Rod Smallwood

Roderick Charles Smallwood (Huddersfield, 17 febbraio 1950) è un manager britannico, famoso per essere il manager della heavy metal band inglese Iron Maiden..

Nel 1976 ha fondato

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, assieme al suo partner d’affari Andy Taylor, conosciuto quando entrambi erano studenti al Trinity College di Cambridge, l’allora Smallwood-Taylor Enterprises, oggi Sanctuary Group, la più grande compagnia manageriale al mondo nel campo della musica. La compagnia venne rinominata dopo l’uscita dell’omonima canzone dei Maiden.

Prima di diventare il manager degli Iron Maiden, Smallwood aveva seguito Steve Harley & Cockney Rebel.

Il brano Sheriff of Huddersfield, inserito come lato B del singolo Wasted Years (1986)

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, è stata scritta come scherzoso riferimento al loro manager. Questa canzone demenziale compara Smallwood allo sceriffo di Nottingham, a causa del suo noto attaccamento al denaro, e fa riferimento alle sue frequenti lamentele riguardo ad un viaggio a Los Angeles, avvenuto poco prima dell’incisione della canzone. Smallwood venne a conoscenza della canzone soltanto dopo l’uscita del singolo.

Charles Maigne

Charles Maigne, o anche Charles M

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. Maigne (Richmond, 11 novembre 1879 – San Francisco, 28 novembre 1929), è stato un regista e sceneggiatore statunitense attivo all’epoca del muto. Dal 1916 al 1928, scrisse trentadue sceneggiature. Come regista, diresse – dal 1918 al 1923 – diciotto film. Fece anche il montatore e il direttore tecnico.

Nato in Virginia, Charles Maigne debuttò nella regia per una piccola casa di produzione, la Select Pictures Corporation con il film Her Great Chance, interpretato da Alice Brady (futuro Premio Oscar nel 1938). Altri attori con cui Maigne lavorò, furono Mary Miles Minter, Tom Moore, Thomas Meighan.

Come sceneggiatore, collaborò in sette film con Maurice Tourneur. Scrisse anche per film diretti da Marshall Neilan, George Melford, Edward LeSaint, W.S. Van Dyke.

Si sposò con l’attrice Anne Cornwall.

La filmografia è completa. Quando manca il nome del regista

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Präsidium des 10. Deutschen Bundestages

Das Präsidium des 10. Deutschen Bundestages bestand zunächst aus dem Bundestagspräsidenten Rainer Barzel (CDU) sowie den vier Stellvertretern Annemarie Renger, Heinz Westphal (beide SPD), Richard Stücklen (CSU) und Richard Wurbs (FDP). Nach Barzels Rücktritt vom Amt des Bundestagspräsidenten wurde Philipp Jenninger (CDU) zum Bundestagspräsidenten gewählt.

Die Wahl des Bundestagspräsidenten fand in der konstituierenden Sitzung des am 6. März 1983 neu gewählten Bundestags am 29. März 1983 statt. Den Wahlvorgang leitete der Alterspräsident und Altbundeskanzler Willy Brandt. Da die Union nach der Bundestagswahl weiterhin die stärkste Fraktion stellte, hatte sie traditionell das Recht, den Bundestagspräsidenten zu stellen. Der Unions-Fraktionsvorsitzende Alfred Dregger schlug Rainer Barzel vor. Dieser erhielt 407 der 509 abgegebenen Stimmen, was 79,96 % entsprach.

Die Wahl der Vizepräsidenten fand nach einer Abstimmung über die Zahl der Vizepräsidenten statt. Die neu im Bundestag vertretene Fraktion der Grünen beantragte, die Zahl der Vizepräsidenten auf fünf zu erhöhen, damit sie auch im Präsidium vertreten sein könnten. Die anderen Fraktionen lehnten dies ab, weswegen es weiterhin vier Vizepräsidenten gab. Im Gegensatz zu den vergangenen Legislaturperioden wählte der Bundestag seine Vizepräsidenten in getrennten Wahlgängen und in geheimer Abstimmung. Es kandidierten die bisherigen Vizepräsidenten Annemarie Renger (SPD) und Richard Wurbs (FDP). Ferner wurden der bisherige Bundestagspräsident Richard Stücklen (CSU) sowie der SPD-Abgeordnete Heinz Westphal vorgeschlagen. Die Grünen nominierten in allen Wahlgängen Christa Reetz.

Damit waren Annemarie Renger, Richard Stücklen, Heinz Westphal und Richard Wurbs zu Bundestagsvizepräsidenten gewählt.

Aufgrund seiner Verwicklungen in die Flick-Affäre legte Barzel sein Präsidentenamt am 25. Oktober 1984 nieder. Am 5. November 1984 wählte der Bundestag den von der CDU/CSU-Fraktion vorgeschlagene Philipp Jenninger mit 340 von 471 Stimmen (72,19 %) zu seinem Präsidenten. Am 13. Dezember 1984 verzichtete Richard Wurbs auf sein Bundestagsmandat und verlor damit auch sein Amt als Bundestagsvizepräsident. Zu seinem Nachfolger wurde Dieter-Julius Cronenberg gewählt. Außerdem hatten die Grünen Hildegard Hamm-Brücher, die ebenfalls der FDP-Fraktion angehörte, vorgeschlagen. Sie lehnte jedoch eine Kandidatur ab. Der Bundestag wählte Cronenberg mit 277 von 391 Stimmen (70,84 %).

1. Bundestag (1949–1953) | 2. Bundestag (1953–1957) | 3. Bundestag (1957–1961) | 4

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. Bundestag (1961–1965) | 5. Bundestag (1965–1969) | 6. Bundestag (1969–1972) | 7. Bundestag (1972–1976) | 8. Bundestag (1976–1980) | 9. Bundestag (1980–1983) | 10. Bundestag (1983–1987) | 11. Bundestag (1987–1990)&nbsp

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;| 12. Bundestag (1990–1994) | 13. Bundestag (1994–1998) | 14. Bundestag (1998–2002) | 15. Bundestag (2002–2005) | 16. Bundestag (2005–2009) | 17. Bundestag (2009–2013) | 18. Bundestag (seit 2013)

Sabatier principle

The Sabatier principle is a qualitative concept in chemical catalysis named after the French chemist Paul Sabatier. It states that the interactions between the catalyst and the substrate should be „just right“; that is, neither too strong nor too weak. If the interaction is too weak, the substrate will fail to bind to the catalyst and no reaction will take place. On the other hand, if the interaction is too strong, product fails to dissociate.

The principle can be shown graphically by plotting the reaction rate against a property such as the heat of adsorption of the reactant by the catalyst. Such plots pass through a maximum, looking roughly like a triangle or an inverted parabola, and are called volcano plots because of their shape. Analogous three-dimensional plots can also be built against two different properties, such as the heats of adsorption of the two reactants for a two-component reaction. In that case the plot is generally shown as a contour plot and is called a volcano surface. Volcano plots were introduced by Balandin.

The figure on the right shows a volcano plot for the decomposition of formic acid using different transition metals as catalysts. In this case gold necklace, the heat of formation (ΔHf) of the metal formate salt was used for the x axis because studies showed that the reaction intermediate was a surface formate

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. For the y axis, the temperature at which the reaction reaches a specific rate was used (the y axis is plotted in reverse to preserve the conventional „volcano“ shape). At low values of ΔHf, the reaction is slow (in other words, requires higher temperatures) because the rate of adsorption is slow and rate-limiting. At high values of ΔHf, desorption becomes the rate-limiting step. The maximum rate, which is observed for the platinum group metals in this case, requires intermediate values of ΔHf, with the rate being a combination of the rate of adsorption and the rate of desorption.

Contra-rotating propellers

Aircraft equipped with contra-rotating propellers Runner Waist Pack, also referred to as CRP, coaxial contra-rotating propellers, or high-speed propellers, apply the maximum power of usually a single piston or turboprop engine to drive two coaxial propellers in contra-rotation (rotation about the same axis in opposite directions). Two propellers are arranged one behind the other, and power is transferred from the engine via a planetary gear or spur gear transmission. Contra-rotating propellers should not be confused with counter-rotating propellers—airscrews on separate shafts turning in opposite directions.

When airspeed is low, the mass of the air flowing through the propeller disk (thrust) causes a significant amount of tangential or rotational air flow to be created by the spinning blades. The energy of this tangential air flow is wasted in a single-propeller design. To use this wasted effort the placement of a second propeller behind the first takes advantage of the disturbed airflow. The tangential air flow also causes handling problems at low speed as the air strikes the vertical stabilizer, causing the aircraft to yaw left or right

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, depending on the direction of propeller rotation.

If it is well designed, a contra-rotating propeller will have no rotational air flow, pushing a maximum amount of air uniformly through the propeller disk, resulting in high performance and low induced energy loss. It also serves to counter the asymmetrical torque effect of a conventional propeller (see P-factor). Some contra-rotating systems were designed to be used at take off for maximum power and efficiency under such conditions, and allowing one of the propellers to be disabled during cruise to extend flight time.

The torque on the aircraft from a pair of contra-rotating propellers effectively cancels out.

Contra-rotating propellers have been found to be between 6% and 16% more efficient than normal propellers.

However they can be very noisy, with increases in noise in the axial (forward and aft) direction of up to 30 dB, and tangentially 10 dB. Most of this extra noise can be found in the higher frequencies. These substantial noise problems limit commercial applications. One possibility is to enclose the contra-rotating propellers in a shroud. It is also helpful if the two propellers have a different number of blades (e.g. four blades on the forward propeller and five on the aft). Real Madrid Club de Fútbol Away LUCAS SILVA 16 Jerseys

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;“>[citation needed]

The efficiency of a contra-rotating prop is somewhat offset by its mechanical complexity and the added weight of this gearing that makes the aircraft heavier, thus some performance is sacrificed to carry it. Nonetheless, coaxial contra-rotating propellers and rotors have been used in several military aircraft, such as the Russian’s Tupolev „Bear“ Tu-95.

They are also being examined for use in airliners.

While several nations experimented with contra-rotating propellers in aircraft, only the United Kingdom and Soviet Union produced them in large numbers. The first aircraft to be fitted with a contra-rotating propeller to fly though was in the US when two inventors from Ft Worth, Texas tested the concept on an aircraft.

A contra-rotating propeller was patented by F. W. Lanchester in 1909.

Some of the more successful British aircraft with contra-rotating propellers are the Avro Shackleton, powered by the Rolls-Royce Griffon engine, and the Fairey Gannet, which used the Double Mamba Mk.101 engine. In the Double Mamba two separate power sections drove one propeller each, allowing one power section (engine) to be shut down in flight, increasing endurance.

Another naval aircraft, the Westland Wyvern had contra-rotating propellers.

Later variants of the Supermarine Spitfire and Seafire used the Griffon with contra-rotating props. In the Spitfire/Seafire and Shackleton’s case the primary reason for using contra-rotating propellers was so as to increase the propeller blade-area, and hence absorb greater engine power, within a propeller diameter limited by the height of the aircraft’s undercarriage. The Short Sturgeon used 2 Merlin 140s with contra-rotating propellers.

The Bristol Brabazon prototype airliner used eight Bristol Centaurus engines driving four pairs of contra-rotating propellers, each engine driving a single propeller.

The post-war SARO Princess prototype flying boat airliner also had contra-rotating propellers.

In the 1950s, the Soviet Union developed the Kuznetsov NK-12 turboprop. It drives an 8-blade contra-rotating propeller and, at 15,000 shp, it is the most powerful turboprop in the world. Four NK-12 engines power the Tupolev Tu-95 Bear, the only turboprop bomber to enter service, as well as one of the fastest propeller-driven aircraft. The Tu-114, an airliner derivative of the Tu-95, holds the world speed record for propeller aircraft. The Tu-95 was also the first Soviet bomber to have intercontinental range. The Tu-126 AEW aircraft and Tu-142 maritime patrol aircraft are two more NK-12 powered designs derived from the Tu-95.

The NK-12 engine powers another well-known Soviet aircraft, the Antonov An-22 Antheus, a heavy-lift cargo aircraft. At the time of its introduction, the An-22 was the largest aircraft in the world and is still by far the world’s largest turboprop-powered aircraft. From the 1960s through the 1970s, it set several world records in the categories of maximum payload-to-height ratio and maximum payload lifted to altitude.

Of lesser note is the use of the NK-12 engine in the A-90 Orlyonok, a mid-size Soviet ekranoplan. The A-90 uses one NK-12 engine mounted atop its T-tail, along with two turbojets[citation needed] nestled in its nose.

In 1994, Antonov produced the An-70, a heavy transport aircraft. It is powered by four Progress D-27 propfan engines driving contra-rotating propellers. The characteristics of the D-27 engine and its propeller make it a propfan, a hybrid between a turbofan engine and a turboprop engine.

The U.S. worked with several prototypes, including the Northrop XB-35

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, XB-42 Mixmaster, the Douglas XTB2D Skypirate, the Curtiss XBTC, the A2J Super Savage, the Boeing XF8B, the XP-56 Black Bullet, the Fisher P-75 Eagle and the tail-sitting Convair XFY „Pogo“ and Lockheed XFV „Salmon“ VTOL fighters and the Hughes XF-11 reconnaissance plane. However, both piston-engined and turboprop-powered propeller-driven aircraft were reaching their zenith and new technological developments such as the advent of the pure turbojet and turbofan engines, both without propellers, meant that the designs were quickly eclipsed.

An Austrian company, Sun Flightcraft, distributes a contra-rotating gearbox for use on Rotax 503 and 582 engines on ultralight and microlight aircraft. The Coax-P was developed by Hans Neudorfer of NeuraJet and allows powered hang-gliders and parachutes to develop 15 to 20 percent more power while reducing torque moments. The manufacturer also reports reduced noise levels from dual contra-rotating props using the Coax-P gearbox.

Torpedoes such as the Bliss-Leavitt torpedo have commonly used contra-rotating propellers to give the maximum possible speed within a limited diameter as well as counteracting the torque that would otherwise tend to cause the torpedo to rotate around its own longitudinal axis.

Recreational Boating: in 1982 Volvo Penta introduced a contra-rotating boat propeller branded DuoProp. The patented device has been marketed since.