Launch of cinemas, TV in the sixties, colour TV in the seventies, the launch of reputable print publications (Herald in the late sixties and fashion magazines later), satellite channels in the nineties, NTM and then the private TV channels. These developments provided new ways of reaching consumers and consequently, drew more investment from brands and marketers.
What a nostalgic piece. Having been a part of advertising in Pakistan for many years. This brings back many memories. Having worked at IAL/Saatchi and Orient/McCann in early 90s with a Degree in Advertising from a top U.S. ad school, I had thought I would conquer the world of Advertising. I did not, but still put my small mark by handling brands like Coca-Cola, ICI, Instaphone, Nestle and a few local brands. It was fun to be on the Ad scene when it was taking a new turn. I am still in advertising but unfortunately not in Pakistan. Thanks for taking me back to the good old day! Love you Dawn!
Thanks for the link – interesting. It seems the graphic on the linked page shows an example of a two-start insert tool. It seems the first and second cut tool vees are of different height, perhaps this for the first cut to be of lesser depth where the second cut is deeper to finish. But at the end of the insert tool travel, the first cut will never be completely deep enough. I guess this is OK if the finished mating part has some other means to stop further travel, but is not ideal IMO. I think each cut multi-start thread should end with the same thread depth. Perhaps a better implementation would be an insert cutting tool that has two vees offset by 180 degrees with the first following the second, and by extension a three-start having three vees offset by 120 degrees each following in insert travel one after the other. Hmmm…
Cleanups in Texas, Florida and hurricane-damaged Puerto Rico are also driving demand for drones, said Joshua Barnett, president of Drone Dispatch, who spoke at MetalCon about using unmanned flying objects to enhance roofing work.
“With thinner materials, we can reduce the down-force [to avoid crushing the part],” adds Baeumler. “However, there’s a trade-off. Friction will take longer to heat the part, so cycle time will increase.”
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THE UNC course standard was created before the UNF fine standard so there are some fine threads in the UNC standard that may catch you out.
In a sense, nations being interdependent, and collaborating accordingly, is precisely the aim of ISO, whose slogan, is, after all, “When the world agrees.” It’s a wholly different kind of international wrangling, says Murphy. “ISO finds a way to create cooperative agreements that are widely used.”
It speaks of the changing liveries and brings to light delightful trivia like the one about a Chinese calligrapher who worked at Negus & Negus (a London-based brand identity firm that created the world’s most visible tailfin for us and was responsible for two iconic livery overhauls); who used a Chinese brush to script the Urdu brand marque without knowing how to read or write the language.
What is required is the rapid synchronisation in the digital capabilities of the digital agencies and of their clients in Pakistan.
When FRICTION isn’t enough. While the discussion has been about screw design and standards mostly, I feel compelled to mention how I solved a problem with screws. The case screws on a Honda XR-80 I used to own kept coming loose, even with just one ride. I added some silicone RTV to the threads, and they never came out without a screwdriver after that. (I know, Loctite is made for that, but I already had RTV). The chain had damaged the case in front of it, and would let dirt in to contaminate the points. I used some thin sheet aluminum over the hole, and RTV to hold it there, and didn’t have to replace the points after that. As a kid that was a good thing because the local Honda dealer charged $50 to install a new set of points.
Given that their peak horsepower is only 1.1 horsepower apart, you might be tempted to think that these two engines are similar across the board. Not so! At 6000 rpm, the KTM makes 2 horses more than the Yamaha. At 7000 rpm, the KTM makes 4 horses more. At 8000 rpm, the KTM makes 2.6 horsepower more, and at peak it makes 1.1 horsepower more. When you add in the KTM’s 3 foot-pounds more of torque at 500 rpm lower in the rpm range than the YZ, you get a KTM engine that is quicker, more responsive and has instant throttle response.
OKW’s new smaller EVOTEC designer instrument enclosures | Sheet Metal Roofing Screws Related Video:
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