Saturday, December 31, 2011

Curt 18117 Roof Mounted Cargo Rack Extension

!±8± Curt 18117 Roof Mounted Cargo Rack Extension


Rate : | Price : $56.19 | Post Date : Dec 31, 2011 17:15:59
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Wherever you're headed and whatever toys and equipment you need to carry along, a Curt roof rack will help you bring everything you need. Curt cargo management products are easy to assemble and install. A durable powder coat finish keeps the Curt roof rack looking great trip after trip.

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Tuesday, December 13, 2011

The North American B-25 Mitchell

!±8± The North American B-25 Mitchell

Driving down New Highway, which skirts the perimeter of Farmingdale, Long Island's, Republic Airport, on the still-warm, crystal-blue Labor Day morning in 2006, and glimpsing the tails of the World War II B-24 Liberator, B-17 Flying Fortress, and B-25 Mitchell bombers, I had once again realized that the Collings Foundation's annual Wings of Freedom fleet rotation, more than any other year, had transformed the general aviation field into an early-1940s pocket of time, a hub of medium and heavy bomber operations.

The aircraft intended for my mission, the North American B-25 Mitchell registered 130669 "Tondelayo" and wearing its drab olive-green livery, had been the third parked on the ramp of the American Airpower Museum, both an historical and symbolic position relative to the two heavier, longer-range aircraft which had been preceded it.

Resulting from a 1938 Air Corps requirement for a twin-engined, medium-range bomber which could fulfill niche roles its larger, quad-engined counterparts had been unable to, and tracing its lineage to the B-10, the B-12, the B-18, and the B-23, the B-25 itself, named after the US Army Air Corps Officer General Billy Mitchell, had been infused life as a self-funded project by North American Aviation in the form of the NA-40-1. The 19,500-pound prototype, featuring a narrow fuselage with a green house cockpit; a straight mid-wing; two, 1,100-horsepower R-1830 piston engines; an angular, twin vertical tail; and a tricycle undercarriage of single wheels, had first flown in January of 1939, but a power deficiency had necessitated the retrofit of 1,350-horsepower R-2600s. Although the modified version, designated NA-40-2, had offered superior performance, it crashed after a two-week test program.

Its NA-62 successor, which had been extensively modified, featured a wider fuselage which in turn increased the now lower-mounted, constant root-to-tip dihedral mid-wing span, 1,700-horsepower R-2600-9 engines, square-geometry vertical tails, and a 27,000-pound gross weight. Approved in September of 1939, this version, designated the XB-25, first flew in prototype form on August 19 of the following year.

Initially delivered to the Army Air Corps, the aircraft demonstrated directional stability deficiencies, resulting in the outer wing mounting redesign with the tenth aircraft off the production line, which reduced the engine-to-wing tip dihedral and gave it its characteristic gull-wing profile.

The B-25 Mitchell, in production form, appeared with an aluminum alloy, semi-monocoque fuselage, constructed of four longerons, which produced a 53.6-foot overall length. The cantilever, all-metal, mid-mounted wings, comprised of a two-spar, fuselage-integral center section housing integral fuel tanks and two outer, single-spar sections with detachable wing tips, featured sealed ailerons with both fixed and controllable trimming tabs and dual-section, hydraulically-operated, trailing edge slotted flaps divided by the engine nacelles. Spanning 67.7 feet, they sported a 609.8-square-foot area. Powered by two 1,700-horsepower, Wright-Cyclone two-row, 14-cylinder, air-cooled R-2600 piston engines housed in aerodynamic nacelles which traversed the wing chord and turned three-bladed, constant-speed, 12.7-foot, full-feathering, anti-icing Hamilton Standard propellers, the aircraft could climb to 15,000 feet in 11.3 minutes and attain a maximum speed of 303 mph at 13,000 feet. The cantilever twin vertical fins and rudders, fitted with fixed and controllable trimming tabs, had been modified with rounded tops and yielded a 16.5-foot aircraft height. The tricycle, single-wheeled, hydraulically-actuated, aft-retracting undercarriage, the first such configuration employed by a US bomber, featured aerodynamic door covers over all three wheel wells in both the extended and retracted positions, while the main wheels were equipped with hydraulic brakes. The aircraft, with a 21,100-pound empty weight, had a maximum gross weight of 33,500 pounds.

Several versions had been produced. The first of these, the B-25A, incorporated pilot armor and self-sealing fuel tanks, while its successor, the B-25B, introduced two electrically-operated Bendix turrets, each of which replaced the midship and tail guns and featured two.50 caliber machine guns. Entering service in 1941 with the 17th Bomb Group at McChord Field near Tacoma, Washington, the aircraft, whose production run totaled 120, also featured a separate photographic station between the upper turret and the tail and a shortened, 54.1-foot length.

Powered by two 1,700-horsepower Wright R-2600-13 engines, the B-25C, the third version, introduced an autopilot system and external racks which could carry eight 250-pound bombs, and a later fuel capacity increase to 1,100 gallons. Of the 3,909 build, 1,619 had been produced in Inglewood, California, while 2,290 had been assembled in Kansas City, Kansas, under the B-25D designation.

The singular B-25E and -F variants were intended as test vehicles of wing and tail anti-icing systems, while the B-25G replaced the glazed nose with an armored one, the latter containing two.50 caliber machine guns and one 9.6-foot-long, 900-pound, cradle-mounted, M-4 cannon capable of firing 23-inch, 15-pound shells. Although its armament had otherwise adhered to the B-25C standard, its bomb bay could accommodate an aircraft torpedo. The variant, operated by a crew of four and featuring a 50.10-foot overall length, enjoyed a 405-unit production run.

The B-25H, with significantly increased armament, featured four.50 caliber machine guns in the metallic, armored nose, and a further four on the side, arranged in pairs; a repositioned top turret, now located in the roof of the navigator's compartment; the removal of the ventral turret; enlarged, aft-wing,.50 caliber machine gun waist positions; and a tail gun station with two further.50 caliber machine guns. As World War II's most extensively armed design, it could attain 293-mph speeds at 13,000 feet and had a 23,800-foot service ceiling.

The B-25J, the definitive and numerically most popular version, had been intended for precision bombing. The aircraft, introducing a bombardier who increased the crew complement to six, reincorporated the glazed nose which had now been provisioned with one fixed and one flexible.50 caliber machine gun. The largest single Mitchell order, for 4,318 B-25s, had been placed on April 14, 1943, and the aircraft, attaining 292-mph speeds at 14,500 feet, could cruise at service ceilings of 25,500 feet.

Between 1941 and 1945, the Army Air Corps took delivery of 9,816 B-25s, 3,218 of which had been produced in Inglewood, California, until 1943, and the remaining 6,608 of which had been produced in Kansas City.

The B-25 Mitchell had several post-war applications. Demilitarized, and designated TB-25, the type, based upon the B-25J, had been converted into a trainer with the installation of an observer's seat in the nose, ahead and below the cockpit; two student seats behind the standard two pilot-instructor positions; and up to five seats in the aft cabin. Of the 400 converted aircraft operated by the US Air Force during the 1950s, the last active-duty staff transport had not been retired until May 21, 1960, although it had continued to be operated by the air forces of Brazil, Canada, Chile, Colombia, Cuba, Mexico, Holland, Uruguay, and Venezuela.

A photographic reconnaissance variant, the F-10, had featured a nose-installed tri-metrogon camera along with other aerial photography equipment, while other non-military roles had included those of executive transport, freighter, and fire bomber.

The aircraft operating my Labor Day flight, a B-25J registered 44-28932, had been produced in August of 1944 by North American Aviation in Kansas City, Kansas. Accepted by the United States Army Air Corps on August 3 of that year, it had served in the US in the AAF Flying Training Command Program, serving 12 different air bases until January of 1959, at which time it had been declared surplus and had been deleted from the US Air Force inventory. Converted into a fire bomber, it had combated forest fires for another 25 years.

Acquired by the Collings Foundation in 1984, and restored by Tom Reilly Vintage Aircraft over a two-year period, the B-25J, the first World War II bomber in the collection, had been flown n air shows in the Boston area for a decade, whereafter it had been ferried to Chino, California, in late 2001, for a secondary restoration by Carl Scholl of Aero Trader, Inc. Subsequently repositioned to Midland, Texas, it was painted by AVSource West in its current Tondelayo livery after the B-25 which had been operated by the Air Apache 345th BG of the 5th Air Force in the Pacific Theater against targets in New Guinea, the 500th BS of the 5th Air Force itself having been the fourth squadron of the 345th BG to have attacked shipping in Vunapope near Rabaul on October 18, 1943. The Tondelayo name had been inspired by Hedy Lamarr's character in the 1943 movie White Cargo and given by the crew of Lieutenant Ralph Wallace. The three-aircraft formation, comprised of the B-25 "Snafu" and flown by Captain Lyle Anacker, the "Tondelayo" flown by Lieutenant Wallace himself, and the "Sorry Satchul" flown by Lieutenant Paterson, had claimed three ships, but avenging fighters had attacked "Sorry Satchul," hitting its port engine and forcing it to ditch, and "Tondelayo," damaging its right engine. Shut down and feathered, it had almost wrenched itself from its mountings because of severe vibration.

Flying over Cape Gazelle toward base, the B-25 duo, maintaining tight formation, had been targeted by some 50 Japanese fighters, "Sorry Satchul" so badly damaged that it had been forced to head for shore and ditch and "Tondelayo," despite its own critical wounds, hovering only 30 feet above the water where it had managed to shoot down five additional enemy aircraft. Limping into base at Kiriwina, the aircraft had subsequently been repaired and patched, receiving a new right wing, engine, propeller blades, and radio equipment. Its crew had been awarded the Silver Star.

Squatting under the forward fuselage and climbing the short ladder into the cockpit section on that Labor Day in 2006, I took the right of the two observer's seats located a foot below, and behind, the cockpit, while the four other passengers entered the aft section, located behind the bomb bay, through the ventral hatch, which had been configured with an aft-facing, three-person bench seat and three individual seats. With the ladder now raised and the dual panel folded across it to form a portion of the integral floor, the B-25J had been secured for engine start.

The two-person cockpit, sporting bow tie control yokes, featured a throttle quadrant with the two engine throttles angled toward the pilot, two propeller-pitch throttles, and two fuel-mixture throttles angled toward the copilot.

Engine start, commencing with the right, number 2 powerplant, entailed turning the master ignition switch and right booster pump on, at which point the Wright R-2600 powerplant rotated and the interior became saturated with deep, vibrating, Hamilton Standard propeller-created noise. Priming and stabilizing them with the throttle to create between 800 and 1,000 revolutions per minute, the captain applied a full-rich mixture, causing them to settle into a throaty, 1,200-rpm idle. The process was repeated with the left, number 1 engine.

Contacting Republic Ground on 121.6 for taxi clearance, and armed with the latest automatic terminal information service data, the twin-finned bomber released its brakes at 0845, the thrust created by its engines, even at idle settings, sufficient to move it forward over the American Airpower ramp and away from the World War II bomber trio. Taxiing parallel to the active runway, 32, the B-25J periodically jolted in response to brake applications, turning on to the run-up area by means of differential power, its slipstream-bombarded twin rudders aerodynamically inducing ground turns. Extending its slotted, trailing edge flaps and advancing its throttles, the medium-capacity bomber, assuredly a giant in comparison to the currently landing Piper Warrior, moved on to the runway's threshold, just as the B-17 had commenced its own taxi roll from the ramp.

Moving into take off position and aligning its nose wheel with the centerline, aircraft 130669 received take off clearance from Republic Tower on 125.2, slowly advancing its two throttles in order to establish initial directional control. Firmly maintaining a straight acceleration roll, the 1,500-horsepower twin-row radials powering the Collings Foundation aircraft exploded with cabin-saturating noise as smooth, steady throttle advancements pinnacled them into their METO settings of 2,600 revolutions-per-minute and 40 inches of manifold pressure. Counteracting wind-induced directional variations with subtle rudder deflections, the captain began applying control column back pressure at 75 knots indicated air speed, the now ground-separated nose wheel producing a lift-generating angle-of-attack. The air speed-created pressure differential, bathing the huge, outstretched, upper wing surfaces in a steady stream of accelerated air, removed all ground restraints and allowed them to peel the gravity-defying aircraft to which they had been attached off the ground at 115 knots. Retracting its tricycle undercarriage at the aircraft's VMC-determined 145-knot speed, and trimming itself into its initial climb, the twin-engined bomber, encased in engine slipstream, rolled into a right bank over Route 110, headed toward Long Island's south shore.

Maintaining a 150-degree heading, the now-graceful flying bird reduced its engine rpm to 2300 and its manifold pressure to 30, moving abreast of the metallic, erector set-appearing Captree Bridge at 1,000 feet, which stretched across the deep blue surface of the Great South Bay from the island to Jones Beach and its signature lighthouse. The azure of the water, seamlessly merging with that of the sky, melded into a surreal dimension, as viewed from the 270-degree-encompassing Plexiglas nose.

The power-to-weight ratio, coupled to its aerodynamic design, had been the key to the highly-maneuverable, medium mission bomber. Unlike its long-range, high-altitude, heavy B-17 and B-24 counterparts, the B-25, at half their acquisition costs, had been intended for interdiction purposes, delivering tactical blows to enemy targets closer to the front. Because of its maneuverability, it had been able to fly low-level, tree-top strafing sorties, where it had remained virtually hidden, and had then dropped parachute-retarding bombs, which had enabled it to escape before detonation. Although it had operated extensively in the Pacific, targeting Japanese air fields from treetop altitudes and skip-bombing enemy ships, it had been used in all theaters of operation, and had been flown by the Australians, the British, the Chinese, and the Dutch. It had been the first bomber to have been lend-leased to Russia.

The most famous B-25 mission, led by Lieutenant Colonel James H. Doolittle and occurring on April 18, 1942, had entailed the launch of 16 aircraft from the aircraft carrier USS Hornet. Of the four candidate aircraft, inclusive of the B-18, the B-23, the B-26, and the B-25 itself, the latter had been chosen because of its performance. The aircraft, B-25Bs modified at the Northwest Airlines maintenance facility in Minnesota to increase their fuel tankage from 694 to 1,141 US gallons, had featured dorsal and ventral power turrets, but had been devoid of tail armament. Loaded on the USS Hornet for the sea journey to Japan, 16 aircraft, each at 31,000-pound gross weights, would take off from the 467-foot deck at a 450-mile distance, close enough to permit them to bomb targets in Tokyo, Yokahama, Kobe, and Nagoya, yet retain sufficient fuel supplies to continue the 1,200 miles to China.

Encountering a Japanese picket boat during the morning of April 18, and fearing imminent attack, Doolittle made the decision to launch the B-25 fleet at an 800-mile distance, or 350 miles further, from land, the first take off occurring at 8:18 a.m., which had been less than an hour after the boat had been sighted. Using strong headwinds and the deck's sea swell-created inclination, the bombers had just been able to accomplish the precarious feat, with the last taking off at 9:21 a.m.

After some four hours of flying, the lead aircraft, flown by Doolittle himself, dropped the first bomb over Tokyo, shortly after which it had been joined by the remaining 15. Although all safely departed Japanese air space, insufficient fuel, caused by the earlier launching, and deteriorating weather, resulted in the crash-landing or abandonment of 15 B-25s in China, while the 16th landed in Vladivostock, where its crew had been captured.

Nevertheless, the mission had been both a technological and operational success, and had elevated troop morale and garnered tremendous notoriety for the aircraft.

Banking left to a 240-degree heading, aircraft 1306669 Tondelayo was carried back over Captree Bridge by its gull, variable-dihedral wings and its three-bladed propellers, crossing over Long Island's south shore. The B-17 Flying Fortress, appearing particularly graceful over the blue surface of the Great South Bay, flexed off of the port cockpit windows. World War II skies had somehow been resurrected that morning.

Fuel burn depended on engine setting: at 180 mph, with the engines turning at 1,700 revolutions per minute and feeding off of 27 inches of manifold pressure, the aircraft burned 120 gallons per hour, while a ten-mph cruise speed increase, attained with a 1,800-rpm/28-inch setting, resulted in a 130-gallon per hour consumption.

Recontacting Republic Tower, aircraft 130699 advised its intention of "inbound for landing" and reduced power, now gravity-induced into its descent profile. Maintaining a 180-mph speed and a 320-degree heading, it extended its trailing edge flaps, which provided air speed control, by means of progressive drag production. Flap settings equally depended on flight phase: 1/4 for take off, 1/2 and 3/4 for descent, and full for landing.

The aircraft's clean stalling speed had been 95 mph, which decreased to 83 mph at maximum gross weight with full flaps and undercarriage at 26,000 feet.

Extending its drag-producing landing gear into the slipstream, the aircraft inched toward Runway 32's threshold, as its altimeter unwound: 600 feet...500...300...100...

Passing over the fence at 115 mph, the olive-green, twin-engined, twin-finned medium bomber sank toward the blurred concrete in a full back-pressure control yoke-induced flare, screeching on the ground with its left main wheel at 80 mph, at which time the friction sufficiently reduced its air speed to permit the remaining two bogies to settle earthward.

Completing its deceleration roll and taxiing on to the American Airpower Museum ramp, the B-25J Mitchell, as the medium mission bomber, had appropriately been the first to return to base, the B-17 and the B-24 still plying the skies. If World War II had still been raging, the sequence would have been exactly the same.


The North American B-25 Mitchell

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Friday, December 9, 2011

(EO)2 Fastener Mounting System

www.eo2.us Informational video on (EO)2 Fastener System. Inventor - Richard Rayos introduces the most innovative fastener system since Velcro. Featuring the Car Top Carrier, Department of Defense, and Fire Fighter applications. The (EO)2® Fastener/Mounting System is a revolutionary patented apparatus for mounting/fastening by easily "snapping" together two "rigid" (emphasis on non-flexing) mounting components together in a quick and efficient manner. This totally scalable fastening technology will maintain the designed holding force, which could range from tens of pounds to several thousand pounds in its set or lock position. The two mating components can only be uncoupled with a very specific motion; and the release force is very low relative to the designed holding force. This totally scalable system can be designed to range in size from a couple of inches to several feet; not just in length, but also in its other dimensions, which would be appropriate for the application. Robert C. Purcell, of Purcell and Associates, LLC said, "I was impressed with the simplicity and robustness of the design; and believes this system could have a broad market application ..." Purcell has referred to the (EO)2® Mounting System as, "metal velcro". Purcell is a former VP of GM Powertrain Group; and also led the GM Advanced Technology Vehicles Group that was responsible for the first modern electric vehicle in 1996. The inaugural application for the (EO)2® fastener is the "SnapTop" Carrier ...

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Thursday, December 1, 2011

Know About VW Eurovan Camper

!±8± Know About VW Eurovan Camper

The Eurovan stands tall among the other pack of camper vans when it comes to size and configurations. When it was introduced, VW Eurovan Camper substituted the lower powered rear-engine, rear-drive Vanagon with that of an all new body style. The VW Eurovan Camper is the most convenient, spacey and well configured camper van ever used. We carry the most efficient models like rear-engine and rear-drive vans that were introduced in the year 1993.

The van has a 109 HP, 2.5-liter 5-cylinder front engine front wheel drive model. It also has a 5-speed manual transmission was standard, with a 3-speed automatic optional. In 1997, VW (TM) increased the engine size to a 140HP, 2.8-liter V6 engine, as well as dual airbags. Imagine about A 3-speed mechanical is the only transmission choice.

The towing capacity of this Eurovan Camper is an amazing 4400-pound if it is well equipped with brakes. Think about a great cargo capacity of 1/2 ton. The towing capacity of the van is hampered due to the size of its engine but the van can prove a greater efficient in towing small trailers if equipped with brakes. Particularly, the van is even more resourceful as it does not have the extra load of the full Camper.

The Low-speed traction controls is regular, besides with the completely free suspension, rack-and-pinion steering, antilock brakes, a reinforced floor panel, daytime running light option, and as a great bonus a child safety lock for the sliding door.

The VW Eurovan Camper are resourceful vans come regularly with good power windows, a pollen or dust filter, air conditioning, power locks, cruise control, 6-speaker cassette stereo, intermittent wipers, heated windshield-washer nozzles, rear wiper or washer, and power mirrors. These are great luxuries to be enjoyed with these van and they come to in a good condition to enjoy your outing.

The other exceptional thing to look forward in this camper van is front-wheel drive, fully independent suspension for front and rear, 4-speed automatic transmission, Low-speed, traction Control System, reinforced floor panels, B and C pillars, height-adjustable head restraints for each passenger that will keep you comfortable, side impact beams in front doors and sliding door, child safety lock for sliding door for additional safety, LP gas and carbon monoxide detectors with fuel-tank capacity/EPA of city mpg-21.1 gal/17 22mpg highway,17mpg city.

When it comes to the storage capacity of the van it has the wardrobe closet with sliding door access-37" tall, 28" wide, 15" deep, 15 cu. ft. of enclosed cabinet space that includes wardrobe. It has 20 cu. ft. of storage behind and under the rear bench then, driver and passenger door storage pockets for additional usage. It also has a netted storage pockets in rear hatch area and a silverware drawer. I f you still need storage space you have a roof-top luggage carrier with tie-down bars and center and rear benches are removable without tools.


Know About VW Eurovan Camper

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Wednesday, November 23, 2011

Rola 59100 Platypus Expandable Roof Top Bag

!±8±Rola 59100 Platypus Expandable Roof Top Bag

Brand : Rola
Rate :
Price : $88.30
Post Date : Nov 24, 2011 03:06:56
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Rola Platypus Expandable Roof Top Bag has a unique cinching system that keeps cargo secure. It expands from 10 to 15 cubic feet to accommodate extra cargo. This sporty, weather proof storage bag is backed by limited 5 Year warranty.

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Thursday, November 17, 2011

Top 10 Car Soft Shell Carriers

car soft shell carriers 01...Highland 10391 Kar Pak Rainproof Soft-Sided Car Top Carrier - 15 Cubic Feet www.amazon.com 02...Keeper 07203 Waterproof Roof Top Cargo Bag - 15 Cubic Feet www.amazon.com 03...Rola 59102 Expandable Hitch Tray Cargo Bag www.amazon.com 04...Lund 601016 Soft Pack Roof Top Bag www.amazon.com 05...Thule Quest Cargo Bag www.amazon.com 06...Rola 59100 Platypus Expandable Roof Top Bag www.amazon.com 07....Highland 1038900 Black 15 cu.ft. Rainproof Car Top Bag with Storage Sack www.amazon.com 08...Rain-X 161040 Water-Resistant Roof Top Cargo Bag www.amazon.com 09...Roofbag Explorer 15. Cu. Ft.- WS-r-15-GY Waterproof Car Top Carrier, Gray, Cars with a rack- Includes 2 straps for rack, Protective Mat, and Storage Pouch www.amazon.com 10....Auto Expressions 223102 Roof Top Cargo Carrier www.amazon.com

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Sunday, November 13, 2011

Chevrolet Tahoe @ Jones Motor Co

www.jonesmotorcompany.com CHECKOUT ALL OF THESE FEATURES AUTOCHECK ONE OWNER! NON-SMOKER! SHOWROOM CONDITION! FACTORY INSTALLED OPTIONS INCLUDE: 5.3L FLEX FUEL V8 ENGINE, 6 SPEED AUTOMATIC TRANSMISSION, SIDE IMPACT AIRBAGS, ASSIST STEPS, STABILITY CONTROL SYSTEM, 2ND ROW BENCH, 3 PASSENGER 3RD ROW SEAT, AM/FM STEREO CD/USB, ONSTAR, XM SAT RADIO, BLUETOOTH. REAR AXLE 3.08 RATIO,EMISSIONS FEDERAL REQUIREMENTS,ENGINE VORTEC 5.3L V8 SFI FLEXFUEL,TAUPE GRAY METALLIC,LT PREFERRED EQUIPMENT GROUP,AUDIO SYSTEM AM/FM STEREO WITH CD PLAYER AND MP3 PLAYBACK,EBONY CUSTOM LEATHER-APPOINTED SEAT TRIM,SEATS FRONT BUCKET WITH LEATHER-APPOINTED SEATING,SEATS SECOND ROW 60/40 SPLIT-FOLDING BENCH 3-PASSENGER,TRANSMISSION 6-SPEED AUTOMATIC ELECTRONICALLY CONTROLLED,WHEELS 4 - 17 X 7.5 (43.2 CM X 19.1 CM) ALUMINUM 5-SPOKE,Wheels 4 - 17 x 7.5 (43.2 cm x 19.1 cm) aluminum 5-spoke with smooth surface and rectangular pockets,Tires P265/70R17 all-season blackwall (Not available with (Z71) Off-Road Suspension Package.),Wheel 17 (43.2 cm) full-size steel spare,Tire carrier lockable outside spare winch-type mounted under frame at rear,Tire spare P265/70R17,Luggage rack side rails roof-mounted Black,Fascia front color-keyed,Fascia rear color-keyed,Moldings color-keyed bodyside,Headlamps dual halogen composite with automatic exterior lamp control and flash-to-pass feature,Fog lamps front halogen,Mirrors outside heated power-adjustable manual-folding (Mirror caps are color-keyed.),Glass Solar-Ray deep ...

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Monday, November 7, 2011

Bug Out Boat - Urban Survival

Everyone knows that zombies can't swim. There might be situations where your only safe refuge is on an island or across a body of water. Empty out the cargo rack on your vehicle and start rowing! I bought this carrier for and made NO modifications to it. I used it just as it was made, and attached a set of oars that I can row with. Of course I wore a life jacket. It's easy to maneuver and is actually fast. I can't wait to take it down a little river system and camp with it.

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Friday, October 21, 2011

Cargo Van Storage - Three Tips for Cable Technician Safety

!±8± Cargo Van Storage - Three Tips for Cable Technician Safety

Proper cargo van storage is critical for someone who has a cable installation technician job. You need to keep up with technology, find the parts and components you need fast, and get systems up and working quickly. An organized cargo van is an essential element of effective installation work.

As a cable installer, you need to deal with many sizes of ladders, cable spools, converter boxes, cable taps, drills, saws, monitors, scopes, traffic cones, and more. Concentrate on three areas of your technician van to store all this cable stuff, and the organization will help keep you safe and efficient.

Organize Cable Reels in a Holder for Optimal Cargo Van Storage

One of the easiest ways of inviting a trip hazard inside your work van is to leave all the spools of cable lying around on the floor. Eventually, they can unravel, get caught on other tools or equipment, and create a tripping point as you move around inside your van.

An easy solution is to store your spools of cable in a cable reel holder, which will also help you get the cable out for the job. Cable spools nest inside conveyor rollers or across adjustable bars, allowing you to reel out the amount of cable you need. The spools are easily secured with tie down chains to eliminate loose cable while traveling. And, cable reel holders can be installed near the doors of your van, making your work more efficient.

Ladder Racks Maximize Your Cargo Van Storage

Safety is a priority in cable TV service, and it begins with properly loading and unloading the equipment from your van, especially the ladders you will need for each job. Injuries occur because of unsafe lifting and loading movements. When you have to unload and load a ladder from your van repeatedly throughout the day, it can potentially cause back strain, if not done correctly.

There are ladder racks designed to make unloading easier, especially the newer drop-down ladder racks that lower the ladder from the top of your vehicle. This type is becoming popular for cable technicians because of the numerous times they use a ladder throughout the day. A drop-down ladder rack reduces the potential for injury, and increases efficiency because it brings the ladder down to a position where it can be grasped and moved from the vehicle safer and quicker.

Cargo Van Storage Should Include Safety Equipment

First aid equipment, a fire extinguisher, reflective flares, and hard hats - all of these are necessary for on-the-job accessibility. The trouble is, sometimes these are kicked around inside the van, locked inside the cab, or not stored where they can be found quickly. Planning your cargo van storage areas will ensure these items are always accessible.

Modularizing the design of your cargo van can eliminate clutter and confusion when an emergency happens and you need to find the right equipment. If your fire extinguisher or flares are stored in a designated place designed to house specifically that item, you will know where to retrieve them when you're in a hurry.

Small items can be safely stored inside drawer units, on designated shelves, and organized in a way that keeps you efficient.


Cargo Van Storage - Three Tips for Cable Technician Safety

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Wednesday, October 19, 2011

How to Choose a Bicycle Car Rack

!±8± How to Choose a Bicycle Car Rack

There are several types of bicycle racks for cars. Trunk mount, Roof mount, Spare Tire mount or Receiver Hitch mount. Trunk mount bicycle racks for cars are the most common.

Advantages To Trunk Mount Bicycle Car Rack

Trunk Mount are usually cheaper than other types of racks.
Simple installation. Easy to store when not in use.
Often they are great for hauling one or sometimes two bikes.

Disadvantages to trunk mount bike racks

If your car is dirty and you put a trunk mount on, the dirt under the rack feet will act like sandpaper and ruin the paint.

Some Trunk Racks do not get the bike far enough from the car so the bike can rub on the car.
You cannot attach the upper rack straps to a glass window. If your car's back window opens and there is not an attachment point above that that is metal you cannot attach a trunk rack. Some of the older Camaros, Firebirds, Toyota 4 Runner have this problem so you either need to use a receiver hitch rack or a roof rack.

If your exhaust pipe points directly at the tires on your bike it can overheat the tire and ruin it.
Many racks do not separate the bikes well and the bikes will rub the paint off of each other.
You cannot access the back of the vehicle when you have bicycles on the rack.

Advantages to Roof Racks

The bikes are well separated so they do not rub on each other or the car.
You can pull a trailer and the bikes will not be in the way.
The roof racks protect the finish on your car really well.
Often there are a lot of other accessories to carry canoes, skis, snowboards etc. to fit the roof rack.

Disadvantages to Roof Racks

People have been known to forget the bikes are on the roof and run into the garage. This is really hard on the car, bike and sometimes the garage.
Usually Roof Racks are quite expensive. Often it will cost over 0 for a two bike roof rack.
Putting the bike on the roof can be a chore sometimes.
The extra wind drag from the bikes above the car will significantly affect your gas mileage.
Installing a roof rack can be a chore.

Putting your bike on a roof rack can be difficult.

Advantages to Spare Tire Racks

Sometimes they are the only rack that will fit the vehicle.

Disadvantages to Spare tire racks

They do not fit many cars.

Advantages to Receiver Hitch Racks

Easy to install.
Less wind drag than Roof Racks.
The bikes are kept away from the car so they do not rub on the paint of the car.
The rack only touches the car by slipping into the Receiver and either bolted or pinned to the receiver.

Receiver racks are easy to move from vehicle to vehicle as long as the vehicle has the right size receiver. Check out my Receiver Hitch Tips page.

Disadvantages to Receiver Hitch Racks

If your vehicle does not have a receiver it usually costs around 0 or more to have a receiver put on.

You cannot haul a trailer when your rack is on your car.

Like the Trunk rack and the Spare Tire Rack when your bikes are on the rack it is often hard to get into the back of the car.


How to Choose a Bicycle Car Rack

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Sunday, October 16, 2011

Top Five Benefits For Using A Trailer Hitch Cover While Out On The Road This Spring

!±8± Top Five Benefits For Using A Trailer Hitch Cover While Out On The Road This Spring

So how many of us are really pulling a trailer behind our cars, trucks, or SUVs? That many? OK, even if you have a trailer, how often are you really pulling that load behind your vehicle? I used to know a family that had 9 children. They had 6 devilish boys and 3 unlucky daughters and all were in constant risk of brotherly and sisterly arguments which usually turned into quick fisticuff brawls. One even ended with two brothers tying up a sister for a day, left alone in the basement until her parents found her. Just imagine their road trips! They eventually hired a nanny (a very brave one) and traveled with the 9 children and nanny in the trailer pulled behind their F250. Avery rare case indeed, most normal families and single vehicle owners have no need for trailer hauling.

The undressed spot where trailer hitches call home are left naked on a daily basis. I'll address the harms that we cause by leaving them uncovered and how to improve them by covering them up right, and I'll also list some extra bonuses that you may be able to receive. With this top five, you may be able to see all five pros happen within one month. It can happen to you if it can happen to me.

1. Hitch covers are designed in all sorts of personalized ways. You can support your favorite sports team with a logo cover and represent one for the gipper.

2. Uncovered, the naked eye can see the inevitable rust that settles on trailer hitches. The hitch cover styles out your shiny prize.

3. In the parking lot, uncovered hitches are dangerous and many exposed shins have been injured by hard to see trailer hitches. Hitch covers are very noticeable and safe shins for the kins.

4. They are one of THE most inexpensive accessories that you can purchase to help personalize your vehicle

5. Hitch covers that fold out as steps add an extra functionality that didn't exist on your vehicle. They greatly help you access the cargo carriers or roof racks on top of your vehicle and can help you get access to that tall bed on your lifted truck.


Top Five Benefits For Using A Trailer Hitch Cover While Out On The Road This Spring

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Friday, October 14, 2011

50"x39" Black Aluminum Car Roof Rack Basket Cargo Top Luggage Carrier

!±8± 50"x39" Black Aluminum Car Roof Rack Basket Cargo Top Luggage Carrier

Brand : T-Motorsports | Rate : | Price :
Post Date : Oct 15, 2011 06:34:18 | Usually ships in 1-2 business days


  • Large, multisport basket for roof rack, carry anything you don't want in your vehicle.
  • Sturdy, weather-resistant, heavy-duty construction, black coating.
  • Basket can be locked to roof rack crossbars & straightbars with factory locking brackets
  • Dimension: 50"long x 39" wide x 7" tall
  • Include 4 Mounting Hardware

More Specification..!!

50"x39" Black Aluminum Car Roof Rack Basket Cargo Top Luggage Carrier

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Wednesday, October 12, 2011

Nice Rack! - Firm Up Your Ride With an Eye-Catching Cargo Carrier

!±8± Nice Rack! - Firm Up Your Ride With an Eye-Catching Cargo Carrier

There's no shame in admitting that most guys can appreciate a good rack. It's in our nature. And, the more that's packed into it, the better. Because the more you can haul, the more fun you're bound to have. So when it's time to hit the backcountry or slide into those slopes, don't leave home without outfitting your ride with a roof rack or cargo carrier.

Roof racks, like the Mini Cooper rack or FJ Cruiser roof rack, allow you to safely and easily transport your recreational gear to and from your destination while providing extra room in the cab for snacks, beverages or a couple of your freeloading buddies. A high-quality CRV rack is forged from steel tubing, capable of holding up to 300 lbs of evenly distributed weight, and usually works with any cargo carrier system. However, beware of the generic rack. The best roof racks are personally-tailored to your specific make, model and year to provide a custom fit, and come complete with all the necessary hardware for a quick and easy installation. Plus, they're finished in a tough black-powder coating that resists corrosion and manufactured by trusted names like Smittybilt and MBRP.

Aside from their sturdy construction, a CRV rack, like the Yakima rack, provides convenience. They store bikes, boards, skis and all of your other gear up and out of the way. Unlike a rear-mounted rack, which often connects to your trailer hitch, a FJ Cruiser roof rack (or similar model) won't block your vision or obstruct access to the rear of your vehicle.

But not everything you take with you is going be oversized. Sometimes you need a little extra space for smaller things like additional luggage, souvenirs or the baffling array of crap the kids can't leave home without. It's at times like these that rooftop carriers come in handy. They act like a second trunk, expanding your storage capability while allowing for more leg room or an extra cooler in the cab. And, on a long trip, a little extra leg room is worth its weight in gold.

Many rooftop carriers, like the Thule roof box, feature a snap-on mounting system that often works with your existing roof rack, providing quick installation and simple removal for convenient storage between trips. Constructed from all-weather ABS, rooftop carriers come in three sizes with up to 17 cubic feet of cargo room, and they provide the added benefit of security. Unlike a standard roof rack, rooftop carriers allow you to lock your belongings when you stop to stretch your legs or head out on the trail, effectively protecting your valuables from thieves.


Nice Rack! - Firm Up Your Ride With an Eye-Catching Cargo Carrier

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