of which were automated; this two-man cockpit concept was a world-first for a wide-body aircraft.[8][16]: 23–24 [20] Glass cockpit flight instrumentation, which used cathode ray tube (CRT) monitors to display flight, navigation, and warning information, along with fully digital dual autopilots and digital flight control computers for controlling the spoilers, flaps, and leading-edge slats, were also adopted upon later-built models.[19][21] Additional composites were also made use of, such as carbon-fiber-reinforced polymer (CFRP), as well as their presence in an increasing proportion of the aircraft's components, including the spoilers, rudder, air brakes, and landing gear doors.[22] Another feature of later aircraft was the addition of wingtip fences, which improved aerodynamic performance and thus reduced cruise fuel consumption by about 1.5% for the A300-600.[23]
In addition to passenger duties, the A300 became widely used by air freight operators; according to Airbus, it is the best selling freight aircraft of all time.[20] Various variants of the A300 were built to meet customer demands, often for diverse roles such as aerial refueling tankers, freighter models (new-build and conversions), combi aircraft, military airlifter, and VIP transport. Perhaps the most visually unique of the variants is the A300-600ST Beluga, an oversize cargo-carrying model operated by Airbus to carry aircraft sections between their manufacturing facilities.[20] The A300 was the basis for, and retained a high level of commonality with, the second airliner produced by Airbus, the smaller Airbus A310.[19]
Operational history:
On 23 May 1974, the first A300 to enter service performed the first commercial flight of the type, flying from Paris to London, for Air France.[6]: 39 [18]
Immediately after the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product – notably Air France and Lufthansa, the first two airlines to place orders for the type.[3]: 50–52 [18] Following the appointment of Bernard Lathière as Henri Ziegler's replacement, an aggressive sales approach was adopted. Indian Airlines was the world's first domestic airline to purchase the A300, ordering three aircraft with three options. However, between December 1975 and May 1977, there were no sales for the type. During this period a number of "whitetail" A300s – completed but unsold aircraft – were completed and stored at Toulouse, and production fell to half an aircraft per month amid calls to pause production completely.[18]
During the flight testing of the A300B2, Airbus held a series of talks with Korean Air on the topic of developing a longer-range version of the A300, which would become the A300B4. In September 1974, Korean Air placed an order for four A300B4s with options for two further aircraft; this sale was viewed as significant as it was the first non-European international airline to order Airbus aircraft. Airbus had viewed South-East Asia as a vital market that was ready to be opened up and believed Korean Air to be the 'key'.[8][16]: 23 [18]
Airlines operating the A300 on short haul routes were forced to reduce frequencies to try and fill the aircraft. As a result, they lost passengers to airlines operating more frequent narrow body flights. Eventually, Airbus had to build its own narrowbody aircraft (the A320) to compete with the Boeing 737 and McDonnell Douglas DC-9/MD-80. The savior of the A300 was the advent of ETOPS, a revised FAA rule which allows twin-engine jets to fly long-distance routes that were previously off-limits to them. This enabled Airbus to develop the aircraft as a medium/long range airliner.
In 1977, US carrier Eastern Air Lines leased four A300s as an in-service trial.[18] CEO Frank Borman was impressed that the A300 consumed 30% less fuel, even less than expected, than his fleet of L-1011s. Borman proceeded to order 23 A300s, becoming the first U.S. customer for the type. This order is often cited as the point at which Airbus came to be seen as a serious competitor to the large American aircraft-manufacturers Boeing and McDonnell Douglas.[6]: 40 [8][18] Aviation author John Bowen alleged that various concessions, such as loan guarantees from European governments and compensation payments, were a factor in the decision as well.[3]: 52 The Eastern Air Lines breakthrough was shortly followed by an order from Pan Am. From then on, the A300 family sold well, eventually reaching a total of 561 delivered aircraft.[1]
In December 1977, Aerocondor Colombia became the first Airbus operator in Latin America, leasing one Airbus A300B4-2C, named Ciudad de Barranquilla.
During the late 1970s, Airbus adopted a so-called 'Silk Road' strategy, targeting airlines in the Far East.[3]: 52 [18] As a result, The aircraft found particular favor with Asian airlines, being bought by Japan Air System, Korean Air, China Eastern Airlines, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across the Bay of Bengal and South China Sea.
In 1977, the A300B4 became the first ETOPS compliant aircraft,[24] qualifying for Extended Twin Engine Operations over water, providing operators with more versatility in routing. In 1982 Garuda Indonesia became the first airline to fly the A300B4-200FFCC.[25] By 1981, Airbus was growing rapidly, with over 400 aircraft sold to over forty airlines.[26]
In 1989, Chinese operator China Eastern Airlines received its first A300; by 2006, the airline operated around 18 A300s, making it the largest operator of both the A300 and the A310 at that time. On 31 May 2014, China Eastern officially retired the last A300-600 in its fleet, having begun drawing down the type in 2010.[27]
From 1997 to 2014, a single A300, designated A300 Zero-G, was operated by the European Space Agency (ESA), centre national d'études spatiales (CNES) and the German Aerospace Center (DLR) as a reduced-gravity aircraft for conducting research into microgravity; the A300 is the largest aircraft to ever have been used in this capacity. A typical flight would last for two and a half hours, enabling up to 30 parabolas to be performed per flight.[28][29]
By the 1990s, the A300 was being heavily promoted as a cargo freighter.[16]: 24 The largest freight operator of the A300 is FedEx Express, which has 65 A300 aircraft in service as of May 2022.[30] UPS Airlines also operates 52 freighter versions of the A300.[31]
The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters; large numbers were being converted during the late 1990s.[16]: 24–25 The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world's freighter fleet after the Boeing 747 freighter.[32]
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shortened (A310), or modified into derivatives (A300-600ST Beluga Super Transporter). In 2006, unit cost of an −600F was $105 million.[14] In March 2006, Airbus announced the impending closure of the A300/A310 final assembly line,[33] making them the first Airbus aircraft to be discontinued. The final production A300, an A300F freighter, performed its initial flight on 18 April 2007,[34] and was delivered to FedEx Express on 12 July 2007.[35] Airbus has announced a support package to keep A300s flying commercially. Airbus offers the A330-200F freighter as a replacement for the A300 cargo variants.[36]
The life of UPS's fleet of 52 A300s, delivered from 2000 to 2006, will be extended to 2035 by a flight deck upgrade based around Honeywell Primus Epic avionics; new displays and flight management system (FMS), improved weather radar, a central maintenance system, and a new version of the current enhanced ground proximity warning system. With a light usage of only two to three cycles per day, it will not reach the maximum number of cycles by then. The first modification will be made at Airbus Toulouse in 2019 and certified in 2020.[37] As of July 2017, there are 211 A300s in service with 22 operators, with the largest operator being FedEx Express with 68 A300-600F aircraft.[38]
Variants:
A300B1 - The A300B1 was the first variant to take flight. It had a maximum takeoff weight (MTOW) of 132 t (291,000 lb), was 51 m (167 ft) long and was powered by two General Electric CF6-50A engines.[16]: 21 [39]: 41 Only two prototypes of the variant were built before it was adapted into the A300B2, the first production variant of the airliner.[6]: 39 The second prototype was leased to Trans European Airways in 1974.[39]: 54
A300B2 -
A300B2-100:
Responding to a need for more seats from Air France, Airbus decided that the first production variant should be larger than the original prototype A300B1. The CF6-50A powered A300B2-100 was 2.6 m (8.5 ft) longer than the A300B1 and had an increased MTOW of 137 t (302,000 lb), allowing for 30 additional seats and bringing the typical passenger count up to 281, with capacity for 20 LD3 containers.[40]: 10 [41][39]: 17 Two prototypes were built and the variant made its maiden flight on 28 June 1973, became certified on 15 March 1974 and entered service with Air France on 23 May 1974.[39]: 27, 53 [40]: 10
A300B2-200:
For the A300B2-200, originally designated as the A300B2K, Krueger flaps were introduced at the leading-edge root, the slat angles were reduced from 20 degrees to 16 degrees, and other lift related changes were made in order to introduce a high-lift system. This was done to improve performance when operating at high-altitude airports, where the air is less dense and lift generation is reduced.[42]: 52, 53 [43] The variant had an increased MTOW of 142 t (313,000 lb) and was powered by CF6-50C engines, was certified on 23 June 1976, and entered service with South African Airways in November 1976.[39]: 40 [40]: 12 CF6-50C1 and CF6-50C2 models were also later fitted depending on customer requirements, these became certified on 22 February 1978 and 21 February 1980 respectively.[39]: 41 [40]: 12
A300B2-320:
The A300B2-320 introduced the Pratt & Whitney JT9D powerplant and was powered by JT9D-59A engines. It retained the 142 t (313,000 lb) MTOW of the B2-200, was certified on 4 January 1980, and entered service with Scandinavian Airlines on 18 February 1980, with only four being produced.[39]: 99, 112 [40]: 14
A300B4 -
A300B4-100:
The initial A300B4 variant, later named the A300B4-100, included a centre fuel tank for an increased fuel capacity of 47.5 tonnes (105,000 lb), and had an increased MTOW of 157.5 tonnes (347,000 lb).[44][42]: 38 It also featured Krueger flaps and had a similar high-lift system to what was later fitted to the A300B2-200.[42]: 74 The variant made its maiden flight on 26 December 1974, was certified on 26 March 1975, and entered service with Germanair in May 1975.[39]: 32, 54 [40]: 16
A300B4-200:
The A300B4-200 had an increased MTOW of 165 tonnes (364,000 lb) and featured an additional optional fuel tank in the rear cargo hold, which would reduce the cargo capacity by two LD3 containers.[40]: 19 [42]: 69 The variant was certified on 26 April 1979.[40]: 19
A300-600 - The A300-600, officially designated as the A300B4-600, was slightly longer than the A300B2 and A300B4 variants and had an increased interior space from using a similar rear fuselage to the Airbus A310, this allowed it to have two additional rows of seats.[42]: 79 It was initially powered by Pratt & Whitney JT9D-7R4H1 engines, but was later fitted with General Electric CF6-80C2 engines, with Pratt & Whitney PW4156 or PW4158 engines being introduced in 1986.[42]: 82 Other changes include an improved wing featuring a recambered trailing edge, the incorporation of simpler single-slotted Fowler flaps, the deletion of slat fences, and the removal of the outboard ailerons after they were deemed unnecessary on the A310.[45] The variant made its first flight on 8 July 1983, was certified on 9 March 1984, and entered service in June 1984 with Saudi Arabian Airlines.[40]: 42 [39]: 58 A total of 313 A300-600s (all versions) have been sold. The A300-600 uses the A310 cockpits, featuring digital technology and electronic displays, eliminating the need for a flight engineer. The FAA issues a single type rating which allows operation of both the A310 and A300-600. A300-600: (Official designation: A300B4-600) The baseline model of the −600 series. A300-620C: (Official designation: A300C4-620) A convertible-freighter version. Four delivered between 1984 and 1985. A300-600F: (Official designation: A300F4-600) The freighter version of the baseline −600. A300-600R: (Official designation: A300B4-600R) The increased-range −600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are −600Rs. Japan Air System (later merged into Japan Airlines) took delivery of the last new-built passenger A300, an A300-622R, in November 2002. A300-600RC: (Official designation: A300C4-600R) The convertible-freighter version of the −600R. Two were delivered in 1999. A300-600RF: (Official designation: A300F4-600R) The freighter version of the −600R. All A300s delivered between November 2002 and 12 July 2007 (last ever A300 delivery) were A300-600RFs.
A310 (A300B10)-
Airbus had demand for an aircraft smaller than the A300. On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa. On 3 April 1982, the first prototype conducted its maiden flight and it received its type certification on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller 219 m2 (2,360 sq ft) wing, down from 260 m2 (2,800 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating. It was powered by the same GE CF6-80 or Pratt & Whitney JT9D then PW4000 turbofans. It can seat 220 passengers in two classes, or 240 in all-economy, and can fly up to 5,150 nmi (9,540 km). It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair and competed with the Boeing 767–200, introduced six months before. Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights. Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200. It has cargo aircraft versions, and was derived into the Airbus A310 MRTT military tanketransport.
Airbus A300-ST (Beluga)
Commonly referred to as the Airbus Beluga or "Airbus Super Transporter," these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus.
ICAO code: A3ST
Operators:
As of March 2023, there were 228 A300 family aircraft in commercial service. The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).[46]
submitted by Connect_Trouble_164 to copypasta [link] [comments]
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi). Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck. The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year. The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version. Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992). It is also the basis for the oversize Beluga transport (1994).
Launch customer Air France introduced the type on 23 May 1974. After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders. It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range. During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds. Production ceased in July 2007 after 561 deliveries. As of March 2023, there were 228 A300 family aircraft in commercial service.
Origins:
During the 1960s, European aircraft manufacturers such as Hawker Siddeley and the British Aircraft Corporation, based in the UK, and Sud Aviation of France, had ambitions to build a new 200-seat airliner for the growing civil aviation market. While studies were performed and considered, such as a stretched twin-engine variant of the Hawker Siddeley Trident and an expanded development of the British Aircraft Corporation (BAC) One-Eleven, designated the BAC Two-Eleven, it was recognized that if each of the European manufacturers were to launch similar aircraft into the market at the same time, neither would achieve sales volume needed to make them viable.[2] In 1965, a British government study, known as the Plowden Report, had found British aircraft production costs to be between 10% and 20% higher than American counterparts due to shorter production runs, which was in part due to the fractured European market. To overcome this factor, the report recommended the pursuit of multinational collaborative projects between the region's leading aircraft manufacturers.[3]: 49 [4][5]: 2–13
European manufacturers were keen to explore prospective programs; the proposed 260-seat wide-body HBN 100 between Hawker Siddeley, Nord Aviation, and Breguet Aviation being one such example.[2][6]: 37–38 National governments were also keen to support such efforts amid a belief that American manufacturers could dominate the European Economic Community;[7] in particular, Germany had ambitions for a multinational airliner project to invigorate its aircraft industry, which had declined considerably following the Second World War.[3]: 49–50 During the mid-1960s, both Air France and American Airlines had expressed interest in a short-haul twin-engine wide-body aircraft, indicating a market demand for such an aircraft to be produced.[3][8] In July 1967, during a high-profile meeting between French, German, and British ministers, an agreement was made for greater cooperation between European nations in the field of aviation technology, and "for the joint development and production of an airbus".[2][9]: 34 The word airbus at this point was a generic aviation term for a larger commercial aircraft, and was considered acceptable in multiple languages, including French.[9]: 34
Shortly after the July 1967 meeting, French engineer Roger Béteille was appointed as the technical director of what would become the A300 program, while Henri Ziegler, chief operating office of Sud Aviation, was appointed as the general manager of the organization and German politician Franz Josef Strauss became the chairman of the supervisory board.[2] Béteille drew up an initial work share plan for the project, under which French firms would produce the aircraft's cockpit, the control systems, and lower-center portion of the fuselage, Hawker Siddeley would manufacture the wings, while German companies would produce the forward, rear and upper part of the center fuselage sections. Addition work included moving elements of the wings being produced in the Netherlands, and Spain producing the horizontal tail plane.[2][6]: 38
An early design goal for the A300 that Béteille had stressed the importance of was the incorporation of a high level of technology, which would serve as a decisive advantage over prospective competitors. As such, the A300 would feature the first use of composite materials of any passenger aircraft, the leading and trailing edges of the tail fin being composed of glass fibre reinforced plastic.[5]: 2–16 [10] Béteille opted for English as the working language for the developing aircraft, as well against using Metric instrumentation and measurements, as most airlines already had US-built aircraft.[10] These decisions were partially influenced by feedback from various airlines, such as Air France and Lufthansa, as an emphasis had been placed on determining the specifics of what kind of aircraft that potential operators were seeking. According to Airbus, this cultural approach to market research had been crucial to the company's long-term success.[10]
Workshare and redefinition:
On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to start development of the 300-seat Airbus A300.[6]: 38 [11]: 43 [12]: 57 At this point, the A300 was only the second major joint aircraft programme in Europe, the first being the Anglo-French Concorde.[9] Under the terms of the memorandum, Britain and France were each to receive a 37.5 per cent work share on the project, while Germany received a 25 per cent share. Sud Aviation was recognized as the lead company for A300, with Hawker Siddeley being selected as the British partner company.[2] At the time, the news of the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back BAC's proposed competitor, the BAC 2–11, despite a preference for the latter expressed by British European Airways (BEA).[9]: 34 Another parameter was the requirement for a new engine to be developed by Rolls-Royce to power the proposed airliner; a derivative of the in-development Rolls-Royce RB211, the triple-spool RB207, capable of producing of 47,500 lbf (211 kN).[13] The program cost was US$4.6 billion (in 1993 Dollars).[14]
In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. It had been feared that the original 300-seat proposal was too large for the market, thus it had been scaled down to produce the A250.[5]: 2–14 [8][15] The dimensional changes involved in the shrink reduced the length of the fuselage by 5.62 metres (18.4 ft) and the diameter by 0.8 metres (31 in), reducing the overall weight by 25 tonnes (55,000 lb).[10][16]: 16 For increased flexibility, the cabin floor was raised so that standard LD3 freight containers could be accommodated side-by-side, allowing more cargo to be carried. Refinements made by Hawker Siddeley to the wing's design provided for greater lift and overall performance; this gave the aircraft the ability to climb faster and attain a level cruising altitude sooner than any other passenger aircraft.[10] It was later renamed the A300B.[9]: 34 [15]
Perhaps the most significant change of the A300B was that it would not require new engines to be developed, being of a suitable size to be powered by Rolls-Royce's RB211, or alternatively the American Pratt & Whitney JT9D and General Electric CF6 powerplants; this switch was recognized as considerably reducing the project's development costs.[11]: 45 [15][16]: 16–17 To attract potential customers in the US market, it was decided that General Electric CF6-50 engines would power the A300 in place of the British RB207; these engines would be produced in co-operation with French firm Snecma.[8][10] By this time, Rolls-Royce had been concentrating their efforts upon developing their RB211 turbofan engine instead and progress on the RB207's development had been slow for some time, the firm having suffered due to funding limitations, both of which had been factors in the engine switch decision.[5]: 2–13 [15][16]: 17–18
On 10 April 1969, a few months after the decision to drop the RB207 had been announced, the British government announced that they would withdraw from the Airbus venture.[6]: 38–39 [15] In response, West Germany proposed to France that they would be willing to contribute up to 50% of the project's costs if France was prepared to do the same.[15] Additionally, the managing director of Hawker Siddeley, Sir Arnold Alexander Hall, decided that his company would remain in the project as a favoured sub-contractor, developing and manufacturing the wings for the A300, which would later become pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[5]: 2–13 [9]: 34 [16]: 18 Hawker Siddeley spent £35 million of its own funds, along with a further £35 million loan from the West German government, on the machine tooling to design and produce the wings.[6]: 39 [15]
Programme launch:
On 29 May 1969, during the Paris Air Show, French transport minister Jean Chamant and German economics minister Karl Schiller signed an agreement officially launching the Airbus A300, the world's first twin-engine widebody airliner.[2] The intention of the project was to produce an aircraft that was smaller, lighter, and more economical than its three-engine American rivals, the McDonnell Douglas DC-10 and the Lockheed L-1011 TriStar.[10] In order to meet Air France's demands for an aircraft larger than 250-seat A300B, it was decided to stretch the fuselage to create a new variant, designated as the A300B2, which would be offered alongside the original 250-seat A300B, henceforth referred to as the A300B1. On 3 September 1970, Air France signed a letter of intent for six A300s, marking the first order to be won for the new airliner.[6]: 39 [10][16]: 21
In the aftermath of the Paris Air Show agreement, it was decided that, in order to provide effective management of responsibilities, a Groupement d'intérêt économique would be established, allowing the various partners to work together on the project while remaining separate business entities.[2] On 18 December 1970, Airbus Industrie was formally established following an agreement between Aérospatiale (the newly merged Sud Aviation and Nord Aviation) of France and the antecedents to Deutsche Aerospace of Germany, each receiving a 50 per cent stake in the newly formed company.[3]: 50 [6]: 39 [10] In 1971, the consortium was joined by a third full partner, the Spanish firm CASA, who received a 4.2 per cent stake, the other two members reducing their stakes to 47.9 per cent each.[10][16]: 20 In 1979, Britain joined the Airbus consortium via British Aerospace, which Hawker Siddeley had merged into, which acquired a 20 per cent stake in Airbus Industrie with France and Germany each reducing their stakes to 37.9 per cent.[3]: 53 [5]: 2–14 [6]: 39
Prototype and flight testing:
Airbus Industrie was initially headquartered in Paris, which is where design, development, flight testing, sales, marketing, and customer support activities were centered; the headquarters was relocated to Toulouse in January 1974.[8][10] The final assembly line for the A300 was located adjacent to Toulouse Blagnac International Airport. The manufacturing process necessitated transporting each aircraft section being produced by the partner companies scattered across Europe to this one location. The combined use of ferries and roads were used for the assembly of the first A300, however this was time-consuming and not viewed as ideal by Felix Kracht, Airbus Industrie's production director.[10] Kracht's solution was to have the various A300 sections brought to Toulouse by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft, by which means none of the manufacturing sites were more than two hours away. Having the sections airlifted in this manner made the A300 the first airliner to use just-in-time manufacturing techniques, and allowed each company to manufacture its sections as fully equipped, ready-to-fly assemblies.[3]: 53 [10]
In September 1969, construction of the first prototype A300 began.[16]: 20 On 28 September 1972, this first prototype was unveiled to the public, it conducted its maiden flight from Toulouse–Blagnac International Airport on 28 October that year.[6]: 39 [9]: 34 [11]: 51–52 This maiden flight, which was performed a month ahead of schedule, lasted for one hour and 25 minutes; the captain was Max Fischl and the first officer was Bernard Ziegler, son of Henri Ziegler.[10] In 1972, unit cost was US$17.5M.[17] On 5 February 1973, the second prototype performed its maiden flight.[6]: 39 The flight test program, which involved a total of four aircraft, was relatively problem-free, accumulating 1,580 flight hours throughout.[16]: 22 In September 1973, as part of promotional efforts for the A300, the new aircraft was taken on a six-week tour around North America and South America, to demonstrate it to airline executives, pilots, and would-be customers.[10] Amongst the consequences of this expedition, it had allegedly brought the A300 to the attention of Frank Borman of Eastern Airlines, one of the "big four" U.S. airlines.[18]
Entry into service:
On 15 March 1974, type certificates were granted for the A300 from both German and French authorities, clearing the way for its entry into revenue service.[18] On 23 May 1974, Federal Aviation Administration (FAA) certification was received.[16]: 22 The first production model, the A300B2, entered service in 1974, followed by the A300B4 one year later.[8] Initially, the success of the consortium was poor, in part due to the economic consequences of the 1973 oil crisis,[6]: 40 [8][9]: 34 but by 1979 there were 81 A300 passenger liners in service with 14 airlines, alongside 133 firm orders and 88 options.[18] Ten years after the official launch of the A300, the company had achieved a 26 per cent market share in terms of dollar value, enabling Airbus Industries to proceed with the development of its second aircraft, the Airbus A310.[18]
Design:
The Airbus A300 is a wide-body medium-to-long range airliner; it has the distinction of being the first twin-engine wide-body aircraft in the world.[8][9]: 34 [12]: 57, 60 [19] In 1977, the A300 became the first Extended Range Twin Operations (ETOPS)-compliant aircraft, due to its high performance and safety standards.[6]: 40 Another world-first of the A300 is the use of composite materials on a commercial aircraft, which were used on both secondary and later primary airframe structures, decreasing overall weight and improving cost-effectiveness.[19] Other firsts included the pioneering use of center-of-gravity control, achieved by transferring fuel between various locations across the aircraft, and electrically signaled secondary flight controls.[20]
The A300 is powered by a pair of underwing turbofan engines, either General Electric CF6 or Pratt & Whitney JT9D engines; the sole use of underwing engine pods allowed for any suitable turbofan engine to be more readily used.[12]: 57 The lack of a third tail-mounted engine, as per the trijet configuration used by some competing airliners, allowed for the wings to be located further forwards and to reduce the size of the vertical stabilizer and elevator, which had the effect of increasing the aircraft's flight performance and fuel efficiency.[3]: 50 [16]: 21
Airbus partners had employed the latest technology, some of which having been derived from Concorde, on the A300. According to Airbus, new technologies adopted for the airliner were selected principally for increased safety, operational capability, and profitability.[19] Upon entry into service in 1974, the A300 was a very advanced plane, which went on to influence later airliner designs. The technological highlights include advanced wings by de Havilland (later BAE Systems) with supercritical airfoil sections for economical performance and advanced aerodynamically efficient flight control surfaces. The 5.64 m (222 in) diameter circular fuselage section allows an eight-abreast passenger seating and is wide enough for 2 LD3 cargo containers side by side. Structures are made from metal billets, reducing weight. It is the first airliner to be fitted with wind shear protection. Its advanced autopilots are capable of flying the aircraft from climb-out to landing, and it has an electrically controlled braking system.
Later A300s incorporated other advanced features such as the Forward-Facing Crew Cockpit (FFCC), which enabled a two-pilot flight crew to fly the aircraft alone without the need for a flight engineer, the functions of which were automated; this two-man cockpit concept was a world-first for a wide-body aircraft.[8][16]: 23–24 [20] Glass cockpit flight instrumentation, which used cathode ray tube (CRT) monitors to display flight, navigation, and warning information, along with fully digital dual autopilots and digital flight control computers for controlling the spoilers, flaps, and leading-edge slats, were also adopted upon later-built models.[19][21] Additional composites were also made use of, such as carbon-fiber-reinforced polymer (CFRP), as well as their presence in an increasing proportion of the aircraft's components, including the spoilers, rudder, air brakes, and landing gear doors.[22] Another feature of later aircraft was the addition of wingtip fences, which improved aerodynamic performance and thus reduced cruise fuel consumption by about 1.5% for the A300-600.[23]
In addition to passenger duties, the A300 became widely used by air freight operators; according to Airbus, it is the best selling freight aircraft of all time.[20] Various variants of the A300 were built to meet customer demands, often for diverse roles such as aerial refueling tankers, freighter models (new-build and conversions), combi aircraft, military airlifter, and VIP transport. Perhaps the most visually unique of the variants is the A300-600ST Beluga, an oversize cargo-carrying model operated by Airbus to carry aircraft sections between their manufacturing facilities.[20] The A300 was the basis for, and retained a high level of commonality with, the second airliner produced by Airbus, the smaller Airbus A310.[19]
Operational history:
On 23 May 1974, the first A300 to enter service performed the first commercial flight of the type, flying from Paris to London, for Air France.[6]: 39 [18]
Immediately after the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product – notably Air France and Lufthansa, the first two airlines to place orders for the type.[3]: 50–52 [18] Following the appointment of Bernard Lathière as Henri Ziegler's replacement, an aggressive sales approach was adopted. Indian Airlines was the world's first domestic airline to purchase the A300, ordering three aircraft with three options. However, between December 1975 and May 1977, there were no sales for the type. During this period a number of "whitetail" A300s – completed but unsold aircraft – were completed and stored at Toulouse, and production fell to half an aircraft per month amid calls to pause production completely.[18]
During the flight testing of the A300B2, Airbus held a series of talks with Korean Air on the topic of developing a longer-range version of the A300, which would become the A300B4. In September 1974, Korean Air placed an order for four A300B4s with options for two further aircraft; this sale was viewed as significant as it was the first non-European international airline to order Airbus aircraft. Airbus had viewed South-East Asia as a vital market that was ready to be opened up and believed Korean Air to be the 'key'.[8][16]: 23 [18]
Airlines operating the A300 on short haul routes were forced to reduce frequencies to try and fill the aircraft. As a result, they lost passengers to airlines operating more frequent narrow body flights. Eventually, Airbus had to build its own narrowbody aircraft (the A320) to compete with the Boeing 737 and McDonnell Douglas DC-9/MD-80. The savior of the A300 was the advent of ETOPS, a revised FAA rule which allows twin-engine jets to fly long-distance routes that were previously off-limits to them. This enabled Airbus to develop the aircraft as a medium/long range airliner.
In 1977, US carrier Eastern Air Lines leased four A300s as an in-service trial.[18] CEO Frank Borman was impressed that the A300 consumed 30% less fuel, even less than expected, than his fleet of L-1011s. Borman proceeded to order 23 A300s, becoming the first U.S. customer for the type. This order is often cited as the point at which Airbus came to be seen as a serious competitor to the large American aircraft-manufacturers Boeing and McDonnell Douglas.[6]: 40 [8][18] Aviation author John Bowen alleged that various concessions, such as loan guarantees from European governments and compensation payments, were a factor in the decision as well.[3]: 52 The Eastern Air Lines breakthrough was shortly followed by an order from Pan Am. From then on, the A300 family sold well, eventually reaching a total of 561 delivered aircraft.[1]
In December 1977, Aerocondor Colombia became the first Airbus operator in Latin America, leasing one Airbus A300B4-2C, named Ciudad de Barranquilla.
During the late 1970s, Airbus adopted a so-called 'Silk Road' strategy, targeting airlines in the Far East.[3]: 52 [18] As a result, The aircraft found particular favor with Asian airlines, being bought by Japan Air System, Korean Air, China Eastern Airlines, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across the Bay of Bengal and South China Sea.
In 1977, the A300B4 became the first ETOPS compliant aircraft,[24] qualifying for Extended Twin Engine Operations over water, providing operators with more versatility in routing. In 1982 Garuda Indonesia became the first airline to fly the A300B4-200FFCC.[25] By 1981, Airbus was growing rapidly, with over 400 aircraft sold to over forty airlines.[26]
In 1989, Chinese operator China Eastern Airlines received its first A300; by 2006, the airline operated around 18 A300s, making it the largest operator of both the A300 and the A310 at that time. On 31 May 2014, China Eastern officially retired the last A300-600 in its fleet, having begun drawing down the type in 2010.[27]
From 1997 to 2014, a single A300, designated A300 Zero-G, was operated by the European Space Agency (ESA), centre national d'études spatiales (CNES) and the German Aerospace Center (DLR) as a reduced-gravity aircraft for conducting research into microgravity; the A300 is the largest aircraft to ever have been used in this capacity. A typical flight would last for two and a half hours, enabling up to 30 parabolas to be performed per flight.[28][29]
By the 1990s, the A300 was being heavily promoted as a cargo freighter.[16]: 24 The largest freight operator of the A300 is FedEx Express, which has 65 A300 aircraft in service as of May 2022.[30] UPS Airlines also operates 52 freighter versions of the A300.[31]
The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters; large numbers were being converted during the late 1990s.[16]: 24–25 The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world's freighter fleet after the Boeing 747 freighter.[32]
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shortened (A310), or modified into derivatives (A300-600ST Beluga Super Transporter). In 2006, unit cost of an −600F was $105 million.[14] In March 2006, Airbus announced the impending closure of the A300/A310 final assembly line,[33] making them the first Airbus aircraft to be discontinued. The final production A300, an A300F freighter, performed its initial flight on 18 April 2007,[34] and was delivered to FedEx Express on 12 July 2007.[35] Airbus has announced a support package to keep A300s flying commercially. Airbus offers the A330-200F freighter as a replacement for the A300 cargo variants.[36]
The life of UPS's fleet of 52 A300s, delivered from 2000 to 2006, will be extended to 2035 by a flight deck upgrade based around Honeywell Primus Epic avionics; new displays and flight management system (FMS), improved weather radar, a central maintenance system, and a new version of the current enhanced ground proximity warning system. With a light usage of only two to three cycles per day, it will not reach the maximum number of cycles by then. The first modification will be made at Airbus Toulouse in 2019 and certified in 2020.[37] As of July 2017, there are 211 A300s in service with 22 operators, with the largest operator being FedEx Express with 68 A300-600F aircraft.[38]
Variants:
A300B1 - The A300B1 was the first variant to take flight. It had a maximum takeoff weight (MTOW) of 132 t (291,000 lb), was 51 m (167 ft) long and was powered by two General Electric CF6-50A engines.[16]: 21 [39]: 41 Only two prototypes of the variant were built before it was adapted into the A300B2, the first production variant of the airliner.[6]: 39 The second prototype was leased to Trans European Airways in 1974.[39]: 54
A300B2 -
A300B2-100:
Responding to a need for more seats from Air France, Airbus decided that the first production variant should be larger than the original prototype A300B1. The CF6-50A powered A300B2-100 was 2.6 m (8.5 ft) longer than the A300B1 and had an increased MTOW of 137 t (302,000 lb), allowing for 30 additional seats and bringing the typical passenger count up to 281, with capacity for 20 LD3 containers.[40]: 10 [41][39]: 17 Two prototypes were built and the variant made its maiden flight on 28 June 1973, became certified on 15 March 1974 and entered service with Air France on 23 May 1974.[39]: 27, 53 [40]: 10
A300B2-200:
For the A300B2-200, originally designated as the A300B2K, Krueger flaps were introduced at the leading-edge root, the slat angles were reduced from 20 degrees to 16 degrees, and other lift related changes were made in order to introduce a high-lift system. This was done to improve performance when operating at high-altitude airports, where the air is less dense and lift generation is reduced.[42]: 52, 53 [43] The variant had an increased MTOW of 142 t (313,000 lb) and was powered by CF6-50C engines, was certified on 23 June 1976, and entered service with South African Airways in November 1976.[39]: 40 [40]: 12 CF6-50C1 and CF6-50C2 models were also later fitted depending on customer requirements, these became certified on 22 February 1978 and 21 February 1980 respectively.[39]: 41 [40]: 12
A300B2-320:
The A300B2-320 introduced the Pratt & Whitney JT9D powerplant and was powered by JT9D-59A engines. It retained the 142 t (313,000 lb) MTOW of the B2-200, was certified on 4 January 1980, and entered service with Scandinavian Airlines on 18 February 1980, with only four being produced.[39]: 99, 112 [40]: 14
A300B4 -
A300B4-100:
The initial A300B4 variant, later named the A300B4-100, included a centre fuel tank for an increased fuel capacity of 47.5 tonnes (105,000 lb), and had an increased MTOW of 157.5 tonnes (347,000 lb).[44][42]: 38 It also featured Krueger flaps and had a similar high-lift system to what was later fitted to the A300B2-200.[42]: 74 The variant made its maiden flight on 26 December 1974, was certified on 26 March 1975, and entered service with Germanair in May 1975.[39]: 32, 54 [40]: 16
A300B4-200:
The A300B4-200 had an increased MTOW of 165 tonnes (364,000 lb) and featured an additional optional fuel tank in the rear cargo hold, which would reduce the cargo capacity by two LD3 containers.[40]: 19 [42]: 69 The variant was certified on 26 April 1979.[40]: 19
A300-600 - The A300-600, officially designated as the A300B4-600, was slightly longer than the A300B2 and A300B4 variants and had an increased interior space from using a similar rear fuselage to the Airbus A310, this allowed it to have two additional rows of seats.[42]: 79 It was initially powered by Pratt & Whitney JT9D-7R4H1 engines, but was later fitted with General Electric CF6-80C2 engines, with Pratt & Whitney PW4156 or PW4158 engines being introduced in 1986.[42]: 82 Other changes include an improved wing featuring a recambered trailing edge, the incorporation of simpler single-slotted Fowler flaps, the deletion of slat fences, and the removal of the outboard ailerons after they were deemed unnecessary on the A310.[45] The variant made its first flight on 8 July 1983, was certified on 9 March 1984, and entered service in June 1984 with Saudi Arabian Airlines.[40]: 42 [39]: 58 A total of 313 A300-600s (all versions) have been sold. The A300-600 uses the A310 cockpits, featuring digital technology and electronic displays, eliminating the need for a flight engineer. The FAA issues a single type rating which allows operation of both the A310 and A300-600. A300-600: (Official designation: A300B4-600) The baseline model of the −600 series. A300-620C: (Official designation: A300C4-620) A convertible-freighter version. Four delivered between 1984 and 1985. A300-600F: (Official designation: A300F4-600) The freighter version of the baseline −600. A300-600R: (Official designation: A300B4-600R) The increased-range −600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are −600Rs. Japan Air System (later merged into Japan Airlines) took delivery of the last new-built passenger A300, an A300-622R, in November 2002. A300-600RC: (Official designation: A300C4-600R) The convertible-freighter version of the −600R. Two were delivered in 1999. A300-600RF: (Official designation: A300F4-600R) The freighter version of the −600R. All A300s delivered between November 2002 and 12 July 2007 (last ever A300 delivery) were A300-600RFs.
A310 (A300B10)-
Airbus had demand for an aircraft smaller than the A300. On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa. On 3 April 1982, the first prototype conducted its maiden flight and it received its type certification on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller 219 m2 (2,360 sq ft) wing, down from 260 m2 (2,800 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating. It was powered by the same GE CF6-80 or Pratt & Whitney JT9D then PW4000 turbofans. It can seat 220 passengers in two classes, or 240 in all-economy, and can fly up to 5,150 nmi (9,540 km). It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair and competed with the Boeing 767–200, introduced six months before. Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights. Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200. It has cargo aircraft versions, and was derived into the Airbus A310 MRTT military tanketransport.
Airbus A300-ST (Beluga)
Commonly referred to as the Airbus Beluga or "Airbus Super Transporter," these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus.
ICAO code: A3ST
Operators:
As of March 2023, there were 228 A300 family aircraft in commercial service. The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).[46]
2023.06.04 09:50 ThelynEnnor Thelyn Ennor - Multigaming since 2005 [Warfare / Security]
In den Weiten der Galaxie wird Euer Schicksal bestimmt, ob auf den Schlachtfeldern oder in den Forge Worlds von Segmentum Thelyn Ennor. Trete unserer Warfare oder Industrial Division bei und das Vers wird uns gehören! Wir sind die Ordnung! Wir sind die Inquisition! FOR THE EMPEROR!
**Was bisher war...*\*
Zu unseren bisherigen Erfolgen in MMO's zählen mehrere World-, European- und German-Firstkills sowie zahlreiche Server-Firstkills. So waren wir die erste Gilde Europas, welche in Lord of the Rings Online die 24er Raid Instanz "Helegrod" clear'n konnte und den World-Firstkill in der Raid Instanz "Feste Dunoth" im Hardmode erreichte. Unser Warhammer Team zwang europaweit als erstes "Hand von Ualatp & Usirians Wächter" in die Knie und war stets unter den besten RvR Gilden. Außerdem feierte unser Star Trek Team mehrere World-Firstkills und konnte die erste Zusammenarbeit mit GameStar etablieren. Unser Rift-Team konnte bereits direkt nach dem Head-Start des Spiels große Erfolge in Form von mehreren Server-Firstkills feiern. Auch mit unserem Star Wars The Old Republic Team waren wir sehr erfolgreich, denn dort haben wir zahlreiche German-Firstkills sowie Server-Firstkills erreicht. Des Weiteren hatten wir schon TV-Auftritte bei Gaming-Shows - wie z.B. NBC GIGA, Buffed Show bzw. Allvatar TV und veröffentlichten auf Buffed.de, GameStar, Onlinewelten und Allvatar.com zahlreiche Guides sowie Artikel. Bekannt sind wir auch für unsere Live-Raids auf verschiedenen Messebühnen, welche immer sehr viele Zuschauer anlocken. Mehr Infos über unsere Erfolge, Projekte und bisherige Geschichte findet ihr auf www.Thelyn-Ennor.eu
**Gildenziele*\*
Getreu unserem Motto "It's the way we play" haben wir uns in allen MMO's, in denen Thelyn Ennor vertreten ist, das Hauptziel gesteckt, all das zu erreichen, was im High End-Content (sei es PvE oder PvP) eines MMO's als Erfolg zu betiteln ist. Das gelingt nur durch viel Disziplin, Engagement und eine hohe Aktivität der Member. Unsere Gilde wird im Hintergrund durch einen sehr erfahrenen Organisationsapparat geleitet, welcher dafür sorgt, dass den Membern höchste Qualität und Effizienz in den MMO-Teams zur Verfügung stehen. Wir sind ständig dabei uns in allen Bereichen weiterzuentwickeln, um einen gewissen Grad an Perfektion zu erlangen.
**Star Citizen Team*\*
Thelyn Ennor ist eine stark erfolgsorientierte Gilde und darauf werden wir unsere gesamte Struktur wie auch Fleet & Event Organisation auslegen. Wir wollen in allen Bereichen von Star Citizen vorne mitmischen, so ist es unser Ziel den gesamten High-End Content zu bewältigen, dazu gehören vor allem in Sachen PvE das Betreiben von Produktionsanlagen und Raumstationen so wie aber auch PvP Schlachten. Wir werden an den gewaltigsten Schlachten an vorderster Front teilnehmen und für unsere eigenen Sektoren eine hohe Sicherheit gewährleisten! Eine leistungsstarke Warfare und effiziente Industrial Division ist notwendig, um unsere militärischen Operationen erfolgreich durchführen zu können. Wir sind schon seit einiger Zeit in Star Citizen unterwegs und haben somit schon reichlich Erfahrung im Spiel sammeln können. Natürlich ist es unser oberstes Ziel, unsere Private Military Company an die Spitze zu treiben und unser eigenes Territorium zu erobern! Für diese Herausforderungen suchen wir loyale & erfahrene Piloten die Spaß am erfolgreichen Raiden und am PvP haben, sowie sich aktiv am Gildenleben beteiligen wollen! Das Wichtigste hierbei ist, dass man zusammen als starke und feste Gemeinschaft heranwächst. Thelyn Ennor war treibende Kraft bei der Gründung der "Horizon Alliance" mit dem Ziel, alle Inhalte des Spiels ausreizen zu können und ist heute die größte militärische und wirtschaftliche Allianz im deutschsprachigen Raum.
**Unsere Member*\*
Thelyn Ennor ist eine zielstrebige und vor allem erfolgsorientierte Gemeinschaft. Daher legen wir viel Wert auf eine perfekte Charakter-Beherrschung, Aktivität, Hingabe, Teamplay und Spaß am Spiel. Wir erwarten von unseren Membern in jeder Hinsicht hohen Einsatz für die Gilde und eine 100%ige Loyalität. Als selbstverständlich erachten wir, dass unsere Mitglieder während der Progress-Phasen absolute Priorität auf ihre Raid-Aktivität setzen und sich immer in allen dafür notwendigen Bereichen auf aktuellem Stand befinden. Unsere stets hoch gesteckten Ziele erreichen wir nur, wenn jeder mit Leidenschaft anpackt und sein Bestes gibt. Im Gegenzug können neue Member von uns eine professionelle Führung und erfahrene Beratung sowie eine hohe Aktivität erwarten. Wenn Ihr ein Member von Thelyn Ennor werdet, seid ihr Teil einer großen Community, welche schon mehrere MMO's erfolgreich spielt und sich auch in zukünftigen MMO's niederlassen wird. Um einen noch stärkeren Bund zu schaffen, veranstaltet Thelyn Ennor mindestens einmal jährlich ein Real-Life Treffen, zu dem alle Mitglieder eingeladen werden.Es gilt zu beachten, dass bei uns **ein Mindestalter von 18 Jahren** herrscht.
**Kommunikation*\*
Wir nutzen [**Teamspeak**] als Voice Tool und [**Discord**] als Chat, welche für alle Member Pflicht sind.Unser Forum ist die Hauptkommunikations-Plattform, hier werden Raids geplant und organisatorische Dinge besprochen.Weitere Informationen findet Ihr auf unserer Homepage:[**Teamspeak**]Wenn Ihr Fragen zur Gilde habt, könnt Ihr uns natürlich jederzeit im Forum oder im [**Discord**] kontaktieren.
Euer, Thelyn Ennor - Star CitizenTeam
submitted by ThelynEnnor to Starcitizen_guilds [link] [comments]
- Name: Thelyn Ennor
- Motto: " it's the way we Play "
- Ausrichtung: Warfare & Security
- Organization: Private Military Company
- Allianz: Horizon Alliance
- Memberanzahl: 160 [TE Community: 550]
- Ships: +400 (inkl. Javelin & Idris & Polaris)
- Homepage: www.Thelyn-Ennor.eu
- RSI Link: https://robertsspaceindustries.com/orgs/THELYN
**Was bisher war...*\*
Zu unseren bisherigen Erfolgen in MMO's zählen mehrere World-, European- und German-Firstkills sowie zahlreiche Server-Firstkills. So waren wir die erste Gilde Europas, welche in Lord of the Rings Online die 24er Raid Instanz "Helegrod" clear'n konnte und den World-Firstkill in der Raid Instanz "Feste Dunoth" im Hardmode erreichte. Unser Warhammer Team zwang europaweit als erstes "Hand von Ualatp & Usirians Wächter" in die Knie und war stets unter den besten RvR Gilden. Außerdem feierte unser Star Trek Team mehrere World-Firstkills und konnte die erste Zusammenarbeit mit GameStar etablieren. Unser Rift-Team konnte bereits direkt nach dem Head-Start des Spiels große Erfolge in Form von mehreren Server-Firstkills feiern. Auch mit unserem Star Wars The Old Republic Team waren wir sehr erfolgreich, denn dort haben wir zahlreiche German-Firstkills sowie Server-Firstkills erreicht. Des Weiteren hatten wir schon TV-Auftritte bei Gaming-Shows - wie z.B. NBC GIGA, Buffed Show bzw. Allvatar TV und veröffentlichten auf Buffed.de, GameStar, Onlinewelten und Allvatar.com zahlreiche Guides sowie Artikel. Bekannt sind wir auch für unsere Live-Raids auf verschiedenen Messebühnen, welche immer sehr viele Zuschauer anlocken. Mehr Infos über unsere Erfolge, Projekte und bisherige Geschichte findet ihr auf www.Thelyn-Ennor.eu
**Gildenziele*\*
Getreu unserem Motto "It's the way we play" haben wir uns in allen MMO's, in denen Thelyn Ennor vertreten ist, das Hauptziel gesteckt, all das zu erreichen, was im High End-Content (sei es PvE oder PvP) eines MMO's als Erfolg zu betiteln ist. Das gelingt nur durch viel Disziplin, Engagement und eine hohe Aktivität der Member. Unsere Gilde wird im Hintergrund durch einen sehr erfahrenen Organisationsapparat geleitet, welcher dafür sorgt, dass den Membern höchste Qualität und Effizienz in den MMO-Teams zur Verfügung stehen. Wir sind ständig dabei uns in allen Bereichen weiterzuentwickeln, um einen gewissen Grad an Perfektion zu erlangen.
**Star Citizen Team*\*
Thelyn Ennor ist eine stark erfolgsorientierte Gilde und darauf werden wir unsere gesamte Struktur wie auch Fleet & Event Organisation auslegen. Wir wollen in allen Bereichen von Star Citizen vorne mitmischen, so ist es unser Ziel den gesamten High-End Content zu bewältigen, dazu gehören vor allem in Sachen PvE das Betreiben von Produktionsanlagen und Raumstationen so wie aber auch PvP Schlachten. Wir werden an den gewaltigsten Schlachten an vorderster Front teilnehmen und für unsere eigenen Sektoren eine hohe Sicherheit gewährleisten! Eine leistungsstarke Warfare und effiziente Industrial Division ist notwendig, um unsere militärischen Operationen erfolgreich durchführen zu können. Wir sind schon seit einiger Zeit in Star Citizen unterwegs und haben somit schon reichlich Erfahrung im Spiel sammeln können. Natürlich ist es unser oberstes Ziel, unsere Private Military Company an die Spitze zu treiben und unser eigenes Territorium zu erobern! Für diese Herausforderungen suchen wir loyale & erfahrene Piloten die Spaß am erfolgreichen Raiden und am PvP haben, sowie sich aktiv am Gildenleben beteiligen wollen! Das Wichtigste hierbei ist, dass man zusammen als starke und feste Gemeinschaft heranwächst. Thelyn Ennor war treibende Kraft bei der Gründung der "Horizon Alliance" mit dem Ziel, alle Inhalte des Spiels ausreizen zu können und ist heute die größte militärische und wirtschaftliche Allianz im deutschsprachigen Raum.
**Unsere Member*\*
Thelyn Ennor ist eine zielstrebige und vor allem erfolgsorientierte Gemeinschaft. Daher legen wir viel Wert auf eine perfekte Charakter-Beherrschung, Aktivität, Hingabe, Teamplay und Spaß am Spiel. Wir erwarten von unseren Membern in jeder Hinsicht hohen Einsatz für die Gilde und eine 100%ige Loyalität. Als selbstverständlich erachten wir, dass unsere Mitglieder während der Progress-Phasen absolute Priorität auf ihre Raid-Aktivität setzen und sich immer in allen dafür notwendigen Bereichen auf aktuellem Stand befinden. Unsere stets hoch gesteckten Ziele erreichen wir nur, wenn jeder mit Leidenschaft anpackt und sein Bestes gibt. Im Gegenzug können neue Member von uns eine professionelle Führung und erfahrene Beratung sowie eine hohe Aktivität erwarten. Wenn Ihr ein Member von Thelyn Ennor werdet, seid ihr Teil einer großen Community, welche schon mehrere MMO's erfolgreich spielt und sich auch in zukünftigen MMO's niederlassen wird. Um einen noch stärkeren Bund zu schaffen, veranstaltet Thelyn Ennor mindestens einmal jährlich ein Real-Life Treffen, zu dem alle Mitglieder eingeladen werden.Es gilt zu beachten, dass bei uns **ein Mindestalter von 18 Jahren** herrscht.
**Kommunikation*\*
Wir nutzen [**Teamspeak**] als Voice Tool und [**Discord**] als Chat, welche für alle Member Pflicht sind.Unser Forum ist die Hauptkommunikations-Plattform, hier werden Raids geplant und organisatorische Dinge besprochen.Weitere Informationen findet Ihr auf unserer Homepage:[**Teamspeak**]Wenn Ihr Fragen zur Gilde habt, könnt Ihr uns natürlich jederzeit im Forum oder im [**Discord**] kontaktieren.
Euer, Thelyn Ennor - Star CitizenTeam
2023.06.04 09:29 ProppaDom88 Recon before the jump!
Hi all, Found this sub over the last week and have found it really helpful. Apologies in advance of a long post but will try and keep to key points! About to take the contractor plunge and hand in my 2 month notice in the next week or so and wanted to hear your experience on a few questions
Quick background - Perm role in public sector finance field, 55k plus standard gov perks (local gov pension scheme is not as great as it was in the past!), i've now hit a ceiling where i cannot get promotion/raise until i qualify as a chartered accountant (i'm part qualified and wont be in a position to qualify for a few years - a 2 year old and 2 month old baby are my priority at the moment). I've seen the market for my skillset as part qualified and from conversations with similar agency workers and an agency themselves that i could get £400 - £500 p/day as a starting point. My immediate thoughts when punching these numbers into a calculator is "why the hell isn't everyone doing this!? What's the catch!?" I then notice small print like 'pension not included in calculation' and i'm probably undervaluing job security but if i can do this for 2 + years with consistent work i can have a mortgage sorted, and if contracting remains this lucrative and i can handle the associated risk then i would continue certainly. On to my questions:
Thanks in advance all - great sub!
submitted by ProppaDom88 to ContractorUK [link] [comments]
Quick background - Perm role in public sector finance field, 55k plus standard gov perks (local gov pension scheme is not as great as it was in the past!), i've now hit a ceiling where i cannot get promotion/raise until i qualify as a chartered accountant (i'm part qualified and wont be in a position to qualify for a few years - a 2 year old and 2 month old baby are my priority at the moment). I've seen the market for my skillset as part qualified and from conversations with similar agency workers and an agency themselves that i could get £400 - £500 p/day as a starting point. My immediate thoughts when punching these numbers into a calculator is "why the hell isn't everyone doing this!? What's the catch!?" I then notice small print like 'pension not included in calculation' and i'm probably undervaluing job security but if i can do this for 2 + years with consistent work i can have a mortgage sorted, and if contracting remains this lucrative and i can handle the associated risk then i would continue certainly. On to my questions:
- Is it stupid to even consider this with young dependents? I know i am a hard worker, never take sick days or skive and am valued at my org so i tell myself to be confident in your ability and jump but i'm getting nervy at the prospect and always think in worst case scenario (what if i dont have a job in 2 months time). This is probably what stops alot of professionals from making the jump - Would be good to get other views on this (with or without dependents 🙂)
- I've looked into agency paye vs umbrella (i won't be able to do outside ir35 in my particular field of work which im ok with) and think i would go umbrella route but what i'm naive on is how many cuts are taken as my pay works its way through - example - i'm signed up with an agency to find me work and an umbrella for my payroll, im told my take home by the agency who find me the role is £450 a day, now does my pay go from company to agency to umbrella? Or company to umbrella? And does the agency/umbrella add their fee on top of the £450 charged to the company or take off of £450?
- Do many of umbrella users opt out of their pension schemes (presumably losing the employer's contribution) to get a better alternative in the private market?
- any good rules of thumb for rainy day no contract for a while fund? Also thumb rules for how to approach end of a contract regarding extension and/or looking for the next contract- do you start looking yourself or get onto your agencies and get them looking or both (would it be stupid to assume they will be on the lookout knowing your cotract is potentially coming to an end)
Thanks in advance all - great sub!
2023.06.04 09:17 Suspicious_Reward373 Creating an alternative timeline of weezer’s discography using songs on Spotify Part1: 90s
So recently, I started to listen to the Alone series. This helped me to learn more about weezer’s unreleased discography and how many great works that they could’ve done. Therefore, I started to create a reimagined timeline of their discography and I would like to share it to you guys.
1993: Opposite sides of the kitchen(album)
Track list:
Side 1:
1994: Weezer (Blue album)
Track list
Side 1:
1996: Songs from the Black Hole
Track list:
1997: Pinkerton
Track list:
Side 1:
1998: After Blue (ep)
Track list:
After the ep, Weezer started a hiatus.
So what do you guys think of this recreation? Please let me know your thoughts on it :)
submitted by Suspicious_Reward373 to weezer [link] [comments]
1993: Opposite sides of the kitchen(album)
Track list:
Side 1:
- Lullabye for Wayne
- Jamie
- Lemonade
- I Swear it’s True
- Paperface
- Don’t Worry Baby (Beach Boys cover)
- The World Has Turned and Left Me Here
- Chess
- The World We Love So Much
- Victory on the Hill
- The Purification of Water
1994: Weezer (Blue album)
Track list
Side 1:
- My Name is Jonas
- No One Else
- Buddy Holly
- Surf Wax America
- Undone - The Sweater Song
- Mykel and Carli
- Say it Ain’t So
- Holiday
- In the Garage
- Only in Dreams
1996: Songs from the Black Hole
Track list:
- Ooh
- Blast Off!/ Who you Callin’ Bitch?
- You Won’t Get with Me Tonight
- Oh Jonas / Please Remember
- Come to My Pod
- You Gave Your Love to Me Softly
- Tired of Sex - tracking rough
- Superfriend
- Longtime Sunshine (alone version)
- Tragic Girl
- Dude We’re Finally Landing
- Getting Up and Leaving
- Getchoo - tracking rough
- No Other One
- Devotion
- Waiting On You
- Why Bother?
- I Just Threw Out the Love of My Dreams
- Longtime Sunshine (Pinkerton deluxe version)
1997: Pinkerton
Track list:
Side 1:
- Susanne
- El Scorcho
- Across the Sea Piano Noodles
- The Good Life
- Wanda (You’re My Only Love)
- Butterfly
- Shelia Can Do It
- Walt Disney
- Pink Triangle
- Falling for You
- Across the Sea
1998: After Blue (ep)
Track list:
- Everyone
- Trampoline
- I’ll Think About You
- Lover in the Snow
- The Prettiest Girl in the Whole Wide World
- Crazy One
After the ep, Weezer started a hiatus.
So what do you guys think of this recreation? Please let me know your thoughts on it :)
2023.06.04 08:30 Shly9 [KR-KR] [H] Finalmouse ergo 2 [W] paypal
Timestamp Hi, i'm going to sell last collection that i own! all parts included with 1 extra core pad skates got inspired ScreaM's Navy Ergo $400 shipped or reasonable better offer!
submitted by Shly9 to MouseMarket [link] [comments]
2023.06.04 06:37 adomspam [USA-CA] [H] CPUs (G7400, 5900X, 13600K), RAM, Motherboards (B660, B550, Z790), GPUS (Arc A770 16GB, Sapphire 6800 Nitro+), PSU (Strix 750W), Gaming Laptops (Lenovo Legion 5 Pro, 7i w/ RTX 3070) [W] PayPal, Local Cash
Hi all,
As I've detailed here before, I've been on a slow ongoing quest to liquidate inventory from my PC building side-gig in my spare time (which has mostly failed because I'm an idiot who's bad at business). While I'm still actively servicing long-term business/professional clientele, I've stopped offering consumer-facing gaming builds.
The components are either overstock or consolidated parts from client builds. The laptops are from my dad's closed print shop business (he retired recently). Here is the latest batch of items for sale:
Please comment under the listing, then PM me with the item that you'd like to purchase along with your PayPal info. I will do my best to answer any questions that you might have, and I will send you a detailed invoice with the exact serial number of the item. I will accept chat requests with understanding that we will hammer down the details of our conversation via Reddit PM. You must still comment below.
Final note: Local transactions prioritized. For shipped items, Redditors with trade history are preferred. Depending on the exact day, I may not be able to get to the local UPS/Post Office in time before they close. So if you want an item shipped, please allow one full business day after your PayPal invoice is paid.
Local zip code: 92821 (Brea, California)
submitted by adomspam to hardwareswap [link] [comments]
As I've detailed here before, I've been on a slow ongoing quest to liquidate inventory from my PC building side-gig in my spare time (which has mostly failed because I'm an idiot who's bad at business). While I'm still actively servicing long-term business/professional clientele, I've stopped offering consumer-facing gaming builds.
The components are either overstock or consolidated parts from client builds. The laptops are from my dad's closed print shop business (he retired recently). Here is the latest batch of items for sale:
| Component | Model | Price | Condition / Notes | Timestamp |
|---|---|---|---|---|
| CPU #1 | Intel Pentium Gold G7400 | $70 shipped / $55 local | New, Sealed | https://imgur.com/a/XXxszTj |
| CPU #2 | Ryzen 9 5900X | $290 shipped / $265 local | New, Sealed | https://imgur.com/a/eJ2ZBUJ |
| CPU #3 | Intel Core i5-13600K | $300 shipped / $275 local | New, Sealed | https://imgur.com/a/ieQGPqJ |
| RAM Kit #1 | 16GB (2x8GB) ADATA XPG Gammix D10 DDR4-3600 18-20-20-42- Black | $40 shipped / $35 local | Used, stability-tested: DDR4-3600 16-19-19-39 and DDR4-3733 17-20-20-40; Hynix DJR. No retail box (ships in generic packaging) | https://imgur.com/a/wK19abS |
| RAM Kit #2 | 16GB (2x8GB) Team T-Force Xtreem DDR4-3600 18-20-20-39 - Black | $50 shipped / $45 local | Used, stability-tested: DDR4-3600 16-16-16-16-32; Samsung B-Die. Original box included | https://imgur.com/a/zjxOMOt |
| Motherboard #1 | Asus ProArt B660 Creator D4 (DDR4) LGA 1700 Motherboard | $165 shipped / $145 local | New, Sealed | https://imgur.com/a/ic3coTI |
| Motherboard #2 | MSI MEG B550 Unify | $210 shipped / $190 local | New, Sealed | https://imgur.com/a/S0zaDvf |
| Motherboard #3 (bundled w/ 32GB DDR5-6000) | Asus Prime Z790-P Wi-Fi DDR5 LGA 1700 + 32GB (2x16GB) G.Skill Ripjaws S5 DDR5-6000 | $250 shipped / $220 local | New, Sealed. Price includes both motherboard + RAM kit | https://imgur.com/a/appnMTM |
| GPU #1 | Intel Arc A770 16GB Limited Edition | $330 shipped / $300 local | New, Sealed | https://imgur.com/a/S0f3iUy |
| GPU #2 | Sapphire RX 6800 Nitro+ 16GB | $400 shipped / $360 local | Used, 9.5/10 condition (a couple of scratches on the backplate | https://imgur.com/a/dgTtWV5 |
| PSU | Asus ROG Strix 750W Gold - Fully Modular | $120 shipped / $100 local | New, Sealed | https://imgur.com/a/zNk30wj |
| Laptop #1 | Lenovo Legion 5 Pro Gen6 (16" QHD IPS 165Hz, Ryzen 7 5800H, 32GB DDR4-3200, RTX 3070 140W, 1TB SSD) | $1040 shipped / $1000 local | 9.9/10 condition, 100% battery health. Squaretrade warranty ($0 deductible) valid until 12/15/2023 | https://imgur.com/a/ROljHnD |
| Laptop #2 | Lenovo Legion 7i Gen6 (16" QHD IPS 165Hz, Intel Core i7-11800H, 32GB DDR4-3200, RTX 3070 140W, 1TB SSD) | $1200 shipped / $1140 local | 9.8/10 condition, 100% battery health. Lenovo has recently replaced the motherboard with a brand-new unit. Legion Ultimate Support warranty valid until 12/05/2024 | https://imgur.com/a/PWLfIQB |
Final note: Local transactions prioritized. For shipped items, Redditors with trade history are preferred. Depending on the exact day, I may not be able to get to the local UPS/Post Office in time before they close. So if you want an item shipped, please allow one full business day after your PayPal invoice is paid.
Local zip code: 92821 (Brea, California)
2023.06.04 06:26 Gengargambit Total lost claim home owners insurance
Goin to keep it short just need some insight My house was structuraly damaged beyond repair. I am still in the early part of the process with insurance. If my house is deemed a total lost will insurance rebuild my house completely? I have a replacement cost policy ,My dwelling coverage is 400,000 with an 100,000 extended replacement cost dwelling and my house estimated value is 280,000.
submitted by Gengargambit to Insurance [link] [comments]
2023.06.04 06:23 LiquidShadowFox Small Review on Asus XG27AQMR
So I have owned the Gigabyte M27Q X (240hz), Asus XG27AQM (270 hz) and now the Asus XG27AQMR (300 hz) and these are my findings so far.
If you want to strobe at lower FPS like 80 fps - 144 fps I recommend the Gigabyte M27Q X because it looks better to my eye and the overdrive can be change with aim stabilizer sync enabled.
If you play within the refresh range of 165 hz - 300 hz then the Asus XG27AQMR is the better choice hands down for motion clarity with VRR enabled.
The Asus XG27AQM (270 hz) had really bad VRR + Strobe implementation that only worked above 200 hz without overshoot (unless you got into the service menu and changed it) and it still had much more visible crosstalk from the top to middle with ELMB sync enabled. Imagine having the clearest part of the strobe be the bottom where most games have their UI elements.... They really needed to give this monitor a firmware update. Now I will say the XG27AQM does NOT have red phosphor which is the biggest upside but without proper overdrive tuning and fixing the strobe phase, you'd be stuck with REALLY bad crosstalk across most of the screen.
The XG27AQMR (300 hz) might not compete with ULMB 2 but it's $400 cheaper and the backlight strobe does seem to work well enough the VRR (Gsync/freesync) between 144 hz - 300 hz. I feel like the XG27AQMR is a step in the right direction but Asus still needs to work on a few things
submitted by LiquidShadowFox to Monitors [link] [comments]
- Asus XG27AQMR with ELMB sync is usable between 144 hz - 300 hz (motion clarity at 300 hz is really good with minor crosstalk on the bottom and top, motion clarity seems to degrade the lower the refresh but better than without strobing)
- Asus XG27AQMR with ELMB/ELMB sync does have red phosphor that more visible at lower refreshes just like the Gigabyte M27Q X
- Asus XG27AQMR has the ability to change the position of the clarity with ELMB/ELMB sync however it currently only looks like it works with ELMB fixed only
- Asus XG27AQMR has locked overdrive that seems to work well for anything above 165 hz
If you want to strobe at lower FPS like 80 fps - 144 fps I recommend the Gigabyte M27Q X because it looks better to my eye and the overdrive can be change with aim stabilizer sync enabled.
If you play within the refresh range of 165 hz - 300 hz then the Asus XG27AQMR is the better choice hands down for motion clarity with VRR enabled.
The Asus XG27AQM (270 hz) had really bad VRR + Strobe implementation that only worked above 200 hz without overshoot (unless you got into the service menu and changed it) and it still had much more visible crosstalk from the top to middle with ELMB sync enabled. Imagine having the clearest part of the strobe be the bottom where most games have their UI elements.... They really needed to give this monitor a firmware update. Now I will say the XG27AQM does NOT have red phosphor which is the biggest upside but without proper overdrive tuning and fixing the strobe phase, you'd be stuck with REALLY bad crosstalk across most of the screen.
The XG27AQMR (300 hz) might not compete with ULMB 2 but it's $400 cheaper and the backlight strobe does seem to work well enough the VRR (Gsync/freesync) between 144 hz - 300 hz. I feel like the XG27AQMR is a step in the right direction but Asus still needs to work on a few things
- Allow the clarity placement to actually work during ELMB sync
- Change Strobe strategy when strobing below 120 hz (their current flicker mitigation algorithm really ruins quality under 120 hz)
- Don't use red phosphor panels for ELMB sync panels (some people might prefer it due to less strain on your eyes)
- DON'T LOCK OVERDRIVE with ELMB sync, for the love of god Gigabyte unlocked their OD on a monitor that costs 1/3 less than this! At least do Dynamic overdrive if you are going to lock the overdrive.
- Allow the changing of pulse width! This monitor actually gets brighter with ELMB sync on and sears my eyes in the dark room I usually play in so I'd recommend giving users the choice of less brightness for more motion clarity for ELMB sync. Currently this feature DOES work on XG27AQMR for fixed ELMB only.
2023.06.04 06:10 Isanbard [R1S] San Francisco Bay Area -> Illinois: Part III
Well, I'm weary and tired, I've done my day's riding Nighttime is rolling my way The sky's all on fire and the light's slowly fading Peaceful and still ends the dayPart 1 Part 2
—John Denver, "Song of Wyoming"
When last we left our intrepid explorers, they were camped at Buckland Flats near Salt Lake City. Driving down from Buckland Flats in the early morning, Nibbler and I are tired, but wanting to make some good headway into the trip. It's been an exhausting trip so far. The camping is fun, but when mixed with 400-500 mile travel days, it begins to wear on you.
According to my calculations (i.e. guesses), I think we can make it well into Wyoming before needing to charge again. And surely most cities in WY will have charging stations, even if they aren't the 3-lightning-bolt ones.
Okay, so I was wrong.
We roll into Rock Springs with around 57 miles of range still left. I thought I saw on the map that there was a charging station at the local Wally World, but no. It turns out that the nearest charging station is 104 miles back the way we came (there's one in Rawlings on our route, but it's 112 miles).[1]
I have no clue what to do. A call to Jessica at Rivian confirms that I'm a screwed. Jessica consults with her colleagues and they discover a small charger in the downtown area. The drawback is that it charges at ~15 miles / hour. I spend the day in Rock Spring's downtown, with exciting boarded up buildings, delectable no restaurants, and so little to see and do! There is a cafe at least, so I can drink some tea while staving off boredom.
Once I get a charge of 115 miles, I make my getaway. The speed limit varies between 70 and 80 mph, which will destroy my range, so once again I have to drive well under the speed limit.
Trucker 1: What the...? That Rivian jerk is back at it! I thought he was going west! Trucker 2: Are you sure this isn't the omen? Trucker 1: Don't start on that again. I told you that Ouiji board is just a game! Trucker 2: But how do you explain this guy and the ravens we saw back in Salt Lake?!u/Isanbard's Tips for Driving on Minimal Charge:
- Use Conserve mode (natch),
- Drive no more than 65 mph, preferably less,
- Use regenerative breaking as much as possible, and
- Avoid superstitious truckers.
Anywoo, we get to Rawlings with scant miles to spare. It's late in the day, and while Wyoming is beautiful, I'm not in the best mood and am weary and decide that once we get to Cheyenne we'll spend the night in a hotel. It was a great idea (except the not-putting-Nibbler-into-his-carrier part, but I had too much blood in my body all ready).
A quick chat about the Ireland Republican Army at a rest area later and Nibbler and I roll into Cheyenne, which is smaller than I thought it would be. The night at the hotel is much appreciated by all involved.
Next: No more butt biting? Yes please!
To Be Continued
1 As it turns out, Wyoming isn't too keen on Biden's plan to create an EV charging infrastructure...
2023.06.04 06:04 OrganizationWide1560 Massive homophobia in sports
I'm sure it happens in most sports, but it's a real bummer. Specifically in regards to MLB posting their rainbow logo. For pride month. Gay people exist and June is a chance to at least acknowledge them. I mean it's a big conversation. But really it just seems like straight men trying to gatekeep society and calling leagues "woke". I simply do not understand how celebrating gay people for one week or one month at minimum is too far. I'm just tired of straight toxic men. They find a way to ruin everything. I mean it's the same old puritanical bullshit from like 400 years ago. Grow the fuck up. Gay people are part of society. They play sports. They are fans of sports. They should not be shamed or ridiculed or labeled as lesser. Sexual preference is not something to discriminate over. But wow it still occurs 1 million times a day. Straight men are so deeply intolerant. They are full of hate. And it's our job to not let that hate grow or become normalized. These straight men are the problem. Not gay people.
submitted by OrganizationWide1560 to rant [link] [comments]
2023.06.04 05:54 pensivetwat Is everyone doing extensive editing to their film?
Genuinely don't mean to stir the pot by asking this, but I was somewhat... taken back... when I recently, perhaps foolishly (as I guess it should've been obviously), discovered that the vast majority (all?) of my favourite film photographers are rather extensively editing their photos... for colours, contrast, etc. Again, my fault I guess for just discovering this now, but I'd always thought part of the magic/appeal was exposing it however you like for desired effect, then working further magic in the developing/printing process, further getting you closer to the image in your head. I guess those are forms of editing, but I'm referring to photoshop/lightroom editing after development, and it kind of got me to wondering: what's the point of shooting film then? Silly question, because there will still be advantages, not least dynamic range, but just humour me- if you're editing the images to bits, does it matter much if it's Portra 400 when you're negating many of its inherent qualities by editing them out? This also opens up a whole new world I'm super looking forward to exploring. It's stupid since film was around for over a century before digital came along, but I always (foolishly, it seems) viewed editing film shots digital as "cheating"- but now that I know it's so common/widespread, I look forward to exploiting it myself!
submitted by pensivetwat to AnalogCommunity [link] [comments]
2023.06.04 05:00 monkeydkaizhe Build Check? Thank you
[PCPartPicker Part List](https://pcpartpicker.com/list/hfDDDq)
TypeItemPrice
:----:----:----
**CPU** [AMD Ryzen 7 7800X3D 4.2 GHz 8-Core Processor](https://pcpartpicker.com/product/3hyH99/amd-ryzen-7-7800x3d-42-ghz-8-core-processor-100-100000910wof) $430.00
**CPU Cooler** [NZXT Kraken Elite 280 RGB 90.79 CFM Liquid CPU Cooler](https://pcpartpicker.com/product/XH26Mp/nzxt-kraken-elite-280-rgb-9079-cfm-liquid-cpu-cooler-rl-kr28e-w1) $270.00
**Motherboard** [Gigabyte B650I AORUS ULTRA Mini ITX AM5 Motherboard](https://pcpartpicker.com/product/bYytt6/gigabyte-b650i-aorus-ultra-mini-itx-am5-motherboard-b650i-aorus-ultra) $230.00
**Memory** [Corsair Vengeance RGB 32 GB (2 x 16 GB) DDR5-6000 CL30 Memory](https://pcpartpicker.com/product/xmYmP6/corsair-vengeance-rgb-32-gb-2-x-16-gb-ddr5-6000-cl30-memory-cmh32gx5m2b6000z30) $140.00
**Storage** [Silicon Power XS70 2 TB M.2-2280 PCIe 4.0 X4 NVME Solid State Drive](https://pcpartpicker.com/product/7R92FT/silicon-power-xs70-2-tb-m2-2280-pcie-40-x4-nvme-solid-state-drive-sp02kgbp44xs7005) $120.00
**Case** [SSUPD Meshlicious (PCIe 4.0) Mini ITX Tower Case](https://pcpartpicker.com/product/g2WzK8/ssupd-meshlicious-pcie-40-mini-itx-tower-case-g99oe759fmw400) $85.00
**Power Supply** [Corsair SF750 750 W 80+ Platinum Certified Fully Modular SFX Power Supply](https://pcpartpicker.com/product/nJrmP6/corsair-750-w-80-platinum-certified-fully-modular-sfx-power-supply-cp-9020186-na) $160.00
**Operating System** [Microsoft Windows 11 Pro OEM - DVD 64-bit](https://pcpartpicker.com/product/yjbTwP/microsoft-windows-11-pro-oem-dvd-64-bit-fqc-10529) $20.00
**Monitor** [LG 34GP83A-B 34.0" 3440 x 1440 144 Hz Curved Monitor](https://pcpartpicker.com/product/CnzFf7/lg-34gp83a-b-340-3440x1440-144-hz-monitor-34gp83a-b) $400.00
**Custom** XFX Speedster MERC319 RX 6950XT Black $609.99
*Prices include shipping, taxes, rebates, and discounts*
**Total** **$2464.99**
Generated by [PCPartPicker](https://pcpartpicker.com) 2023-06-03 22:59 EDT-0400
submitted by monkeydkaizhe to sffpc [link] [comments]
TypeItemPrice
:----:----:----
**CPU** [AMD Ryzen 7 7800X3D 4.2 GHz 8-Core Processor](https://pcpartpicker.com/product/3hyH99/amd-ryzen-7-7800x3d-42-ghz-8-core-processor-100-100000910wof) $430.00
**CPU Cooler** [NZXT Kraken Elite 280 RGB 90.79 CFM Liquid CPU Cooler](https://pcpartpicker.com/product/XH26Mp/nzxt-kraken-elite-280-rgb-9079-cfm-liquid-cpu-cooler-rl-kr28e-w1) $270.00
**Motherboard** [Gigabyte B650I AORUS ULTRA Mini ITX AM5 Motherboard](https://pcpartpicker.com/product/bYytt6/gigabyte-b650i-aorus-ultra-mini-itx-am5-motherboard-b650i-aorus-ultra) $230.00
**Memory** [Corsair Vengeance RGB 32 GB (2 x 16 GB) DDR5-6000 CL30 Memory](https://pcpartpicker.com/product/xmYmP6/corsair-vengeance-rgb-32-gb-2-x-16-gb-ddr5-6000-cl30-memory-cmh32gx5m2b6000z30) $140.00
**Storage** [Silicon Power XS70 2 TB M.2-2280 PCIe 4.0 X4 NVME Solid State Drive](https://pcpartpicker.com/product/7R92FT/silicon-power-xs70-2-tb-m2-2280-pcie-40-x4-nvme-solid-state-drive-sp02kgbp44xs7005) $120.00
**Case** [SSUPD Meshlicious (PCIe 4.0) Mini ITX Tower Case](https://pcpartpicker.com/product/g2WzK8/ssupd-meshlicious-pcie-40-mini-itx-tower-case-g99oe759fmw400) $85.00
**Power Supply** [Corsair SF750 750 W 80+ Platinum Certified Fully Modular SFX Power Supply](https://pcpartpicker.com/product/nJrmP6/corsair-750-w-80-platinum-certified-fully-modular-sfx-power-supply-cp-9020186-na) $160.00
**Operating System** [Microsoft Windows 11 Pro OEM - DVD 64-bit](https://pcpartpicker.com/product/yjbTwP/microsoft-windows-11-pro-oem-dvd-64-bit-fqc-10529) $20.00
**Monitor** [LG 34GP83A-B 34.0" 3440 x 1440 144 Hz Curved Monitor](https://pcpartpicker.com/product/CnzFf7/lg-34gp83a-b-340-3440x1440-144-hz-monitor-34gp83a-b) $400.00
**Custom** XFX Speedster MERC319 RX 6950XT Black $609.99
*Prices include shipping, taxes, rebates, and discounts*
**Total** **$2464.99**
Generated by [PCPartPicker](https://pcpartpicker.com) 2023-06-03 22:59 EDT-0400
2023.06.04 04:57 blurryturtle 2023 Roland Garros Men's & Women's Singles Round 4 Day 1 🐢
Splitting the matches into the daily schedule this round, Monday's matches will go up tomorrow (hopefully this lets me get this stuff up before play finishes for the day). Women's and men's matches are below :
WTA Singles :
Pavlyuchenkova vs Mertens :
After an extended stretch of middling results, Pavlyuchenkova appears to be back in form. She’s been taking the long route to the finish line, requiring third sets in the last two rounds, but wins against Samsonova and Potapova are really high quality stuff. She’ll have a chance at another great win in the next round against Elise Mertens, who is collecting her own Pokedex of big names. Mertens beating Osorio in two was a good sign, but continuing her dominance against Pegula puts her near the peak of her performance results-wise. Generally, I’d like Mertens against Pavlyuchenkova, but I’m not sure how much weight to put into the Pegula win. Jessica really wasn’t at her best, and it seemed like she was fighting off the ball rather than directing it. Pegula hits a very flat ball so if she’s struggling with her timing on clay things can go bad quickly. Mertens played solid but I felt like it was a team effort with Pegula playing poorly to complement Mertens’ play.Pavlyuchenkova has a more traditional swing production and hits the ball very hard. Mertens is faster, but Pavs has a way of keeping the ball out of her opponent’s strike zone and her weight of shot can be effective against someone like Mertens who is more about skill and accuracy than power. There’s really no way this won’t be close. I’m cheering for Mertens but I think Pavlyuchenkova has gotten through higher quality matches thus far and she might be slightly more experienced at this level. Pavlyuchenkova in 3.
Muchova vs Avanesyan :
This round, I guess unsurprisingly, contains a lot of very solid baseliners. I expected Begu to get to a third set against Muchova, but it was evident early that Muchova’s speed around the court was going to play a major difference. There have been a few matches in the past round where lateral speed (or slight lack thereof) was the deciding factor (Hurkacz/Varillas, Fritz/Cerundolo, Tauson/Avanesyan) and that was the case here. For Muchova, this is a very welcome run at a major event. She’s had some huge almost-results at majors, and her results have suffered a bit afterwards. Here is another chance to make the quarterfinals, and she’s a pretty heavy favorite. But is she?Avanesyan seemed outmatched early in her match against Tauson, and Clara was able to hit through her a good portion of the time. Avanesyan had trouble defending her serve, and plan B went into effect. Luckily for her, outlasting Tauson worked. Elina dug in and Tauson started to force the issue, making dropshot errors and sending forehands long. The third set was competitive but Tauson’s narrative about her legs being tired had become fairly public, and she was forcing the issue an awful lot. It’s possible, but it’s really tough to come up with a whole set of offense on slow clay. Avanesyan dug in, and to her credit there was a good 30 minute stretch where she actually didn’t miss the court. The result was pressure on Tauson’s serve, and they traded a number of breaks until ultimately Avanesyan got through.
Muchova having proper stamina means she can win where Tauson ran out of gas. I think it’ll be a lot tougher than the -400 pricetag indicates though. Avanesyan has a heavy forehand, and I’m not exaggerating when I say that she barely missed a shot in her last set of tennis. Working against her is the 12 hours she’s spent on court this week, and Muchova possessing a lot of variety in her offense. It’s just a tough opponent to play for the first time, but given what we’ve seen from Elena so far she’s likely to play her best. Muchova in two, with the second set likely being the closer one.
Svitolina vs Kasatkina :
Svitolina played Blinkova a week ago in the finals of Strasbourg. The odds were even for both. It was a blowout. They played again in the third round, which Svitolina coming in at -340. This time, she barely won in a marathon 3-setter. The quick turnaround runback on tour produces some of the wildest deviations in pricing and results, but it seems like Blinkova’s familiarity with Svitolina’s patterns allowed her to make adjustments. She was a bit more aggressive, and seemed to be a half-step ahead of Svitolina during rallies. The question for Svitolina here is how much she has left. Elina is 6-0 against Kasatkina, although none of the matches are within the last 3 seasons. That type of dominance is due to their similarity. Svitolina and Kasatkina are both extremely consistent, and win from making it clear to their opponent that they’re not going to end the rally. Forcing the issue is tough against them because they have great speed and good defensive skill. The big difference is Svitolina hits the ball very hard, and Kasatkina gets through with finesse.Kasatkina is nearing her best level this week and that makes her a favorite in this matchup for one of the first times ever. She had a very easy match in the third, since Peyton Stearns made a number of errors and seemed to get rattled by the occasion and the scoreboard. She’ll be the fresher player since Svitolina is coming off a title run, but overcoming a player who has always beaten you, and who has an easier time scoring points during neutral rallies can be really difficult. Svitolina’s serve isn’t likely to score a ton of points here, but it’s stronger than Kasatkina’s. This is a bit like the Gauff/Andreeva match to me because I’m a bit more excited to see it play out than I am confident that I know what’s going to happen. Svitolina is Gauff in this one, a bit faster, bringing more power, but not as technically sound with her groundstrokes. Kasatkina is Andreeva, tremendous skill and consistency, but it’ll be hard to end rallies. If Kasatkina wins, I expect it to be in straight sets. Svitolina in 3 is what I’m expecting though.
Stephens vs Sabalenka :
I thought Rakhimova might give Sabelenka a little trouble, but my worry that her old form might return is unfounded, like most worries. Rakhimova went up an early break, but Sabalenka is crushing the ball this week and the slow courts are giving her plenty of time to set up. Having a huge serve is a big boost in this next match, because Stephens is also thriving in these conditions. Sloane doesn’t really play with a sense of urgency, but she’s such a good athlete that she’s able to run down most shots. Putintseva extended rallies and was really effective at working multiple shots and remaining patient until she could employ a dropshot, but overall Stephens was having success while doing less. When she gave up a short ball or was out of position, it felt like Putintseva was under immense pressure to try to end the rally right there. When the same opportunities came for Stephens, she was able to just hit heavy forehands and usually wound up well inside the baseline on the next shot if the ball came back at all. It’s a benefit she won’t have in this matchup, and I’m having a hard time imagining her winning this match.Stephens’ defensive ability and power will let her play even against Sabalenka in a lot of rallies, but a lot of the points she created against Putintseva won’t be here in this one. Sabalenka having power doesn’t make her any better technically than Putintseva, but it means she doesn’t have to focus as much on depth on these returns. Stephens should be competitive but I think she’ll lose by a break in each set. Sabalenka in 2.
ATP Singles :
Khachanov vs Sonego :
This is going to be really good. Generally, Rublev is regarded as a better player than Khachanov. He has had higher rankings, more titles, and his game is more flashy since his groundstrokes are huge and his noises are notorious. Here though, Khachanov is likely a tougher test for Sonego. Sonego was going uphill against Rublev, but he was the player getting more benefit out of his serve. Rublev earning his points is fine, but against a server it can create some pressure over time. Khachanov’s delivery is at least as good as Sonego’s, so it comes down to which player is more solid from the baseline. For me, that’s Khachanov. He has a better backhand, and his forehand is a bit more about arm & muscle than technique but he hits with a heavy Western grip that works well on clay. Sonego is much more efficient in the frontcourt and his dropshots are tremendous, but he’s going to need a mercurial performance here to win.These two have split matches on clay, with Khachanov winning the most recent one. They’re obviously not the same players they were in 2019, but both have made similar amounts of improvement so I think there’s a good chance that the Rome 3-setter is a decent data point. Since Kokkinakis was able to win a set and be competitive in the others, I expect that Sonego’s similar serve/forehand combination can make inroads. Khachanov doesn’t deviate from plan A, and periods where his opponent redlines are acceptable to him and his team. I think Sonego will win a set or two, but the quantity of offense he’ll need to come up with against Khachanov may see him come up a bit short. Rublev has bigger groundstrokes, but his lateral movement is poor compared to Khachanov so I think defense beats offense here. Khachanov in 4-5.
Djokovic vs Varillas :
Djokovic needs to be careful here. Varillas has appeared completely overmatched in every single match in this tournament, and that seems to be when he strikes. Hurkacz was ahead early and looking solid, but I didn’t think it would last. Varillas was putting a lot of returns in play, and Hurkacz makes a lot of rally ball errors on his backhand. I’d say he’s up there with Madison Keys for casual swings that sail long. It’s good to remember that most guys his height can’t even come close to his baseline prowess, but for Varillas the slight inability to escape baseline rallies meant he got worn down as the match went on. Varillas moves the ball extremely well and rarely misses. The 3/5 format seems to really suit him, and having better results as majors is a really good thing for a young player on tour. I can guarantee that he’ll be down in the scoreline again against Djokovic. Can he come back?No. For ADF fans, this was the best chance for him to beat Novak at a major. He played the match of a lifetime, and he didn’t win a set. The best quality matches on tour seem to negate the server’s advantage, and this was no different. Djokovic and ADF combined for 12 breaks across 3 sets, 3 sets which included a 6-2 blowout and still took 3 and a half hours. This was great tennis, and ADF acquitted himself well, but what was clear in this match is that it is extremely difficult to score on Djokovic. Most of the breaks and momentum shifts occurred at changes of ends. The south (if you’re watching TV) side of court Philippe-Chatrier seems to be way more worn at the baseline, and Djokovic and ADF both struggled a bit there in the slightly windy conditions. Something to keep an eye on if you’re betting as there are break markets I suppose.
Varillas is going to treat fans to a gutsy performance, but he’s been winning thus far by outlasting his opponents, and he’s not going to be able to do that here. Add in that those heroic performances mean he’s played 15 sets of tennis already, and he’s likely going to display a lot of heart but quietly be ready to accept the loss also. This is a great moment for an extremely deserving player, but Novak’s level thus far tells me only Musetti/Alcaraz can really compete with him. Djokovic in 3
Alcaraz vs Musetti :
If you have Alcaraz futures, this is going to be a tough sweat. So far this tournament, Alcaraz has looked ridiculous good. I won’t disparage the hard work pros put in, but when you see guys like Alcaraz the mind goes to how good everyone could be if they all took their training to the next level. He has natural gifts of course, and speed can’t be taught, but Carlos has been training harder and playing harder than everyone else on tour for a good 2-3 years now, and it makes it really hard to catch up. You can elevate your game to compete with him, but it becomes the Nadal question of how long you can stay at that level, and what the mental effect is of watching them pull away as you choose between going to a more conservative approach (likely the right choice but equally likely to be a losing effort longterm) or continuing to exert and losing to your own errors. Shapovalov gave us a great show, but his red-line game almost appears to be a fun treat for Alcaraz to play against. The slow conditions are really good for Alcaraz, because he has the ability to generate his own pace and the ultra slippery courts (dry conditions) mean that dynamic movement is a big key.When I’m done gushing about Alcaraz, there is somehow a legit contender waiting. Lorenzo Musetti flies under the radar for big chunks of the season, but here he is one of the few people who can win the title. His defense is tremendous. He is extremely quick around the court and has great skill and depth on his gets. The part that really gives him a chance here is that he has the ability to infuse power at any time. Alcaraz is a rhythm player, and seeing difference paces leads him into the one aspect of his game (besides the serve) that is still less than optimal at times, decision-making. He is suffering a little bit from success lately, and the bailout dropshot or ornate volley/winner for the crowd is entering his game a bit. Carlos is good enough to get away with it, and he is actually good enough at tennis that he still makes a big percentage of these attempts. So wild that occasional highlight reel shots is considered a leak, but it’s hard to find them with Alcaraz so you take what you can get. Criticizing shot selection almost feels a bit absurd here, because pretty much every player from the Spanish federation has exceptional decision-making on the court.
That paragraph was supposed to be about Musetti, so I’ll try again. Musetti rolled Cam Norrie in round 3, and he won the previous meeting against Alcaraz, a three set thriller in Hamburg. Alcaraz has made improvements, but Musetti should still be able to hang. Physically he’s there. He has a good enough serve, he has enough power, and his one-hand backhand presents an interesting challenge for Alcaraz because most one-handers on the tour aren’t that good at this stage; it’s a shot Carlos doesn’t get to train against much. The slow courts and balls mean both players will have a hard time hitting past the other, and that means we’re going to get treated to what I expect to be the best match of the tournament thus far. I don’t think Alcaraz can win this in straight sets, but Musetti has taken losses this year on clay and Alcaraz has pretty much solved every single problem that has presented itself. Alcaraz in 4-5. If he can win this in straights just hand him the trophy.
Ofner vs Tsitsipas :
Sebastian Ofner is in the top 100. This has been a long long long time coming. If you look at the best performers on the Challenger tour for the past few years, his name is at the top of the list. The other guys like Stricker, Bergs, Sachko, etc have gotten their shots on tour though, while Ofner has mostly grinded away. He’s currently ranked 70 in the live rankings though, which means direct entry into Wimbledon and the USO. Ofner is at his best on clay, but he has a big serve and a great work ethic so there’s a good chance he can rack up more points in the North American hardcourt swing. Ofner will have a tough time continuing his run here, as Tsitsipas is playing great tennis. He’s also fresh after a fairly simple match against Diego Schwartzman. Diego battled as usual, but his lack of a serve meant that Tsitsipas was never really in danger. Ofner presents a tougher challenge since he has a great serve, but he got past Fognini through determination and being the slightly more consistent player. Against Tsitsipas, he’s outgunned in the serving and stamina department, and Tsitsipas has a heavier forehand also. It’s no knock on Ofner, but all his specialties here are eclipsed. This section of the draw is shaping up for this to be one of the best majors in a long long time. Tsitsipas in 3-4.2023.06.04 04:52 NaughtySeer The shrooms told me to quit my 6 figure job to date my direct manager. Is that insane?
So I might still have a bit of a high, still seeing rainbows from the light of my computer but I felt that moment of clarity where I cried my eyes out already so maybe I am thinking clearly.
So I have a 6 figure job as a programmer for a top medical school. Have worked there for 5 years. The job is stable and people there treat me well. I am female, 34, still single but seeing someone. It's only been like 4 dates though and though the guy is nice I am kind of forcing myself to date him because I'm already 34 and trying not to be too picky (I didn't actively think that but the shrooms made me aware I was subconsciously thinking that).
Meanwhile I have been struggling with lots of childhood trauma since I had abusive Chinese parents who beat me when I was growing up and they always told me I was worthless and stuff. Those memories have been plaguing me really bad lately. There is this repeated scene where my dad would hit me for crying, so I would cover my mouth with my hands to force myself not to cry, but there is still a whimper coming from my nose so he would hit me for that, and so I cover my nose too until I can't breathe and I am choking. I have REPEATED visions of that. Then for 6 months after college, I couldn't find a job right away because I graduated during the recession with a humanities degree and my mom put me under house arrest until one day I couldn't stand it anymore, I went out in the rain for a walk until the police brought me home 7 hours later. Since then she has tried to become a better person, reinvented herself, blah blah blah, and I feel like I HAVE to accept her now because she has apologized and tried to change.
Since then I've learned a highly valuable tech skillset. I worked very hard and used each job as a stepping stone until the next job until I was making 6 figures. Saved my money by tolerating awful Craigslist roommates until I bought my own home. But now that I've achieved all those tangible goals I've gotten depressed again, cried 8 hours in one day 2 weeks ago, lots of negativity over my parents.
I've heard shrooms would help me with my depression and I've taken very small, careful doses before (400 mg max) but this time I did a full gram because I read that you need a large dose for it to improve your depression.
I decided to do so at the beach because the beach is a happy place so I wanted the happiness of the beach to beam through the unhappiness of the depression I have so I don't have a bad trip. The guy I've been dating said there is this great dog park he likes to go to so we went there. I set up a tent.
I offered him some of my mushrooms, but he only took 200 mg. I took 1 gram. Soon the beach started feeling sickeningly bright so I crawled into my tent. Felt like I saw those Indian-style patterns in my tent fabric even though it's a solid blue tent.
Then my little blonde poodle mix's hair started turning rainbow-y from the light. The guy I have been dating decided to walk his dog and they disappeared from view.
And then I saw my manager's head poke out from the side-view of the tent, and he said "Do you wish I were here instead?" and my heart said yes.
So now let's back up. 5 years ago I had a job interview for my current position. It was a Zoom meeting and we didn't even have our webcams on, but I was instantly attracted to my manager because of both how smart he was and how assertive he was. When we actually met in person for the second interview he was also a lot more handsome than what I expected. For my first 6 months working there I couldn't even look him in the eyes because of how attracted I was to him. But I told myself it was a crush and I would get over it. We never said anything inappropriate to each other, but I sense the tension. Like, once I couldn't get something to fit together -- I think it was a pen clip or something small like that -- and he started putting it together and trying with a lot of intensity to help me, and the office gossip made a snide remark that he was acting like a boyfriend trying to please a girl.
Anyway, 2 years later, COVID hit, and now we work remotely and aren't even in the same office. We are supposed to meet once a week to talk about my work and half of those meetings are even rescheduled because other stuff comes up. But I noticed some unusual things, like we both got fluffy blonde dogs that look near identical during the pandemic despite never saying anything about wanting dogs like that. And a few days ago I mentioned buying a lemon tree for my home and he said it was funny because he was just looking online for lemon trees the same week. We never talked about those things to each other before because it's inappropriate to talk about stuff like that at work. I always think with my head, never my heart. Even though we have meetings with our cameras turned off, and we talk about the dry shit like the accuracy of a machine learning algorithm, his voice is the source of comfort to me.
When I took the shrooms, I expected it to help me deal with the depression with my parents. Was I supposed to just feel better and feel at one with the universe or something? Instead, the shrooms closed a lid on that. It didn't give a SHIT about my parents! It just showed me my manager, poking his head over the side of my tent and asking me if I wanted him to be there. And my heart said yes. And it was so fucking clear.
And now I am asking myself, what's the point of having a secure, 6 figure job if I'm depressed? I already own my own home. But the sane part of me is saying, "wtf, what are you thinking, quitting a 6 figure job and then telling your direct manager you like him? This is insane and came out of nowhere! And what about this new guy you've been dating and trying hard to make yourself like? Give him a chance!"
But I was bawling on the drive home. I don't know. Still trying to process. I went into the shroom trip thinking it would explore my toxic relationship with my parents and it just said "fuck that let's show you that you have a crush on your direct manager."
submitted by NaughtySeer to shrooms [link] [comments]
So I have a 6 figure job as a programmer for a top medical school. Have worked there for 5 years. The job is stable and people there treat me well. I am female, 34, still single but seeing someone. It's only been like 4 dates though and though the guy is nice I am kind of forcing myself to date him because I'm already 34 and trying not to be too picky (I didn't actively think that but the shrooms made me aware I was subconsciously thinking that).
Meanwhile I have been struggling with lots of childhood trauma since I had abusive Chinese parents who beat me when I was growing up and they always told me I was worthless and stuff. Those memories have been plaguing me really bad lately. There is this repeated scene where my dad would hit me for crying, so I would cover my mouth with my hands to force myself not to cry, but there is still a whimper coming from my nose so he would hit me for that, and so I cover my nose too until I can't breathe and I am choking. I have REPEATED visions of that. Then for 6 months after college, I couldn't find a job right away because I graduated during the recession with a humanities degree and my mom put me under house arrest until one day I couldn't stand it anymore, I went out in the rain for a walk until the police brought me home 7 hours later. Since then she has tried to become a better person, reinvented herself, blah blah blah, and I feel like I HAVE to accept her now because she has apologized and tried to change.
Since then I've learned a highly valuable tech skillset. I worked very hard and used each job as a stepping stone until the next job until I was making 6 figures. Saved my money by tolerating awful Craigslist roommates until I bought my own home. But now that I've achieved all those tangible goals I've gotten depressed again, cried 8 hours in one day 2 weeks ago, lots of negativity over my parents.
I've heard shrooms would help me with my depression and I've taken very small, careful doses before (400 mg max) but this time I did a full gram because I read that you need a large dose for it to improve your depression.
I decided to do so at the beach because the beach is a happy place so I wanted the happiness of the beach to beam through the unhappiness of the depression I have so I don't have a bad trip. The guy I've been dating said there is this great dog park he likes to go to so we went there. I set up a tent.
I offered him some of my mushrooms, but he only took 200 mg. I took 1 gram. Soon the beach started feeling sickeningly bright so I crawled into my tent. Felt like I saw those Indian-style patterns in my tent fabric even though it's a solid blue tent.
Then my little blonde poodle mix's hair started turning rainbow-y from the light. The guy I have been dating decided to walk his dog and they disappeared from view.
And then I saw my manager's head poke out from the side-view of the tent, and he said "Do you wish I were here instead?" and my heart said yes.
So now let's back up. 5 years ago I had a job interview for my current position. It was a Zoom meeting and we didn't even have our webcams on, but I was instantly attracted to my manager because of both how smart he was and how assertive he was. When we actually met in person for the second interview he was also a lot more handsome than what I expected. For my first 6 months working there I couldn't even look him in the eyes because of how attracted I was to him. But I told myself it was a crush and I would get over it. We never said anything inappropriate to each other, but I sense the tension. Like, once I couldn't get something to fit together -- I think it was a pen clip or something small like that -- and he started putting it together and trying with a lot of intensity to help me, and the office gossip made a snide remark that he was acting like a boyfriend trying to please a girl.
Anyway, 2 years later, COVID hit, and now we work remotely and aren't even in the same office. We are supposed to meet once a week to talk about my work and half of those meetings are even rescheduled because other stuff comes up. But I noticed some unusual things, like we both got fluffy blonde dogs that look near identical during the pandemic despite never saying anything about wanting dogs like that. And a few days ago I mentioned buying a lemon tree for my home and he said it was funny because he was just looking online for lemon trees the same week. We never talked about those things to each other before because it's inappropriate to talk about stuff like that at work. I always think with my head, never my heart. Even though we have meetings with our cameras turned off, and we talk about the dry shit like the accuracy of a machine learning algorithm, his voice is the source of comfort to me.
When I took the shrooms, I expected it to help me deal with the depression with my parents. Was I supposed to just feel better and feel at one with the universe or something? Instead, the shrooms closed a lid on that. It didn't give a SHIT about my parents! It just showed me my manager, poking his head over the side of my tent and asking me if I wanted him to be there. And my heart said yes. And it was so fucking clear.
And now I am asking myself, what's the point of having a secure, 6 figure job if I'm depressed? I already own my own home. But the sane part of me is saying, "wtf, what are you thinking, quitting a 6 figure job and then telling your direct manager you like him? This is insane and came out of nowhere! And what about this new guy you've been dating and trying hard to make yourself like? Give him a chance!"
But I was bawling on the drive home. I don't know. Still trying to process. I went into the shroom trip thinking it would explore my toxic relationship with my parents and it just said "fuck that let's show you that you have a crush on your direct manager."
2023.06.04 04:46 BreakingTheIce73 Sugar Daddy for Sugar Baby in Louisiana (Open to Arkansas, Mississippi, or Texas)
Clarification Note
- This is a new post format I am trying out on different platforms.- I am going to be more direct in this post, that said if you do not fit the criteria in my post please do not contact me unless you're seeking friendship.
- I am interested in a sugaring dynamic added to BDSM, this takes time. If you want a buyer or a John please avoid me.
- If you're out of country, refer to the first note.
Special NoteIt's Sunday. If you're still hung over, and or still going to have your fun take care of yourself - eat some protein and drink plenty of water. If you have an extreme headache and over the counter meds aren't helping and you're still wanting to be a masochist cayenne pepper mixed with warm water will do the trick. Aside from that, if you do not read this entire post I'll know.
Side Note
If you're curious to get to know me, just ask.
All about what I am looking for and offer
- Age range 18 - 28.- Good Hygiene, you can take care of yourself mentally and physically.
- CIS Female
- Body Type Preference: Slim/Petite to average and or curvy.
- Switches, Switchtastic times are the best times. Slaves, littles, and subs are nice as well though.
- Positive influence, that goes both ways in expectancy.
- Conversation, if you hit me with the ole buy meh nudes I will meme you. If you hit me with with the ole Daddy comment imma hit you with the worst site I can think of which is currently omegle.
- Gamers - preferably a female but if you're a guy and do competitive gaming I am open to a mutually beneficial arrangement in the realm of gaming.
- You're in Louisiana, yes this unfortunately dead state it seems. But if you're in the surrounding states I am open to it.
- Adrenaline junkie - We only have one life, might as well test it a little by zip lining or jumping out of a plane together.
- An Adult, if you've attempted to meet and or have met someone from here or other platforms you know what I am speaking of.
- BDSM, be into it and or open to being guided in it.
- Kinky Oranges, this better be in your first message to me.
Dynamics I align with best
Equal Ownership
Master to slave
Daddy to little
Owner to pet
Care Giver to little
Payment Methods I work with
- Google pay (primary option)
- Amazon Wish List (secondary only, meant for gifts)
- Gift Cards (secondary only, meant for gifts)
- The Dollar (because reddit doesn't like the C word for some reason) (primary option)
- Ko-fi's site (primary option)
- CA (primary option)
- Open to other alternatives if asked.
How my arrangement works
This is meant to be long term, it's going to take time to establish a connection and trust. If you're expecting to talk to me for 2 hours and get 400$ it's not going to happen. Ironically, I was scammed last month out of a starting trial period with a real person for 400$ after speaking to that person for two weeks. I don't always take two weeks to get to know someone but it depends on the vibes. For additional context, I believe this platform does not like the discussion of allowances in post so I will be omitting the allowance amounts from all stages.
Consideration
Where you and I will be when you decide to reach out to me. We'll get to know the other from our vanilla life to our experience in the kink life, learning of the others limitations and interest. At some point I am going to prompt us both to do a SFW verification via call and or picture exchange. Silverware is a thing so don't be surprised if I prompt for something random. I will likely prompt for at least 1 - 2 calls, if we mesh then we mesh. If we don't then we can agree for friendship or parting ways.
If in Louisiana - The above will take place first, then an initial meet to a restaurant will be prompted. I will cover all expenses, and if needed support travel. If we mesh we mesh, if we do not mesh we can part ways and or maintain a friendship.
Trial
In this stage, we've agreed we mesh in chemistry and wish to push forward.
This is a two week trial. In this trial a light core dynamic will begin, I will take on the Dominant role regardless if you're a switch or not. I expect moderate time to be given while we continue to engage with the other. This will include a bare basic rule system to give a glimpse of interest in real time, light NSFW play, and establishing further trust in the other.
If in Louisiana - The above will likely be online. Meets to restaurants and or events will be expected. This is SFW.
Training
In this stage, we've agreed we still mesh in kink and chemistry and wish to push forward.
This will continue into a two week allowance arrangement with occasional gifts. The allowance will be raised from the trial period. This stage will consist through a time span of 2 - 6 months. I will maintain the Dominant role at least for the start dependent on our interest for dynamics. This will be a true start to a generic Dom / sub dynamic that will merge into others as time passes with moderate rules and guidance both in kink and your life as I wish to push you toward your goals. NFSW and SFW.
If in Louisiana - I do expect regular meets which will be determined together, it will be SFW and NSFW for scene play and or sessions along with outtings. Sadistic Pineapples better be in your first message.
If out of state - Semi regular to regular meets are expected. Travel will be covered. First meet will be SFW if you are uncomfortable for anything beyond.
Formal
We've established that we're both in it for the long run. We will either maintain two week allowance periods or weekly allowance periods dependent on what we're looking for. Gifts are regular. A true formality collar is introduced, if you're interested I also have a role play based BDSM contract. A true dynamic will be established between us with my full list of rules, guidance and scene play.
2023.06.04 04:41 rotsihylop [WTS] Andromeda to Redeemer upgrade $60, Pack of 5 Constellation Taurus LTI $690, Glaive LTI $370, Endeavor Masterset 2018 LTI $1250 ◄ Many LTI ships and packs Inside ► Aurora LN SQ42+SC Game Package $65, Referral Code STAR-TGVR-RMW9, Subscribers
- Have your RSI confirmed ►instruction◄, Paypal verified
- Post your purchase intent below
- Paypal fees included in prices
Standalone Special-Offer Ship
| Name | Insurance | Price (USD) | CCU from |
|---|---|---|---|
| 5 x Constellation Taurus | LTI | 690 | 5 x Aopoa Nox LTI |
| 5 x Ares Inferno | LTI | 1010 | 5 x Aopoa Nox LTI |
| Glaive | LTI | 370 | Dragonfly LTI |
| Polaris | LTI | 750 | Dragonfly LTI |
Cross-Chassis Upgrades
| Base Ship | Target Ship | Melt (RSI) | Price (USD) |
|---|---|---|---|
| Andromeda | Redeemer | 25 | 60 |
Original-Concept Combo-Pack Ships/Vehicles
| Name | Contents | Insurance | Melt (RSI) | Price (USD) |
|---|---|---|---|---|
| Caterpillar & Dragonfly Pack | Caterpillar, Dragonfly (Black & Yellow) | LTI | 300 | 375 |
| Endeavor Masterset 2018 | 10 Modules (2 Bio Dome) | LTI | 1000 | 1250 |
| X1 Three-Pack | X1 (Baseline, Velocity, Force) | LTI | 130 | 165 |
| Race Team Pack | X1, Dragonfly, Nox | LTI | 115 | 150 |
| Drake Dragonfly Ride Together Two-Pack | Dragonfly (Black, Yellow) | LTI | 65 | 110 |
| The Tortoise and the Hurricane | Hurricane, Terrapin | LTI | 345 | 450 |
| 600i Series Combo Pack | 600i (Touring & Exploration), G12, X1 | LTI | 835 | 1000 |
| Air and Space Pack | Terrapin, Cyclone-AA | LTI | 250 | 290 |
| All-terrain Vehicle Mega Pack | Cyclone (Standard, AA, RN, RC, TR), Rover (Ursa, Lynx), Greycat PTV | LTI | 405 | 500 |
| Offroad Vehicle Pack | Cyclone TR, Ursa Rover, Greycat PTV | LTI | 110 | 150 |
| Tumbril Cyclone Pack | Cyclone (Standard, AA, RN, RC, TR) | LTI | 255 | 320 |
| Starfarer + Nox 2 Pack | Starfarer, Nox (Standard, Kue) | LTI | 365 | 425 |
| Top Secret Bomber Pack | Eclipse, Gladiator, Retaliator Bomber | LTI | 670 | 770 |
| Banu Combo Pack | Defender, Mechantman | LTI | 515 | 615 |
| Ground Vehicle Pack VIP | Dragonfly Yellow, Nox, X1, Ursa Rover, Cyclone, Nova Tank | LTI | 320 | 420 |
| Deluxe Ground Vehicle Pack | Dragonfly (Black, Yellow), Nox (Black, Kue), X1 (Standard, Velocity, Force), Ursa Rover, Cyclone (Standard, TR, RC, RN, AA), Nova Tank | LTI | 725 | 850 |
Standalone Original-Concept Ships
| Name | Insurance | Melt (RSI) | Price (USD) |
|---|---|---|---|
| Freelancer | LTI | 110 | 150 |
| Vulcan | LTI | 200 | 240 |
| X1 Velocity Edition | LTI | 45 | 70 |
| Hawk | LTI | 90 | 115 |
| Hammerhead | LTI | 650 | 800 |
| Polaris | LTI | 750 | 900 |
| Sabre Comet | LTI | 185 | 225 |
| Gladius Valiant | LTI | 110 | 140 |
| Hornet Wildfire | LTI | 175 | 210 |
| Avenger Titan Renegade | LTI | 75 | 100 |
| Origin 85X | LTI | 50 | 75 |
| Prowler | LTI | 425 | 500 |
| Vanduul Blade | LTI | 250 | 315 |
| Prospector | LTI | 140 | 185 |
| Buccaneer | LTI | 110 | 150 |
| Dragonfly (Black or Yellow) | LTI | 35 | 65 |
| Terrapin | LTI | 195 | 250 |
| Vanguard Hoplite | LTI | 225 | 275 |
| Razor | LTI | 135 | 170 |
| Endeavor Base | LTI | 350 | 450 |
| Hurricane | LTI | 175 | 215 |
| Banu Defender | LTI | 185 | 230 |
| Eclipse | LTI | 275 | 340 |
| Nox Kue | LTI | 40 | 65 |
| 600i Luxury | LTI | 400 | 475 |
| 600i Exploration | LTI | 435 | 525 |
Standalone Original-Concept Vehicles
| Name | Insurance | Melt (RSI) | Price (USD) |
|---|---|---|---|
| Cyclone | LTI | 50 | 75 |
| Cyclone-AA | LTI | 70 | 95 |
| Cyclone-RN | LTI | 55 | 80 |
| Cyclone-RC | LTI | 55 | 80 |
| Cyclone-TR | LTI | 55 | 80 |
| Nova Tank | LTI | 105 | 130 |
Original-LTI Game Packages
| Ship | Insurance | Games | Hangar | Starting | Melt (RSI) | Price (USD) |
|---|---|---|---|---|---|---|
| UEE Exploration Pack | LTI | SQ42 + SC | VFG Industrial | 20,000 UEC | 495 | 700 |
| Exploration Mega Pack | LTI | SQ42 + SC | VFG Industrial | 20,000 UEC | 895 | 1100 |
Game Packages requiring referral code: ►STAR-TGVR-RMW9◄ +5,000 UEC bonus
| Ship | Insurance | Games | Hangar | Starting | Melt (RSI) | Price (USD) |
|---|---|---|---|---|---|---|
| Aurora LN | 3M | SQ42 + SC | SelfLand | 1,000 UEC | 45 | 65 |
Hangar Flairs Subscribers Exclusives
| Name | Melt (RSI) | Price (USD) |
|---|---|---|
| Kastak Arms Custodian SMG Citizen 2947 Edition | 5 | 15 |
| UEE Calendar | 5 | 15 |
| Stellarsonic Jukebox | 5 | 15 |
| Locker from Another Universe | 5 | 15 |
| Mr. Refinement's Cabinet | 5 | 15 |
| Patron of the Arts Award | 5 | 15 |
| Puglisi Collection Planet Artifact | 5 | 15 |
| Puglisi Collection Vanduul Scythe Armor | 5 | 15 |
| Puglisi Collection Vasli Fragment Stone | 5 | 15 |
| Puglisi Collection Kamposi Magnus Skull | 5 | 15 |
| Puglisi Collection AV8 Battle Armor Replica | 5 | 15 |
| Space Flower - Emperor Blossom | 5 | 15 |
| Space Cactus - Kavische | 5 | 15 |
| Space Plant - Ophelia Vine | 5 | 15 |
| Conner's Beard Moss | 5 | 15 |
| Opera Mushroom | 5 | 15 |
| Revenant Tree | 5 | 15 |
| "Tears of Fire" Painting | 5 | 15 |
| Hitbox Magazine | 5 | 15 |
| Icarus One Holographic Model | 5 | 15 |
| Takuetsu RSI Constellation Phoenix 2944 | 5 | 15 |
| Takuetsu MISC Freelancer MIS 2944 | 5 | 15 |
| Takuetsu Mini Reliant Kore | 5 | 15 |
| Takuetsu Mini Aegis Sabre | 5 | 15 |
| Takuetsu Mini Hornet F7C-R | 5 | 15 |
| Takuetsu Series Mustang Beta | 5 | 15 |
| Takuetsu Series Aurora ES | 5 | 15 |
| Takuetsu 350R Ship Model | 5 | 15 |
| Takuetsu Starfarer Model | 5 | 15 |
| Takuetsu Aegis Avenger Model | 5 | 15 |
| Takuetsu Khartu-Al Model | 5 | 15 |
| Takuetsu Aegis Gladius | 5 | 15 |
| Takuetsu Mustang Delta Model | 5 | 15 |
| Takuetsu Origin M50 | 5 | 15 |
| Takuetsu Mustang Gamma | 5 | 15 |
| Takuetsu Golden Herald | 5 | 15 |
2023.06.04 04:20 redd-or45 Gen 1 Avalon DYI O2 sensor replacement report for those interested
Gen 1 Avalon. Had been getting CEL about every 300-500 miles after resetting it. Code was P0153 (bank 2 sensor 1). Original sensor that was 27 years and 189K miles.
Most independent shops wanted about $350-400 dollars for the job so I looked at the internet and thought why not try it.
Part Denso $55
Time 2 hours
Starting from my research I thought the problem would be getting the old, but easily accessible, sensor out of the exhaust manifold. For me this was wrong. Went into it with PT blaster, torch and appropriate wrench available.
Time to remove existing sensor from manifold with 7/8 inch open end wrench - 1 minute. No torch or penetrating oil needed.
Time taken to carefully disconnect the sensor male plug from female plug in the harness about 2 hours.
This plug is nested tightly between the transmission fluid dipstick, large coolant pipe and a couple of metal vacuum pipes. Maybe 2 inches of slack in wires from female plug to main harness. Harness, wires, and plastic plugs stiff with aging and covered with decades of thick oil film. Using lots of mild solvents and rags was able to clean off and flush the connector. Then finally get it separated by carefully wiggling the connector while holding with pliers.
Reconnecting the new sensor was also not trivial because of the tight space the connection sets in.
Started engine and no CEL but that may be because I had disconnected the battery to do the job. Time will tell. I have my bruised fingers crossed.
If I had to do it again I would just pay the shop. Who would have thought that a seemingly simple job would become a trial.
submitted by redd-or45 to Toyota [link] [comments]
Most independent shops wanted about $350-400 dollars for the job so I looked at the internet and thought why not try it.
Part Denso $55
Time 2 hours
Starting from my research I thought the problem would be getting the old, but easily accessible, sensor out of the exhaust manifold. For me this was wrong. Went into it with PT blaster, torch and appropriate wrench available.
Time to remove existing sensor from manifold with 7/8 inch open end wrench - 1 minute. No torch or penetrating oil needed.
Time taken to carefully disconnect the sensor male plug from female plug in the harness about 2 hours.
This plug is nested tightly between the transmission fluid dipstick, large coolant pipe and a couple of metal vacuum pipes. Maybe 2 inches of slack in wires from female plug to main harness. Harness, wires, and plastic plugs stiff with aging and covered with decades of thick oil film. Using lots of mild solvents and rags was able to clean off and flush the connector. Then finally get it separated by carefully wiggling the connector while holding with pliers.
Reconnecting the new sensor was also not trivial because of the tight space the connection sets in.
Started engine and no CEL but that may be because I had disconnected the battery to do the job. Time will tell. I have my bruised fingers crossed.
If I had to do it again I would just pay the shop. Who would have thought that a seemingly simple job would become a trial.
2023.06.04 04:17 duellingislands 4:50 EEST; The Sun is Rising Over Kyiv on the 466th Day of the Full-Scale Invasion. This week's entry in our series on Ukrainian Recipes is Verhuny, decadent but easy treats that are always best when made at home. + Discussion + Charities
 | 🇺🇦 Слава Україні! 🇺🇦_______________________________Another entry in our series on Ukrainian cuisine! Previous entries: Borshch Varenyky Salo Syrniki Korovai Horilka Pampushky Banosh Hrechanyky Kyivskyi Cake Makivnyk Vyshnyak Drunken Cherry Cake Varenukha Pumpkin Porridge Lazy Varenyky Holubtsi Kolach Kvas Christmas Borshch Uzvar Kutya Beetroot Salad Kapusnyak Nalysnyk Bublyk Deruny Wild Mushroom Sauce Yavorivskyi Pie Spring Dough Birds Kholodets Easter Bread (Babka/Paska) Khrin & Tsvikli Shpundra Teterya Green Borshch Kalatusha Elderflower Kvas Crimean Tatar Chebureky Ryazhanka _______________________________ VerhunyDon't make any sudden movements.One of the most prominent sweet treats you're likely to see on your road trip across Ukraine is Verhuny. They are not just a part of the pantheon of Ukrainian desserts - in fact, they are a member of a veritable club of "fried dough cookie/pastry kinds of things" commonly referred to internationally as angel wings, a dish that is itself a notable member of the grander European family of cuisine. Ukraine's version also its own unique details. Verhuny are fried dough pastries that have often been kissed by just a little alcohol - like Horilka. While I don't believe I've ever heard of them being made with yeasted dough, they were/are often traditionally made with cultured dairy products like sour cream or Kefir (I included a Kefir-based recipe below). If you're a civilized person that is an enjoyer of fried dough confections, Verhuny will introduce itself as an old familiar friend. Okay, don't make eye contact. Just keep walking. Verhuny come in many shapes and sizes depending on the mood or inclinations of the chef. Its name likely comes from an old word that means to weave. It's also worth mentioning that it is not uncommon in Ukraine for this same type of cookie to be referred to as Khrustyky (which roughly means crunchy things), which is also what they are referred to as in Poland from what I gather. A Verhun by any other name would indeed taste as sweet. These are very old desserts - in fact, there's a whole museum called the Living Museum of Verhuny that is dedicated to this cookie in Poltava region! Here are some pics of their sweet activities: The museum holding an event. This woman looks just like my Aunt Marusya. Photo: ЖИВИЙ МУЗЕЙ Вергунів on Facebook. There was a flour accident. Photo: ЖИВИЙ МУЗЕЙ Вергунів on Facebook. This is how Ukrainians feel about Verhuny. Photo: ЖИВИЙ МУЗЕЙ Вергунів on Facebook. Verhuny are super easy to make at home. Made at home is best! I would like to hold a little poll in the comments because you may have noticed I am being coy and non-committal about using the terms cookie vs. pastry in regards to Verhuny. Please leave a comment dissertation on which terms best fits this delicacy. _______________________________ How to Make VerhunyPhoto: Klopotenko.comRecipe from Ievgen Klopotenko! Ingredients
Step 1: In a deep bowl combine flour, baking powder, and sugar. Step 2: Beat 1 egg and add it to the flour fix. Add Kefir. Mix with a spoon. Step 3: Dust the work surface with flour and knead the dough until it does not stick to your hands. You can use a kitchen aid with a proper attachment. Step 4: Make a ball from the dough, wrap in cling film and leave to rest for 20 minutes. Step 5: Cut off a section of a dough and roll it out into a round shape about 3 - 4mm thick (0.1-0.15 of an inch). Step 6: Cut strips about 6cm (2.5 inches) wide and cut them into rhombuses 9-10cm long (little under 4 inches). Step 6. Step 7: Make a 4cm (~1.5 inch) slit in the middle of each and pull one edge through the that slit in the middle you just made. Step 7. Step 8: Heat a pan, or a deep fryer with 500 ml of sunflower oil. Fry the dough on both sides, turning with a slotted spoon until a brown crust appears. Step 9: Put the finished Verhuny on a plate covered with a paper towel to absorb excess oil. When they cool down, sprinkle 50 g of powdered sugar and serve. Step Eat. _______________________________ The 466th day of a nine year invasion that has been going on for centuries. One day closer to victory. 🇺🇦 HEROYAM SLAVA! 🇺🇦_______________________________Verified Charities
|
2023.06.04 04:07 BigBlueMagic BE HEARD!!!! Last chance to stop TERRIBLE STADIUM HANDOUT!!!!
(I also posted this in /vegaslocals. If reposting here isn't allowed, I apologize, and feel free to take down).
Hey Everybody!!!
I just want to keep you in the loop on what’s going on with Oakland A’s owner John Fisher’s request to have the Nevada Legislature give him up to $380 million in public funds for a new stadium. The Legislative session ENDS MONDAY, which means that they will ram this through very quickly in the next 48 hours or so or call a special session.
NOW IS THE TIME FOR YOU TO SPEAK OUT!!!! I have put together a fairly well-documented argument below demonstrating that this is a bad deal and Fisher is a terrible partner. Please share this post and information as widely as you can! Most importantly, contact members of the Legislature and BE HEARD!!! Be sure to tell them that you live in Nevada!!!
Contact your Assemblyperson and State Senator!!
Assembly contact info: https://www.leg.state.nv.us/App/LegislatoA/Assembly/Current
State Senate Contact info: https://www.leg.state.nv.us/App/LegislatoA/Senate/Current
If you would like, you could use or modify this sample letter which contains URL links supporting the claims.
TLDR Bullet Points For Big Argument Below:
1. They Don’t Want to Hear From You
Fisher and Kaval strategically waited until the 11th hour to release details about the handout. From USA Today:
They didn’t want you to know about the hearing and your opportunity to be heard. And if, by chance you did hear about it, they didn’t want you to be able to show up and be heard. They are not very subtle about their preference to not hear from you, the unwashed masses.
Guess who else wasn’t there? A’s owner John Fisher and President Dave Kaval. I am not making this up. They didn’t bother to show up to the Memorial Day hearing. They want us to give them hundreds of millions of dollars, but couldn’t be bothered to show up at the hearing and answer questions themselves? Where were they Monday night? What was so important they couldn’t be bothered to show up for a public hearing to answer questions in public? Fisher and his army of lobbyists have had weeks to meet privately with lawmakers behind closed doors. Are you telling me Fisher couldn’t give us regular folks two hours in public?
2. What Are Our Priorities?
There’s no way to sugarcoat it. Nevada, and in particular the Clark County School District, fail to provide adequate public education. Nevada ranks 49th out of 50 for educational attainment. Of the 50 largest metropolitan areas in the United States, Las Vegas ranks second worst for schools. This is unacceptable, yet real education reform is never a priority for the same politicians who are willing to pull the Memorial Day/Stanley Cup Playoff hearing shenanigans for Fisher.
If our elected officials can turn on a dime to hand out hundreds of millions of dollars to a billionaire for a sports stadium, why can’t they act with similar urgency for our disastrous public school system?
Our failed public schools, especially CCSD, are the most significant impediment to economic growth and diversification. The number one reason companies and individuals are reluctant to relocate to Las Vegas are our terrible public schools. If we want to create economic growth, we need to fund and fix our public schools, not build another billionaire a sports stadium.
3. The Numbers Don’t Make Sense. They’re Basically Fraud.
Whenever a billionaire asks the public to finance his stadium, the ask is always accompanied by a series of fantastical economic projections. If you watched the Memorial Day/Stanley Cup Playoff hearing, you saw a powerpoint presentation made by Fisher’s hired lobbyists. The numbers presented by Fisher’s lobbyists aren’t simply slightly embellished, they are disconnected from reality.
First, there is the claim that Fisher’s publicly funded stadium will bring an additional 400,000 tourists. John Mehaffey breaks down this non-sensical claim in the Nevada Independent:
Stanford economics professor Roger Noll agrees with Mehaffey that the attendance numbers Fisher projects are not credible. From USA Today:
The total payroll for the 2023 A’s is just $59,630,474, just 37% of the MLB average payroll of $116,112,414 and just 17% of the highest-spending New York Mets ($345,474,042). To provide context, the highest paid players in the league, Max Scherzer and Justin Verlander, will each make $43,333,333. Verlander’s salary, by itself, is 72% of the entire A’s roster!
This meager spending is by choice, not necessity. It’s a strategy that works. From Sports Illustrated:
Why do this? Wouldn’t a competitive team generate more revenue? In Major League Baseball, there is a revenue sharing agreement among the franchises, intended to help smaller markets field competitive teams. Fisher uses revenue sharing, and dumping talent, to be one of the most profitable owners in baseball. From the New York Post:
5. History Repeating: Quakes Publicly Funded Stadium
There seems to be some hopeful thinking that if we give John Fisher a stadium handout, he will increase the A’s payroll to become more competitive. A’s President Dave Kaval stirred excitement when he insinuated that the franchise would bankroll a World Series championship team with a new stadium in Las Vegas. “But with more revenues, we want to turn a playoff team into a World Series team. That’s why we’re fighting so hard for a new stadium, whether it’s in Las Vegas or Oakland,” Kaval told the Review-Journal.
Many people, including our elected officials, want to believe this, in good faith. It would be awesome to have a Las Vegas MLB franchise win a World Series!
This isn’t Fisher’s first rodeo with a publicly funded stadium. Fisher is also the owner of the San Jose Quakes of Major League Soccer. From an Associated Press article in the May 25, 2006 Salinas Californian on public financing for a new Quakes stadium: “The Quakes won MLS championships in 2001 and 2003 led by former star forward Landon Donovan but attendance slid to an average of just 13,037 fans last season.” Sound familiar?
So what happened? Did Fisher increase player payroll once he obtained his publicly financed soccer stadium?
From the San Jose Mercury News:
The Raiders and A’s shared the Oakland Coliseum for decades. Aces and Raiders owner Mark Davis is very familiar with what it means to “partner” with John Fisher. Davis did not hold back when he spoke with the Review-Journal:
Sources:
“A’s Stadium Math Doesn’t Add Up.” The Nevada Independent, May 30, 2023. https://thenevadaindependent.com/article/as-stadium-math-doesnt-add-up.
Graney, Ed. “Graney: A’s Penny-Pinching a Reason for Las Vegas to Reassess.” Journal, March 18, 2022. https://www.reviewjournal.com/sports/sports-columns/ed-graney/graney-as-penny-pinching-a-reason-for-las-vegas-to-reassess-2547852/.
Gutierrez, Ana. “Nevada Ranks as the Second Least Educated State in America.” KLAS, February 17, 2022. https://www.8newsnow.com/news/local-news/nevada-ranks-as-the-second-least-educated-state-in-america/.
Jenkins, Bruce. “MLB Has Punished Other Owners. Why Is A’s John Fisher Getting a Pass?” San Francisco Chronicle, June 3, 2023. https://www.sfchronicle.com/sports/jenkins/article/john-fisher-mlb-oakland-18130516.php.
Katsilometes, John. “Raiders Owner Rips Oakland Athletics’ Likely Move to Las Vegas.” Journal, April 27, 2023. https://www.reviewjournal.com/entertainment/entertainment-columns/kats/raiders-owner-rips-oakland-athletics-likely-move-to-las-vegas-2765229/?xxyy.
Lacques, Gabe. “Why A’s Las Vegas Stadium Gambit May Be a Losing Bet: ‘It’s Just Nonsense.’” USA Today, June 1, 2023. https://www.usatoday.com/story/sports/mlb/athletics/2023/06/01/oakland-as-move-las-vegas-stadium-gambit-losing-bet/70277528007/.
Lozito, Nick. “‘this Is Not Our Fault:’ Oakland A’s Fans Are Defending Their Image.” The Oaklandside, May 5, 2023. https://oaklandside.org/2023/05/01/oakland-athletics-leaving-las-vegas-john-fisher-dave-kaval-fans/.
“MLB 2023 Payroll Tracker.” Spotrac.com. Accessed June 3, 2023. https://www.spotrac.com/mlb/payroll/.
Oakland Athletics made over $60 million in 2023 - Sports Illustrated ... Accessed June 4, 2023. https://www.si.com/mlb/athletics/news/oakland-athletics-made-over-60-million-in-2023.
Shea, John. “Don’t Believe John Fisher’s Propaganda: A’s Fans Are the Best in Baseball.” San Francisco Chronicle, June 1, 2023. https://www.sfchronicle.com/sports/athletics/article/oakland-a-s-fans-aren-t-reason-team-las-vegas-18126429.php.
Simon, Alex. “Would New Oakland A’s Ballpark Lead to More Spending? John Fisher’s Other Team Shows That May Not Be the Case.” The Mercury News, May 17, 2023. https://www.mercurynews.com/2023/05/16/would-new-oakland-as-ballpark-lead-to-more-spending-john-fishers-other-team-shows-that-may-not-be-the-case/.
Wootton-Greener, Julie. “Las Vegas Area Schools Ranked Second-Worst in Nation for Quality.” Journal, December 9, 2021. https://www.reviewjournal.com/local/education/las-vegas-area-schools-ranked-second-worst-in-nation-for-quality-2493177/.
submitted by BigBlueMagic to Nevada [link] [comments]
Hey Everybody!!!
I just want to keep you in the loop on what’s going on with Oakland A’s owner John Fisher’s request to have the Nevada Legislature give him up to $380 million in public funds for a new stadium. The Legislative session ENDS MONDAY, which means that they will ram this through very quickly in the next 48 hours or so or call a special session.
NOW IS THE TIME FOR YOU TO SPEAK OUT!!!! I have put together a fairly well-documented argument below demonstrating that this is a bad deal and Fisher is a terrible partner. Please share this post and information as widely as you can! Most importantly, contact members of the Legislature and BE HEARD!!! Be sure to tell them that you live in Nevada!!!
Contact your Assemblyperson and State Senator!!
Assembly contact info: https://www.leg.state.nv.us/App/LegislatoA/Assembly/Current
State Senate Contact info: https://www.leg.state.nv.us/App/LegislatoA/Senate/Current
If you would like, you could use or modify this sample letter which contains URL links supporting the claims.
Dear Senator or Assemblyperson [Last Name], I am writing to express my strong opposition to the proposed public funding for John Fisher's baseball stadium in Nevada. I believe this project should be stopped for several reasons: Lack of transparency: Fisher and his team deliberately released funding details at the last minute and scheduled the only public hearing on Memorial Day evening, during a Golden Knights playoff game, limiting public awareness and participation. This is a shameful subversion of democracy and I hope you had no part in it. Neglected education system: Nevada ranks 49th out of 50 in educational attainment. Our focus should be on improving public schools, not funding a billionaire's stadium. Unrealistic economic projections: Expert analysis discredits the claim that the stadium will attract an additional 400,000 tourists, which, even if true, would only be a 1% increase on an annual basis. A Stanford economics professor expressed his belief that Fisher’s Stadium will result in the equivalent of a few hundred, permanent, long-term jobs. Fisher’s economic projections are detached from reality and unreliable. Fisher's history: His track record with the San Jose Quakes, another publicly funded stadium venture, raises concerns about his commitment to investing in player payroll and creating a competitive team. Fisher owns the Quakes. After he was given a public handout for a stadium, he did not change or competitively fund his soccer team. Troubled partnerships: Mark Davis of the Raiders, who shared the Oakland Coliseum with the A’s, has expressed frustration with Fisher's management group. MLB owners are also frustrated by doing business with Fisher. Nevada should expect to have the same experience if we proceed. I urge you to oppose public funding for John Fisher's stadium. Let's prioritize transparency, education, and responsible use of public funds for the benefit of all Nevada residents. Thank you for your attention to this matter. Please consider my perspective as you make your decision. Should you require further information or have any questions, I am available to discuss this issue. Sincerely, [Your Name]Feel free to modify, expand or use as-is. You can also write your own letter too. I'm just trying to make this as easy as possible for everyone so that we are HEARD!
TLDR Bullet Points For Big Argument Below:
- Oakland A’s owner John Fisher, and team President Dave Kaval, strategically released details about stadium funding to minimize public awareness and participation. They released the legislation on Friday of Memorial Day weekend and the only public hearing was on Memorial Day during the Golden Knights playoff game.
- Fisher and Kaval failed to even show up at the Memorial Day hearing, demonstrating a lack of accountability and a disregard for public concerns. They have never publicly answered any questions.
- The prioritization of funding for a sports stadium over public education in Nevada, particularly the Clark County School District, is concerning.
- Economic projections presented by Fisher's lobbyists are questionable and disconnected from reality, as experts have pointed out.
- Fisher's history with the San Jose Quakes of Major League Soccer raises doubts about his commitment to investing in a competitive team with public funds.
- The low payroll of the A's compared to other MLB teams suggests a strategy of minimizing expenses for greater profitability.
- Mark Davis, owner of the Raiders and A's shared the Oakland Coliseum, expressed personal animosity towards Fisher and his management approach. Other MLB owners have expressed similar frustration about doing business with Fisher.
- Elected leaders should consider these concerns and prioritize the needs of the community over the interests of wealthy individuals.
1. They Don’t Want to Hear From You
Fisher and Kaval strategically waited until the 11th hour to release details about the handout. From USA Today:
The A’s, their cadre of lobbyists in Nevada and friendly politicians and tourist officials are doing their best to hide the sausage, introducing, finally, legislation for state funding of myriad projects on the Friday night of a holiday weekend, and then offering public discussion on the evening of Memorial Day. Pretty slick! And it sounds like Gov. Joe Lombardo’s signature would be waiting.The only public hearing on giving away hundreds of millions of dollars occurred on Memorial Day. And not just on Memorial Day — it was in the evening during Game Six of the Western Conference Finals where the Golden Knights punched their tickets to the Stanley Cup Finals. A hearing at 4:00 AM on Christmas morning would have received a higher profile and greater public scrutiny.
They didn’t want you to know about the hearing and your opportunity to be heard. And if, by chance you did hear about it, they didn’t want you to be able to show up and be heard. They are not very subtle about their preference to not hear from you, the unwashed masses.
Guess who else wasn’t there? A’s owner John Fisher and President Dave Kaval. I am not making this up. They didn’t bother to show up to the Memorial Day hearing. They want us to give them hundreds of millions of dollars, but couldn’t be bothered to show up at the hearing and answer questions themselves? Where were they Monday night? What was so important they couldn’t be bothered to show up for a public hearing to answer questions in public? Fisher and his army of lobbyists have had weeks to meet privately with lawmakers behind closed doors. Are you telling me Fisher couldn’t give us regular folks two hours in public?
2. What Are Our Priorities?
There’s no way to sugarcoat it. Nevada, and in particular the Clark County School District, fail to provide adequate public education. Nevada ranks 49th out of 50 for educational attainment. Of the 50 largest metropolitan areas in the United States, Las Vegas ranks second worst for schools. This is unacceptable, yet real education reform is never a priority for the same politicians who are willing to pull the Memorial Day/Stanley Cup Playoff hearing shenanigans for Fisher.
If our elected officials can turn on a dime to hand out hundreds of millions of dollars to a billionaire for a sports stadium, why can’t they act with similar urgency for our disastrous public school system?
Our failed public schools, especially CCSD, are the most significant impediment to economic growth and diversification. The number one reason companies and individuals are reluctant to relocate to Las Vegas are our terrible public schools. If we want to create economic growth, we need to fund and fix our public schools, not build another billionaire a sports stadium.
3. The Numbers Don’t Make Sense. They’re Basically Fraud.
Whenever a billionaire asks the public to finance his stadium, the ask is always accompanied by a series of fantastical economic projections. If you watched the Memorial Day/Stanley Cup Playoff hearing, you saw a powerpoint presentation made by Fisher’s hired lobbyists. The numbers presented by Fisher’s lobbyists aren’t simply slightly embellished, they are disconnected from reality.
First, there is the claim that Fisher’s publicly funded stadium will bring an additional 400,000 tourists. John Mehaffey breaks down this non-sensical claim in the Nevada Independent:
The 400,000 number seems inflated to me. The A’s host 81 baseball games per year. This projection assumes 4,938 tourists at each game that would otherwise not be in Las Vegas. Considering only one American League market is within a reasonable driving distance, most of these tourists would fly to see their home team. Many or most of these tourists would go to two or three games in a series to justify this travel. If the average number is two games, that puts 9,877 visitors in the stadium per home game. If those fans go to an entire three-game series, that number is 14,815. If the 1.8 million locals attendance prediction is accurate, and visiting fans tend to go to a series as opposed to just one game, the A’s project that they will sell out the stadium's 35,000-seat capacity every home game. If visitors go to only two games, that is 90 percent of capacity. That is a bold projection for a team that was last in attendance in 2022 and at the bottom so far in 2023, especially since no MLB team comes close to selling out all its home games. The lack of flights makes 400,000 new visitors seem impossible Most teams that would visit the Las Vegas A’s stadium are in the American League. Most are in the east where nonstop flights to Las Vegas are scarce. For example, I found five or fewer nonstop flights per day from six of the other 14 American League cities. Four of those six teams had home stadium attendance below 20,000 per game in 2022. It’s hard to imagine that 10,000 or 15,000 fans will fly across the country for a series when that is around the average attendance for the 81 home games in their own cities. Some displaced fans may be within driving distance, but the point is one that needs to be considered. Las Vegas would need dozens of flights per series that don’t exist to accommodate this prediction.Mehaffey also points out that Miami, which recently built a publicly financed stadium, also has 40 million visitors a year, just like Las Vegas. However, the Miami metro is substantially larger than Las Vegas. “In 2022, the Miami Marlins averaged 11,204 per game. A market with a much larger metro population that posts similar tourism numbers does not come close to the A’s projections. There is no reason to think Las Vegas will be different.”
Stanford economics professor Roger Noll agrees with Mehaffey that the attendance numbers Fisher projects are not credible. From USA Today:
“Baseball is different than the NFL,” Roger Noll, professor of economics emeritus at Stanford University, tells USA TODAY Sports. “This notion that of those 162 baseball games, I've got to see those three that are between the A's and the Royals in Las Vegas - it's just nonsense, right? It's not true, it's not going to happen. “That's the fundamental reason why economists, when they do research on the impact of sports teams, typically find that the effect on local incomes and employment is slightly negative.”But what about job creation?
Noll says the hours that stadium workers put in – for 81 games a year – computes to roughly 15% of a full-time job. “So the 500 people who work at the stadium on game day, you got to multiply that by .15 to get the number of full-time equivalent jobs, which means it's less than 100. Wow,” says Noll. “You know, $1.5 billion to create less than 100 jobs, right? Wow.”4. Grossly Underfunded Payroll
The total payroll for the 2023 A’s is just $59,630,474, just 37% of the MLB average payroll of $116,112,414 and just 17% of the highest-spending New York Mets ($345,474,042). To provide context, the highest paid players in the league, Max Scherzer and Justin Verlander, will each make $43,333,333. Verlander’s salary, by itself, is 72% of the entire A’s roster!
This meager spending is by choice, not necessity. It’s a strategy that works. From Sports Illustrated:
The A's were a top-5 team in 2022. Not on the field. The A's finished with a 60-102 record, second-worst only ahead of the Washington Nationals. On the spreadsheets though, they netted $62.2 million according to a report from Forbes. The only teams they finished behind were the revamped Seattle Mariners who made the playoffs for the first time in two decades, the San Francisco Giants, the Boston Red Sox, and the Baltimore Orioles who had a Mariners-esque upswing and an A's-esque payroll.When the A’s do develop talent, they quickly jettison those players to avoid paying them their true worth on the market. As Review-Journal columnist Ed Graney explained, when Fisher’s A’s have experienced success, the response has been to break down the team and sell off the parts. Graney concluded: “John Fisher is an owner with deep, deep pockets who (incredibly) has always acted in a way that he can’t afford to hand out exorbitant contracts to his best players. About him, an overwhelmingly popular opinion is that he simply doesn’t want to.”
Why do this? Wouldn’t a competitive team generate more revenue? In Major League Baseball, there is a revenue sharing agreement among the franchises, intended to help smaller markets field competitive teams. Fisher uses revenue sharing, and dumping talent, to be one of the most profitable owners in baseball. From the New York Post:
At least a few rival MLB club owners are annoyed at the Athletics for conducting a major fire sale to enhance their bottom line soon after being added as a new revenue-sharing recipient in a vote by owners. “The idea of revenue sharing is not to make money, it’s to field a competitive team,” one rival owner complained Thursday during the owners’ meetings at MLB headquarters in Midtown. “That money is supposed to go toward player salaries. [The A’s] took the money and put it in their pocket.” Yet another owner, also upset that the A’s didn’t use the money to buy new players, but instead did the opposite and sold three major stars and drastically cut their payroll, referred to the franchise generally as “a mess.”Fisher will not fund a competitive team in Las Vegas if we give him a stadium handout. That would destroy his very profitable business strategy. Why would he do that? The payroll of the Las Vegas A’s will be 30th out of 30 MLB teams, just like the Oakland A’s.
5. History Repeating: Quakes Publicly Funded Stadium
There seems to be some hopeful thinking that if we give John Fisher a stadium handout, he will increase the A’s payroll to become more competitive. A’s President Dave Kaval stirred excitement when he insinuated that the franchise would bankroll a World Series championship team with a new stadium in Las Vegas. “But with more revenues, we want to turn a playoff team into a World Series team. That’s why we’re fighting so hard for a new stadium, whether it’s in Las Vegas or Oakland,” Kaval told the Review-Journal.
Many people, including our elected officials, want to believe this, in good faith. It would be awesome to have a Las Vegas MLB franchise win a World Series!
This isn’t Fisher’s first rodeo with a publicly funded stadium. Fisher is also the owner of the San Jose Quakes of Major League Soccer. From an Associated Press article in the May 25, 2006 Salinas Californian on public financing for a new Quakes stadium: “The Quakes won MLS championships in 2001 and 2003 led by former star forward Landon Donovan but attendance slid to an average of just 13,037 fans last season.” Sound familiar?
So what happened? Did Fisher increase player payroll once he obtained his publicly financed soccer stadium?
From the San Jose Mercury News:
Out of the 29 MLS teams, the Earthquakes rank 21st in guaranteed player compensation and base salary, both on a per-player and teamwide basis. The Earthquakes’ average salary came in at $434,079, nearly $100,000 lower than the overall average salary for an MLS player ($530,467). San Jose’s total spending ($13.022 million) comes in at more than $2.8 million below the average team spending across the league (15.822 million). It’s a continued trend for the Quakes, even after they moved into the state-of-the-art PayPal Park in 2015. The Earthquakes have consistently ranked in the bottom half of the league in spending, per Spotrac, even as the MLS has continued to add new expansion teams over the years. Earthquakes spending rank in MLS by year · 2015 (20 teams) — 15th · 2016 (20 teams) — 11th · 2017 (22 teams) — 16th · 2018 (23 teams) — 19th · 2019 (24 teams) — 19th · 2020 (26 teams) — 17th · 2021 (27 teams) — 24th · 2022 (28 teams) — 22nd · 2023 (29 teams) — 21st That has been reflected in on-field results, too. Since the Earthquakes moved into their new home, they have never finished a season with more wins than losses — the closest they came was in that first year, at 13 wins, 13 losses and eight draws.Nevada should expect Fisher to act in the future as he has in the past. His business strategy is clear: spend as little as possible on player payroll regardless of venue. If Nevada gives Fisher a handout, nobody — nobody — can act surprised when his miserly payroll does not change.
The Raiders and A’s shared the Oakland Coliseum for decades. Aces and Raiders owner Mark Davis is very familiar with what it means to “partner” with John Fisher. Davis did not hold back when he spoke with the Review-Journal:
“I won’t forget what they did to us in Oakland. They squatted on a lease for 10 years and made it impossible for us to build on that stadium,” the Raiders owner said in a phone chat Thursday afternoon, referring to the stadium the A’s and Raiders once shared, the Oakland Coliseum. “They were looking for a stadium. We were looking for a stadium. They didn’t want to build a stadium, and then went ahead and signed a 10-year lease with the city of Oakland and said, ‘We’re the base team.’” … Davis was asked if he could envision an environment where the Silver and Black would cross-promote with the green-and-gold Las Vegas Athletics. “Not with that management group,” Davis said. “I just have, again, a lot of personal animosity toward the front office. But with a new management group? Absolutely.”Mark Davis did business with John Fisher for decades. Davis knows Fisher. Nobody in Nevada has done business with Fisher as much as Davis. Davis’ reaction to Fisher, basically unfiltered instinctual revulsion, should be a massive red flag to our elected leaders who are being plied with sweet nothings by Fisher’s hired guns.
Sources:
“A’s Stadium Math Doesn’t Add Up.” The Nevada Independent, May 30, 2023. https://thenevadaindependent.com/article/as-stadium-math-doesnt-add-up.
Graney, Ed. “Graney: A’s Penny-Pinching a Reason for Las Vegas to Reassess.” Journal, March 18, 2022. https://www.reviewjournal.com/sports/sports-columns/ed-graney/graney-as-penny-pinching-a-reason-for-las-vegas-to-reassess-2547852/.
Gutierrez, Ana. “Nevada Ranks as the Second Least Educated State in America.” KLAS, February 17, 2022. https://www.8newsnow.com/news/local-news/nevada-ranks-as-the-second-least-educated-state-in-america/.
Jenkins, Bruce. “MLB Has Punished Other Owners. Why Is A’s John Fisher Getting a Pass?” San Francisco Chronicle, June 3, 2023. https://www.sfchronicle.com/sports/jenkins/article/john-fisher-mlb-oakland-18130516.php.
Katsilometes, John. “Raiders Owner Rips Oakland Athletics’ Likely Move to Las Vegas.” Journal, April 27, 2023. https://www.reviewjournal.com/entertainment/entertainment-columns/kats/raiders-owner-rips-oakland-athletics-likely-move-to-las-vegas-2765229/?xxyy.
Lacques, Gabe. “Why A’s Las Vegas Stadium Gambit May Be a Losing Bet: ‘It’s Just Nonsense.’” USA Today, June 1, 2023. https://www.usatoday.com/story/sports/mlb/athletics/2023/06/01/oakland-as-move-las-vegas-stadium-gambit-losing-bet/70277528007/.
Lozito, Nick. “‘this Is Not Our Fault:’ Oakland A’s Fans Are Defending Their Image.” The Oaklandside, May 5, 2023. https://oaklandside.org/2023/05/01/oakland-athletics-leaving-las-vegas-john-fisher-dave-kaval-fans/.
“MLB 2023 Payroll Tracker.” Spotrac.com. Accessed June 3, 2023. https://www.spotrac.com/mlb/payroll/.
Oakland Athletics made over $60 million in 2023 - Sports Illustrated ... Accessed June 4, 2023. https://www.si.com/mlb/athletics/news/oakland-athletics-made-over-60-million-in-2023.
Shea, John. “Don’t Believe John Fisher’s Propaganda: A’s Fans Are the Best in Baseball.” San Francisco Chronicle, June 1, 2023. https://www.sfchronicle.com/sports/athletics/article/oakland-a-s-fans-aren-t-reason-team-las-vegas-18126429.php.
Simon, Alex. “Would New Oakland A’s Ballpark Lead to More Spending? John Fisher’s Other Team Shows That May Not Be the Case.” The Mercury News, May 17, 2023. https://www.mercurynews.com/2023/05/16/would-new-oakland-as-ballpark-lead-to-more-spending-john-fishers-other-team-shows-that-may-not-be-the-case/.
Wootton-Greener, Julie. “Las Vegas Area Schools Ranked Second-Worst in Nation for Quality.” Journal, December 9, 2021. https://www.reviewjournal.com/local/education/las-vegas-area-schools-ranked-second-worst-in-nation-for-quality-2493177/.
2023.06.04 03:48 BigBlueMagic BE HEARD!!! Last Chance To Stop the Legislature From Giving Away Hundreds of Millions in Terrible Stadium Handout!!!!!!!
Hey Everybody!!!
I just want to keep you in the loop on what’s going on with Oakland A’s owner John Fisher’s request to have the Nevada Legislature give him up to $380 million in public funds for a new stadium. The Legislative session ENDS MONDAY, which means that they will ram this through very quickly in the next 48 hours or so or call a special session.
NOW IS THE TIME FOR YOU TO SPEAK OUT!!!! I have put together a fairly well-documented argument below demonstrating that this is a bad deal and Fisher is a terrible partner. Please share this post and information as widely as you can! Most importantly, contact members of the Legislature and BE HEARD!!! Be sure to tell them that you live in Nevada!!!
Contact your Assemblyperson and State Senator!!
Assembly contact info: https://www.leg.state.nv.us/App/LegislatoA/Assembly/Current
State Senate Contact info: https://www.leg.state.nv.us/App/LegislatoA/Senate/Current
If you would like, you could use or modify this sample letter which contains URL links supporting the claims.
TLDR Bullet Points For Big Argument Below:
1. They Don’t Want to Hear From You
Fisher and Kaval strategically waited until the 11th hour to release details about the handout. From USA Today:
They didn’t want you to know about the hearing and your opportunity to be heard. And if, by chance you did hear about it, they didn’t want you to be able to show up and be heard. They are not very subtle about their preference to not hear from you, the unwashed masses.
Guess who else wasn’t there? A’s owner John Fisher and President Dave Kaval. I am not making this up. They didn’t bother to show up to the Memorial Day hearing. They want us to give them hundreds of millions of dollars, but couldn’t be bothered to show up at the hearing and answer questions themselves? Where were they Monday night? What was so important they couldn’t be bothered to show up for a public hearing to answer questions in public? Fisher and his army of lobbyists have had weeks to meet privately with lawmakers behind closed doors. Are you telling me Fisher couldn’t give us regular folks two hours in public?
2. What Are Our Priorities?
There’s no way to sugarcoat it. Nevada, and in particular the Clark County School District, fail to provide adequate public education. Nevada ranks 49th out of 50 for educational attainment. Of the 50 largest metropolitan areas in the United States, Las Vegas ranks second worst for schools. This is unacceptable, yet real education reform is never a priority for the same politicians who are willing to pull the Memorial Day/Stanley Cup Playoff hearing shenanigans for Fisher.
If our elected officials can turn on a dime to hand out hundreds of millions of dollars to a billionaire for a sports stadium, why can’t they act with similar urgency for our disastrous public school system?
Our failed public schools, especially CCSD, are the most significant impediment to economic growth and diversification. The number one reason companies and individuals are reluctant to relocate to Las Vegas are our terrible public schools. If we want to create economic growth, we need to fund and fix our public schools, not build another billionaire a sports stadium.
3. The Numbers Don’t Make Sense. They’re Basically Fraud.
Whenever a billionaire asks the public to finance his stadium, the ask is always accompanied by a series of fantastical economic projections. If you watched the Memorial Day/Stanley Cup Playoff hearing, you saw a powerpoint presentation made by Fisher’s hired lobbyists. The numbers presented by Fisher’s lobbyists aren’t simply slightly embellished, they are disconnected from reality.
First, there is the claim that Fisher’s publicly funded stadium will bring an additional 400,000 tourists. John Mehaffey breaks down this non-sensical claim in the Nevada Independent:
Stanford economics professor Roger Noll agrees with Mehaffey that the attendance numbers Fisher projects are not credible. From USA Today:
The total payroll for the 2023 A’s is just $59,630,474, just 37% of the MLB average payroll of $116,112,414 and just 17% of the highest-spending New York Mets ($345,474,042). To provide context, the highest paid players in the league, Max Scherzer and Justin Verlander, will each make $43,333,333. Verlander’s salary, by itself, is 72% of the entire A’s roster!
This meager spending is by choice, not necessity. It’s a strategy that works. From Sports Illustrated:
Why do this? Wouldn’t a competitive team generate more revenue? In Major League Baseball, there is a revenue sharing agreement among the franchises, intended to help smaller markets field competitive teams. Fisher uses revenue sharing, and dumping talent, to be one of the most profitable owners in baseball. From the New York Post:
5. History Repeating: Quakes Publicly Funded Stadium
There seems to be some hopeful thinking that if we give John Fisher a stadium handout, he will increase the A’s payroll to become more competitive. A’s President Dave Kaval stirred excitement when he insinuated that the franchise would bankroll a World Series championship team with a new stadium in Las Vegas. “But with more revenues, we want to turn a playoff team into a World Series team. That’s why we’re fighting so hard for a new stadium, whether it’s in Las Vegas or Oakland,” Kaval told the Review-Journal.
Many people, including our elected officials, want to believe this, in good faith. It would be awesome to have a Las Vegas MLB franchise win a World Series!
This isn’t Fisher’s first rodeo with a publicly funded stadium. Fisher is also the owner of the San Jose Quakes of Major League Soccer. From an Associated Press article in the May 25, 2006 Salinas Californian on public financing for a new Quakes stadium: “The Quakes won MLS championships in 2001 and 2003 led by former star forward Landon Donovan but attendance slid to an average of just 13,037 fans last season.” Sound familiar?
So what happened? Did Fisher increase player payroll once he obtained his publicly financed soccer stadium?
From the San Jose Mercury News:
The Raiders and A’s shared the Oakland Coliseum for decades. Aces and Raiders owner Mark Davis is very familiar with what it means to “partner” with John Fisher. Davis did not hold back when he spoke with the Review-Journal:
Sources:
“A’s Stadium Math Doesn’t Add Up.” The Nevada Independent, May 30, 2023. https://thenevadaindependent.com/article/as-stadium-math-doesnt-add-up.
Graney, Ed. “Graney: A’s Penny-Pinching a Reason for Las Vegas to Reassess.” Journal, March 18, 2022. https://www.reviewjournal.com/sports/sports-columns/ed-graney/graney-as-penny-pinching-a-reason-for-las-vegas-to-reassess-2547852/.
Gutierrez, Ana. “Nevada Ranks as the Second Least Educated State in America.” KLAS, February 17, 2022. https://www.8newsnow.com/news/local-news/nevada-ranks-as-the-second-least-educated-state-in-america/.
Jenkins, Bruce. “MLB Has Punished Other Owners. Why Is A’s John Fisher Getting a Pass?” San Francisco Chronicle, June 3, 2023. https://www.sfchronicle.com/sports/jenkins/article/john-fisher-mlb-oakland-18130516.php.
Katsilometes, John. “Raiders Owner Rips Oakland Athletics’ Likely Move to Las Vegas.” Journal, April 27, 2023. https://www.reviewjournal.com/entertainment/entertainment-columns/kats/raiders-owner-rips-oakland-athletics-likely-move-to-las-vegas-2765229/?xxyy.
Lacques, Gabe. “Why A’s Las Vegas Stadium Gambit May Be a Losing Bet: ‘It’s Just Nonsense.’” USA Today, June 1, 2023. https://www.usatoday.com/story/sports/mlb/athletics/2023/06/01/oakland-as-move-las-vegas-stadium-gambit-losing-bet/70277528007/.
Lozito, Nick. “‘this Is Not Our Fault:’ Oakland A’s Fans Are Defending Their Image.” The Oaklandside, May 5, 2023. https://oaklandside.org/2023/05/01/oakland-athletics-leaving-las-vegas-john-fisher-dave-kaval-fans/.
“MLB 2023 Payroll Tracker.” Spotrac.com. Accessed June 3, 2023. https://www.spotrac.com/mlb/payroll/.
Oakland Athletics made over $60 million in 2023 - Sports Illustrated ... Accessed June 4, 2023. https://www.si.com/mlb/athletics/news/oakland-athletics-made-over-60-million-in-2023.
Shea, John. “Don’t Believe John Fisher’s Propaganda: A’s Fans Are the Best in Baseball.” San Francisco Chronicle, June 1, 2023. https://www.sfchronicle.com/sports/athletics/article/oakland-a-s-fans-aren-t-reason-team-las-vegas-18126429.php.
Simon, Alex. “Would New Oakland A’s Ballpark Lead to More Spending? John Fisher’s Other Team Shows That May Not Be the Case.” The Mercury News, May 17, 2023. https://www.mercurynews.com/2023/05/16/would-new-oakland-as-ballpark-lead-to-more-spending-john-fishers-other-team-shows-that-may-not-be-the-case/.
Wootton-Greener, Julie. “Las Vegas Area Schools Ranked Second-Worst in Nation for Quality.” Journal, December 9, 2021. https://www.reviewjournal.com/local/education/las-vegas-area-schools-ranked-second-worst-in-nation-for-quality-2493177/.
submitted by BigBlueMagic to vegaslocals [link] [comments]
I just want to keep you in the loop on what’s going on with Oakland A’s owner John Fisher’s request to have the Nevada Legislature give him up to $380 million in public funds for a new stadium. The Legislative session ENDS MONDAY, which means that they will ram this through very quickly in the next 48 hours or so or call a special session.
NOW IS THE TIME FOR YOU TO SPEAK OUT!!!! I have put together a fairly well-documented argument below demonstrating that this is a bad deal and Fisher is a terrible partner. Please share this post and information as widely as you can! Most importantly, contact members of the Legislature and BE HEARD!!! Be sure to tell them that you live in Nevada!!!
Contact your Assemblyperson and State Senator!!
Assembly contact info: https://www.leg.state.nv.us/App/LegislatoA/Assembly/Current
State Senate Contact info: https://www.leg.state.nv.us/App/LegislatoA/Senate/Current
If you would like, you could use or modify this sample letter which contains URL links supporting the claims.
Dear Senator or Assemblyperson [Last Name],Feel free to modify, expand or use as-is. You can also write your own letter too. I'm just trying to make this as easy as possible for everyone so that we are HEARD!
I am writing to express my strong opposition to the proposed public funding for John Fisher's baseball stadium in Nevada. I believe this project should be stopped for several reasons:
Lack of transparency: Fisher and his team deliberately released funding details at the last minute and scheduled the only public hearing on Memorial Day evening, during a Golden Knights playoff game, limiting public awareness and participation. This is a shameful subversion of democracy and I hope you had no part in it.
Neglected education system: Nevada ranks 49th out of 50 in educational attainment. Our focus should be on improving public schools, not funding a billionaire's stadium.
Unrealistic economic projections: Expert analysis discredits the claim that the stadium will attract an additional 400,000 tourists, which, even if true, would only be a 1% increase on an annual basis. A Stanford economics professor expressed his belief that Fisher’s Stadium will result in the equivalent of a few hundred, permanent, long-term jobs. Fisher’s economic projections are detached from reality and unreliable.
Fisher's history: His track record with the San Jose Quakes, another publicly funded stadium venture, raises concerns about his commitment to investing in player payroll and creating a competitive team. Fisher owns the Quakes. After he was given a public handout for a stadium, he did not change or competitively fund his soccer team.
Troubled partnerships: Mark Davis of the Raiders, who shared the Oakland Coliseum with the A’s, has expressed frustration with Fisher's management group. MLB owners are also frustrated by doing business with Fisher. Nevada should expect to have the same experience if we proceed.
I urge you to oppose public funding for John Fisher's stadium. Let's prioritize transparency, education, and responsible use of public funds for the benefit of all Nevada residents.
Thank you for your attention to this matter. Please consider my perspective as you make your decision. Should you require further information or have any questions, I am available to discuss this issue.
Sincerely,
[Your Name]
TLDR Bullet Points For Big Argument Below:
- Oakland A’s owner John Fisher, and team President Dave Kaval, strategically released details about stadium funding to minimize public awareness and participation. They released the legislation on Friday of Memorial Day weekend and the only public hearing was on Memorial Day during the Golden Knights playoff game.
- Fisher and Kaval failed to even show up at the Memorial Day hearing, demonstrating a lack of accountability and a disregard for public concerns. They have never publicly answered any questions.
- The prioritization of funding for a sports stadium over public education in Nevada, particularly the Clark County School District, is concerning.
- Economic projections presented by Fisher's lobbyists are questionable and disconnected from reality, as experts have pointed out.
- Fisher's history with the San Jose Quakes of Major League Soccer raises doubts about his commitment to investing in a competitive team with public funds.
- The low payroll of the A's compared to other MLB teams suggests a strategy of minimizing expenses for greater profitability.
- Mark Davis, owner of the Raiders and A's shared the Oakland Coliseum, expressed personal animosity towards Fisher and his management approach. Other MLB owners have expressed similar frustration about doing business with Fisher.
- Elected leaders should consider these concerns and prioritize the needs of the community over the interests of wealthy individuals.
1. They Don’t Want to Hear From You
Fisher and Kaval strategically waited until the 11th hour to release details about the handout. From USA Today:
The A’s, their cadre of lobbyists in Nevada and friendly politicians and tourist officials are doing their best to hide the sausage, introducing, finally, legislation for state funding of myriad projects on the Friday night of a holiday weekend, and then offering public discussion on the evening of Memorial Day.The only public hearing on giving away hundreds of millions of dollars occurred on Memorial Day. And not just on Memorial Day — it was in the evening during Game Six of the Western Conference Finals where the Golden Knights punched their tickets to the Stanley Cup Finals. A hearing at 4:00 AM on Christmas morning would have received a higher profile and greater public scrutiny.
Pretty slick! And it sounds like Gov. Joe Lombardo’s signature would be waiting.
They didn’t want you to know about the hearing and your opportunity to be heard. And if, by chance you did hear about it, they didn’t want you to be able to show up and be heard. They are not very subtle about their preference to not hear from you, the unwashed masses.
Guess who else wasn’t there? A’s owner John Fisher and President Dave Kaval. I am not making this up. They didn’t bother to show up to the Memorial Day hearing. They want us to give them hundreds of millions of dollars, but couldn’t be bothered to show up at the hearing and answer questions themselves? Where were they Monday night? What was so important they couldn’t be bothered to show up for a public hearing to answer questions in public? Fisher and his army of lobbyists have had weeks to meet privately with lawmakers behind closed doors. Are you telling me Fisher couldn’t give us regular folks two hours in public?
2. What Are Our Priorities?
There’s no way to sugarcoat it. Nevada, and in particular the Clark County School District, fail to provide adequate public education. Nevada ranks 49th out of 50 for educational attainment. Of the 50 largest metropolitan areas in the United States, Las Vegas ranks second worst for schools. This is unacceptable, yet real education reform is never a priority for the same politicians who are willing to pull the Memorial Day/Stanley Cup Playoff hearing shenanigans for Fisher.
If our elected officials can turn on a dime to hand out hundreds of millions of dollars to a billionaire for a sports stadium, why can’t they act with similar urgency for our disastrous public school system?
Our failed public schools, especially CCSD, are the most significant impediment to economic growth and diversification. The number one reason companies and individuals are reluctant to relocate to Las Vegas are our terrible public schools. If we want to create economic growth, we need to fund and fix our public schools, not build another billionaire a sports stadium.
3. The Numbers Don’t Make Sense. They’re Basically Fraud.
Whenever a billionaire asks the public to finance his stadium, the ask is always accompanied by a series of fantastical economic projections. If you watched the Memorial Day/Stanley Cup Playoff hearing, you saw a powerpoint presentation made by Fisher’s hired lobbyists. The numbers presented by Fisher’s lobbyists aren’t simply slightly embellished, they are disconnected from reality.
First, there is the claim that Fisher’s publicly funded stadium will bring an additional 400,000 tourists. John Mehaffey breaks down this non-sensical claim in the Nevada Independent:
The 400,000 number seems inflated to me. The A’s host 81 baseball games per year. This projection assumes 4,938 tourists at each game that would otherwise not be in Las Vegas.Mehaffey also points out that Miami, which recently built a publicly financed stadium, also has 40 million visitors a year, just like Las Vegas. However, the Miami metro is substantially larger than Las Vegas. “In 2022, the Miami Marlins averaged 11,204 per game. A market with a much larger metro population that posts similar tourism numbers does not come close to the A’s projections. There is no reason to think Las Vegas will be different.”
Considering only one American League market is within a reasonable driving distance, most of these tourists would fly to see their home team. Many or most of these tourists would go to two or three games in a series to justify this travel.
If the average number is two games, that puts 9,877 visitors in the stadium per home game. If those fans go to an entire three-game series, that number is 14,815. If the 1.8 million locals attendance prediction is accurate, and visiting fans tend to go to a series as opposed to just one game, the A’s project that they will sell out the stadium's 35,000-seat capacity every home game. If visitors go to only two games, that is 90 percent of capacity.
That is a bold projection for a team that was last in attendance in 2022 and at the bottom so far in 2023, especially since no MLB team comes close to selling out all its home games.
The lack of flights makes 400,000 new visitors seem impossible
Most teams that would visit the Las Vegas A’s stadium are in the American League. Most are in the east where nonstop flights to Las Vegas are scarce. For example, I found five or fewer nonstop flights per day from six of the other 14 American League cities.
Four of those six teams had home stadium attendance below 20,000 per game in 2022. It’s hard to imagine that 10,000 or 15,000 fans will fly across the country for a series when that is around the average attendance for the 81 home games in their own cities.
Some displaced fans may be within driving distance, but the point is one that needs to be considered. Las Vegas would need dozens of flights per series that don’t exist to accommodate this prediction.
Stanford economics professor Roger Noll agrees with Mehaffey that the attendance numbers Fisher projects are not credible. From USA Today:
“Baseball is different than the NFL,” Roger Noll, professor of economics emeritus at Stanford University, tells USA TODAY Sports. “This notion that of those 162 baseball games, I've got to see those three that are between the A's and the Royals in Las Vegas - it's just nonsense, right? It's not true, it's not going to happen.But what about job creation?
“That's the fundamental reason why economists, when they do research on the impact of sports teams, typically find that the effect on local incomes and employment is slightly negative.”
Noll says the hours that stadium workers put in – for 81 games a year – computes to roughly 15% of a full-time job.4. Grossly Underfunded Payroll
“So the 500 people who work at the stadium on game day, you got to multiply that by .15 to get the number of full-time equivalent jobs, which means it's less than 100. Wow,” says Noll. “You know, $1.5 billion to create less than 100 jobs, right? Wow.”
The total payroll for the 2023 A’s is just $59,630,474, just 37% of the MLB average payroll of $116,112,414 and just 17% of the highest-spending New York Mets ($345,474,042). To provide context, the highest paid players in the league, Max Scherzer and Justin Verlander, will each make $43,333,333. Verlander’s salary, by itself, is 72% of the entire A’s roster!
This meager spending is by choice, not necessity. It’s a strategy that works. From Sports Illustrated:
The A's were a top-5 team in 2022.When the A’s do develop talent, they quickly jettison those players to avoid paying them their true worth on the market. As Review-Journal columnist Ed Graney explained, when Fisher’s A’s have experienced success, the response has been to break down the team and sell off the parts. Graney concluded: “John Fisher is an owner with deep, deep pockets who (incredibly) has always acted in a way that he can’t afford to hand out exorbitant contracts to his best players. About him, an overwhelmingly popular opinion is that he simply doesn’t want to.”
Not on the field. The A's finished with a 60-102 record, second-worst only ahead of the Washington Nationals. On the spreadsheets though, they netted $62.2 million according to a report from Forbes. The only teams they finished behind were the revamped Seattle Mariners who made the playoffs for the first time in two decades, the San Francisco Giants, the Boston Red Sox, and the Baltimore Orioles who had a Mariners-esque upswing and an A's-esque payroll.
Why do this? Wouldn’t a competitive team generate more revenue? In Major League Baseball, there is a revenue sharing agreement among the franchises, intended to help smaller markets field competitive teams. Fisher uses revenue sharing, and dumping talent, to be one of the most profitable owners in baseball. From the New York Post:
At least a few rival MLB club owners are annoyed at the Athletics for conducting a major fire sale to enhance their bottom line soon after being added as a new revenue-sharing recipient in a vote by owners.Fisher will not fund a competitive team in Las Vegas if we give him a stadium handout. That would destroy his very profitable business strategy. Why would he do that? The payroll of the Las Vegas A’s will be 30th out of 30 MLB teams, just like the Oakland A’s.
“The idea of revenue sharing is not to make money, it’s to field a competitive team,” one rival owner complained Thursday during the owners’ meetings at MLB headquarters in Midtown. “That money is supposed to go toward player salaries. [The A’s] took the money and put it in their pocket.”
Yet another owner, also upset that the A’s didn’t use the money to buy new players, but instead did the opposite and sold three major stars and drastically cut their payroll, referred to the franchise generally as “a mess.”
5. History Repeating: Quakes Publicly Funded Stadium
There seems to be some hopeful thinking that if we give John Fisher a stadium handout, he will increase the A’s payroll to become more competitive. A’s President Dave Kaval stirred excitement when he insinuated that the franchise would bankroll a World Series championship team with a new stadium in Las Vegas. “But with more revenues, we want to turn a playoff team into a World Series team. That’s why we’re fighting so hard for a new stadium, whether it’s in Las Vegas or Oakland,” Kaval told the Review-Journal.
Many people, including our elected officials, want to believe this, in good faith. It would be awesome to have a Las Vegas MLB franchise win a World Series!
This isn’t Fisher’s first rodeo with a publicly funded stadium. Fisher is also the owner of the San Jose Quakes of Major League Soccer. From an Associated Press article in the May 25, 2006 Salinas Californian on public financing for a new Quakes stadium: “The Quakes won MLS championships in 2001 and 2003 led by former star forward Landon Donovan but attendance slid to an average of just 13,037 fans last season.” Sound familiar?
So what happened? Did Fisher increase player payroll once he obtained his publicly financed soccer stadium?
From the San Jose Mercury News:
Out of the 29 MLS teams, the Earthquakes rank 21st in guaranteed player compensation and base salary, both on a per-player and teamwide basis.Nevada should expect Fisher to act in the future as he has in the past. His business strategy is clear: spend as little as possible on player payroll regardless of venue. If Nevada gives Fisher a handout, nobody — nobody — can act surprised when his miserly payroll does not change.
The Earthquakes’ average salary came in at $434,079, nearly $100,000 lower than the overall average salary for an MLS player ($530,467). San Jose’s total spending ($13.022 million) comes in at more than $2.8 million below the average team spending across the league (15.822 million).
It’s a continued trend for the Quakes, even after they moved into the state-of-the-art PayPal Park in 2015. The Earthquakes have consistently ranked in the bottom half of the league in spending, per Spotrac, even as the MLS has continued to add new expansion teams over the years.
Earthquakes spending rank in MLS by year
· 2015 (20 teams) — 15th
· 2016 (20 teams) — 11th
· 2017 (22 teams) — 16th
· 2018 (23 teams) — 19th
· 2019 (24 teams) — 19th
· 2020 (26 teams) — 17th
· 2021 (27 teams) — 24th
· 2022 (28 teams) — 22nd
· 2023 (29 teams) — 21st
That has been reflected in on-field results, too. Since the Earthquakes moved into their new home, they have never finished a season with more wins than losses — the closest they came was in that first year, at 13 wins, 13 losses and eight draws.
The Raiders and A’s shared the Oakland Coliseum for decades. Aces and Raiders owner Mark Davis is very familiar with what it means to “partner” with John Fisher. Davis did not hold back when he spoke with the Review-Journal:
“I won’t forget what they did to us in Oakland. They squatted on a lease for 10 years and made it impossible for us to build on that stadium,” the Raiders owner said in a phone chat Thursday afternoon, referring to the stadium the A’s and Raiders once shared, the Oakland Coliseum.Mark Davis did business with John Fisher for decades. Davis knows Fisher. Nobody in Nevada has done business with Fisher as much as Davis. Davis’ reaction to Fisher, basically unfiltered instinctual revulsion, should be a massive red flag to our elected leaders who are being plied with sweet nothings by Fisher’s hired guns.
“They were looking for a stadium. We were looking for a stadium. They didn’t want to build a stadium, and then went ahead and signed a 10-year lease with the city of Oakland and said, ‘We’re the base team.’”
…
Davis was asked if he could envision an environment where the Silver and Black would cross-promote with the green-and-gold Las Vegas Athletics.
“Not with that management group,” Davis said. “I just have, again, a lot of personal animosity toward the front office. But with a new management group? Absolutely.”
Sources:
“A’s Stadium Math Doesn’t Add Up.” The Nevada Independent, May 30, 2023. https://thenevadaindependent.com/article/as-stadium-math-doesnt-add-up.
Graney, Ed. “Graney: A’s Penny-Pinching a Reason for Las Vegas to Reassess.” Journal, March 18, 2022. https://www.reviewjournal.com/sports/sports-columns/ed-graney/graney-as-penny-pinching-a-reason-for-las-vegas-to-reassess-2547852/.
Gutierrez, Ana. “Nevada Ranks as the Second Least Educated State in America.” KLAS, February 17, 2022. https://www.8newsnow.com/news/local-news/nevada-ranks-as-the-second-least-educated-state-in-america/.
Jenkins, Bruce. “MLB Has Punished Other Owners. Why Is A’s John Fisher Getting a Pass?” San Francisco Chronicle, June 3, 2023. https://www.sfchronicle.com/sports/jenkins/article/john-fisher-mlb-oakland-18130516.php.
Katsilometes, John. “Raiders Owner Rips Oakland Athletics’ Likely Move to Las Vegas.” Journal, April 27, 2023. https://www.reviewjournal.com/entertainment/entertainment-columns/kats/raiders-owner-rips-oakland-athletics-likely-move-to-las-vegas-2765229/?xxyy.
Lacques, Gabe. “Why A’s Las Vegas Stadium Gambit May Be a Losing Bet: ‘It’s Just Nonsense.’” USA Today, June 1, 2023. https://www.usatoday.com/story/sports/mlb/athletics/2023/06/01/oakland-as-move-las-vegas-stadium-gambit-losing-bet/70277528007/.
Lozito, Nick. “‘this Is Not Our Fault:’ Oakland A’s Fans Are Defending Their Image.” The Oaklandside, May 5, 2023. https://oaklandside.org/2023/05/01/oakland-athletics-leaving-las-vegas-john-fisher-dave-kaval-fans/.
“MLB 2023 Payroll Tracker.” Spotrac.com. Accessed June 3, 2023. https://www.spotrac.com/mlb/payroll/.
Oakland Athletics made over $60 million in 2023 - Sports Illustrated ... Accessed June 4, 2023. https://www.si.com/mlb/athletics/news/oakland-athletics-made-over-60-million-in-2023.
Shea, John. “Don’t Believe John Fisher’s Propaganda: A’s Fans Are the Best in Baseball.” San Francisco Chronicle, June 1, 2023. https://www.sfchronicle.com/sports/athletics/article/oakland-a-s-fans-aren-t-reason-team-las-vegas-18126429.php.
Simon, Alex. “Would New Oakland A’s Ballpark Lead to More Spending? John Fisher’s Other Team Shows That May Not Be the Case.” The Mercury News, May 17, 2023. https://www.mercurynews.com/2023/05/16/would-new-oakland-as-ballpark-lead-to-more-spending-john-fishers-other-team-shows-that-may-not-be-the-case/.
Wootton-Greener, Julie. “Las Vegas Area Schools Ranked Second-Worst in Nation for Quality.” Journal, December 9, 2021. https://www.reviewjournal.com/local/education/las-vegas-area-schools-ranked-second-worst-in-nation-for-quality-2493177/.
2023.06.04 03:36 Ok_Butterscotch1549 How do I protect my CPU from overheating?
I heard that the 7900X cpu is prone to overheating and I want to know how I can prevent that. This is my build. PCPartPicker Part List
submitted by Ok_Butterscotch1549 to buildapc [link] [comments]
2023.06.04 03:27 rbala00 [USA-CA] [H] Tofu 84 75% & kbd67 lite [W] Paypal
Hello! I want to get rid of two of my built boards because I am going to be changing to a tkl format. All of the boards have been used, but they are in good condition. All of them are pretty much as SILENT as a mechanical keyboard is going to get and they have all been heavily tuned by Upgradekeyboards. I am selling these boards at a large loss on my part. BUYER PAYS FOR SHIPPING!! NO TRADES OR PARTING OUT!
Timestamps
Soundtests
-Tofu 84 75% [Looking to get $210 OBO]
submitted by rbala00 to hardwareswap [link] [comments]
Timestamps
Soundtests
-Tofu 84 75% [Looking to get $210 OBO]
- tofu 84 75% hotswap rgb pcb
- lubed kailh box silent pinks
- lubed and tuned durock v2 smokey black screw in stabs
- akko BOW keycaps
- other specs will be in service orders
- I paid around $400 for this board as shown in the service orders.
- green smoke transparent
- I am not sure what rev it is
- 65% layout
- lubed TTC bluish white full silent tactile switches
- lubed and tuned clear durock v2 screw in stabs
- drop keysterine smoke keycaps
- Case has foam, but not sure if it is place/pcb or both
- WILL include keyboard carry case for another $10
- I bought this keyboard for around $330 with all of the tuning and modding
- kbd67 service order