In these the head is small and almost always completely hidden under the 2nd segment; the 3rd, 4th, and 5th segments sloped upwards posteriorly, form each a well- marked transverse ridge.
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252Brown, p. 252 Furiouss superstructure, masts, funnel and landing deck were removed and she was given a flight deck that extended over three-quarters of her length. This flight deck was not level; it sloped upwards about three-quarters of the way from the stern to help slow down landing aircraft, which had no brakes at the time it was designed.
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The whole wing was then fabric covered. In plan, the wing was approximately elliptical. The centre section, occupying about 20% of the span, was built into the fuselage and the outer panels tapered rapidly to pointed tips. The wings also tapered in section; the upper surface was horizontal but the lower sloped upwards, providing about 5° dihedral at the centreline.
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The Yaxley had fixed, conventional landing gear with large wheels, each fitted with brakes and on half-axles mounted on the lower fuselage longerons. Short, vertical legs were mounted on the forward wing struts which were reinforced at those points by diagonal struts to the wing centre-section. Drag struts sloped upwards to the root of the rear wing strut. Its spring-steel tailskid was steerable.
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This allowed the gun to be swung in an arc over a parapet. Alternatively, the pivot could be fitted to the front of the beam and the racers at the rear, allowing the gun to fire through an embrasure. The traversing beam sloped upwards towards the rear, allowing the gun and its carriage to recoil up the slope. A Danish cannon on a typical 18th century field carriage.
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This provided extra stiffness against sideways flexing and further reduced the wire bracing. Aft of the second vertical member the lower frame sloped upwards, meeting the upper member at the tail. Here, the triangular tailplane was mounted on the upper frame with a trapezoidal fin below. Parallel chord elevators projected behind with a cut-out for the movement of the tall rudder, which was hinged on the extreme frame and was rectangular apart from a cropped under edge.
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The lower deck was 4 inches thick where it sloped upwards to meet the bases of the main-gun barbettes, but was otherwise 1 inch thick forward of the citadel. Aft it ranged in thickness from 2 inches on the flat and 3 inches on the slope to protect the steering gear. The forward conning tower was protected by 12 inches of armour on its sides and it had a 3-inch roof. The aft conning tower had 3-inch armour plates all around.
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Evidence of settlement in the Neolithic Period (3700-3400 BC) was found at the ancient burial site in Linkardstown in 1943. The find consisted of a polygonal stone chamber paved with stones that sloped upwards and inwards. Inside was found the remains of a single human, along with some pottery. Linkardstown Church and Graveyard is now in ruins, but the old stone baptismal font used in the church and which dates from the 18th century now stands in the grounds of the modern St. Joseph's Church, Tinryland.
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The upper one was horizontal and attached to both converging A-frame beams, near but not at its apex. The lower one sloped upwards and was attached to the rear sloping part of the A-frame just below the cross-member. These two rear fuselage beams were cross braced with three more struts, one vertical about halfway to the tail, forming two bays which were crossed diagonally by the other two struts. There was another, short vertical strut in the rear bay between the upper and diagonal members.
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The all-moving tailplane was rectangular, the fin triangular with a vertical hinge line for the quadrilateral rudder which sloped upwards on its lower edge to provide tailplane clearance. The fuselage had flat, parallel sides which tapered in depth aft of the wings. The single-seat cockpit was just behind the wing leading edge; with the pilot in place, a rear-hinged, rectangular piece with an aperture for his head folded forward to complete the upper wing surface. In front, the flat fuselage sides curved inwards and were rounded at the nose.
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Very large volume air ducts were sloped upwards away from the top of the furnace towards floor and wall registers above the furnace. Cool air was returned through similar large ducts leading to the bottom of the furnace. Older houses from before electrification often had open duct grilles leading from the ceiling of a lower level to the floor of an upper level, to allow convective airflow to slowly raise the building from one floor to the next. Outhouses commonly rely on a simple enclosed air channel in a corner of the structure to exhaust offensive odors.
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Some metro stations have platform screen doors between the platforms and the tracks. They provide more safety, and they allow the heating or air conditioning in the station to be separated from the ventilation in the tunnel, thus being more efficient and effective. They have been installed in most stations of the Singapore MRT and the Hong Kong MTR, and stations on the Jubilee Line Extension in London. Platforms should be sloped upwards slightly towards the platform edge to prevent wheeled objects such as trolleys, prams and wheelchairs from rolling away and into the path of the train.
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The occiput was narrow, with the paroccipital processes pointing outwards horizontally, and the were lengthened, descending far below the (the lowermost bone of the occiput). Sereno and colleagues suggested that some of Baryonyx cranial bones had been misidentified by Charig and Milner, resulting in the occiput being reconstructed as too deep, and that the skull was instead probably as low, long and narrow as that of Suchomimus. The front of the dentary in the mandible sloped upwards towards the curve of the snout. The dentary was very long and shallow, with a prominent Meckelian groove on the inner side.
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The wooden wing was rectangular in plan out to rounded tips and was in two parts, each built around twin spars and fabric covered. They were braced by pairs of parallel faired struts from the lower fuselage longerons to the spars and the central join was held above the fuselage on a cabane of steel transverse inverted V-struts. Because the Cirrus was an upright engine, its enclosing cowling raised the nose ahead of the cockpit, though the underside sloped upwards. A long exhaust on the port side exited low on the fuselage under the wing.
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Another example, the use of a wall fragment from the original Thom's masterplan is sloped upwards so that it meets the roof of the Environmental Sciences building. The purpose of this is to create a "groundhog ramp" That is, it honours the small critters that inhabit the area that were displaced by the construction of the building by providing a green roof, inviting critters to be part of its community. The building linked and unified the university's pedestrian circulation pathway. An outdoor accessible walkway connects the main campus to the adjacent chemistry building, a facility that was undergoing major growth when the Environmental Sciences building was proposed.
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Koolhoven FK.34 photo from Les Ailes June 6, 1926 The F.K.34 was a private venture, a seaplane reconnaissance aircraft with a crew of three. It was a parasol wing monoplane with a wing that was almost constant in plan out to the ailerons where the trailing edge began to curve in towards rounded tips. The wings were braced on each side by a pair of parallel struts from the lower fuselage; these bracing struts were actually of N-form but the diagonal member was notably thinner than the others. The fuselage was flat sided and topped but the underside sloped upwards towards the tail.
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The gardens stand in a former area of heathland known as The Great Heath, which continued to exist until the middle of the 18th century. As Liverpool grew, the land was built on, and towards the end of the 19th century it had been completely developed. The land sloped upwards to the east of the developing city and was exposed to the winds, making it a suitable site for windmills and for public lines to dry washing. In 1749 the city's first General Infirmary was built on the site, followed by the Seaman's Hospital in 1752, a dispensary in 1778, and a lunatic asylum in 1789.
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Shortly before the departure from Scapa, the Admiralty decided that Furious should carry out Operation Bellows, to reinforce Malta (known informally as a Club Run) with Spitfires at the same time as Operation Pedestal. The departure of Furious was delayed by technical difficulties caused by the flight deck, that sloped upwards to a point amidships. A Spitfire made a practice take-off, with wooden wedges in the flaps to ensure a and Furious steaming at , into a wind. The Spitfire was thrown into the air by the rise on the flight deck, bounced onto the forward slope, fell off the front near stalling speed and narrowly avoided ditching.
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Brown, p. 252 The ship's superstructure, masts, funnel and landing deck were removed and she was given a flight deck that extended over three-quarters of her length. This flight deck was not level; it sloped upwards about three- quarters of the way from the stern to help slow down landing aircraft, which had no brakes at that time. The fore-and-aft arresting gear was not intended to stop landing aircraft—the landing speeds of the time were low enough that this was unnecessary given a good headwind—but rather to prevent aircraft from veering off to one side and potentially falling off the flight deck.
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In 1930 Teichfuss produced the LT.10, a strengthened but otherwise little changed version of the much imitated Zögling. His 1940 Allievo Pavullo was a strengthened Zögling with a plywood skinned nacelle in place of the original exposed, girder supported seat. This nacelle contained the open cockpit, placed just ahead of the wing leading edge and extended up to the wing behind the cockpit and rearwards to enclose the forward cross members of the simple girder fuselage. As on the Zögling these cross members ran in the vertical plane between a horizontal upper beam and a lower beam which sloped upwards to the tail, though their angles were altered so as not to be normal to the top girder.
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The station was extensively rebuilt for the opening of the City of Dublin Junction Railway in 1891. During this process, the station was converted into a layout through station with three terminus platforms that were to remain unchanged until the early 2000s with the northeast bay filled in towards the end of that period. The existing tracks at the Northern end of the station had to be raised by to give the required clearance over Westland Row Road and the platforms had to be sloped upwards towards the platform exit to compensate. Some DW≀ suburban trains started working through to Amiens Street and boat trains and mail could subsequently be worked round to Broadstone and Kingsbridge.
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