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Since then, Milton has worked on close to two hundred audiobook projects and is a Audie Awards winner, the audiobook industry's highest award. Drawing upon years of stage acting and the occasional bit part in films, Milton uses his experience to create characters that stand out in the ear of the listener. I do my best to give the listener an experience in which the characters in that story come alive and sound real. When not behind a microphone, Milton is a writer. In addition to the well-received Rick Burkhart crime novels, Milton writes a line of s style pulp stories, and is the author of dozens of magazine articles and two non-fiction books.

Milton and his wife live in Nashville. Duration in hours for which the engine operated in the conditions captured in the current record. Status of an ECU feature which limits the torque output of the engine. Gear ratio value stored in the ECU that is used to define a range of transmission gears for which a limit is applied to the engine output torque. Transmission gear ratio 1 should be the numerically highest transmission gear ratio breakpoint that defines ratio ranges for torque limits. Limit applied to the engine output torque during vehicle operation in transmission gear ratios numerically greater than transmission gear ratio 1 see SPN Transmission gear ratio 2 should be the numerically highest transmission gear ratio breakpoint less than transmission gear ratio 1 see SPN that defines ratio ranges for torque limits.

Limit applied to the engine output torque during vehicle operation in transmission gear ratios numerically less than or equal to transmission gear ratio 1 see SPN and numerically greater than transmission gear ratio 2 see. SPN For example, with transmission gear ratio 1 equal to Transmission gear ratio 3 should be the numerically highest transmission gear ratio breakpoint less than transmission gear ratio 2 see SPN that defines ratio ranges for torque limits.

Limit applied to the engine output torque during vehicle operation in transmission gear ratios numerically less than or equal to transmission gear ratio 2 see SPN and numerically greater than transmission gear ratio 3 see. For example, with transmission gear ratio 2 equal to 5. Limit applied to the engine output torque during vehicle operation in transmission gear ratios numerically less than or equal to transmission gear ratio 3 see SPN Limit applied to the engine output torque based on the maximum allowable axle input torque.

Axle input torque is calculated as the current engine torque output multiplied by the transmission gear ratio. This relay is in series with the engine starter motor relay and controlled by engine ECM to prevent starter engagement. The misfire rate of engine cylinder 1 over the number of engine cycles in SPN represented as a percentage.

The misfire rate of engine Cylinder 2 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 3 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 4 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 5 over the number of engine cycles in SPN represented as a percentage.

The misfire rate of engine Cylinder 6 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 7 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 8 over the number of engine cycles in SPN represented as a percentage.

The misfire rate of engine Cylinder 9 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 10 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 11 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 12 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 13 over the number of engine cycles in SPN represented as a percentage.

The misfire rate of engine Cylinder 14 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 15 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 16 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 17 over the number of engine cycles in SPN represented as a percentage.

The misfire rate of engine Cylinder 18 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 19 over the number of engine cycles in SPN represented as a percentage. The misfire rate of engine Cylinder 20 over the number of engine cycles in SPN represented as a percentage. The vehicle operation time since the last service was performed.

The type of service information is identified by the service component identification number. Indicates whether the air compressor is actively compressing air. Used to indicate the level of knock for engine cylinder 1. Use SPN if knock level information is time critical or needs to be combustion synchronous. Used to indicate the level of knock for engine cylinder 2. Used to indicate the level of knock for engine cylinder 3. Used to indicate the level of knock for engine cylinder 4.

Used to indicate the level of knock for engine cylinder 5. Used to indicate the level of knock for engine cylinder 6. Used to indicate the level of knock for engine cylinder 7. Used to indicate the level of knock for engine cylinder 8. Used to indicate the level of knock for engine cylinder 9. Used to indicate the level of knock for engine cylinder When it is enabled i. On the master engine will synchronize one or more slave engines to operate at the same speed.

This switch position indicates whether this feature is disabled off or enabled on. Ratio of current volume of engine oil in a remote reservoir to the maximum required volume. For continuous sensors, the actual measured percent will be used. Absolute pressure of fuel at the fuel supply pump intake. Temperature measured by auxiliary temperature sensor 1 or 2. This parameter conveys the specific gravity of the gaseous fuel being used by the engine. The specific gravity of the fuel can then be used to compute the density of the fuel. The absolute pressure of gas on the intake side of the first system control valve.

The differential pressure between the intake and the outlet of the first or only gaseous fuel valve. This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. The ignition timing SI engines or main fuel injection timing CI engines of the cylinder. Positive values indicate an increasingly advanced timing from TDC. Factors affecting this value include both fuel type and the nature of the load being driven. The actual ignition timing at the current engine conditions. This parameter may or may not be equal to one of the desired timing parameters see SPNs , depending on the status of the engine.

See SPN for commanded ignition timing. Status active or not active of the system used to limit maximum vehicle velocity. The position of a gaseous fuel valve that is metering the fuel flow to the engine. The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited i. Indicates the functional mode of steer channel of the tire pressure control system.

Current state of the drive solenoid used to implement a tire pressure control system in its pneumatic control unit PCU. Current state of the steer solenoid used to implement a tire pressure control system in its pneumatic control unit PCU. Current state of the deflate solenoid used to implement a tire pressure control system in its pneumatic control unit PCU. Current state of the control solenoid used to implement a tire pressure control system in its pneumatic control unit PCU. Current state of the supply solenoid used to implement a tire pressure control system in its pneumatic control unit PCU.

Current state of the trailer, tag, or push solenoid used to implement a tire pressure control system in its pneumatic control unit PCU.


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The source address of the SAE J device currently controlling the retarder. Note that if this parameter value is the same as the source address of the device transmitting it, the control may be due to a message on a non-SAE J data link such as SAE J or a proprietary link. The source address of the SAE J device currently controlling the brake system. The source address of the SAE J device currently controlling the transmission. The source address of the SAE J device currently controlling the engine.

Note that if this parameter value is the same as the source address of the device transmitting it, the control may be due to a message on a non-J data link such as SAE J or a proprietary link. Commanded backlight brightness level for all cab displays. Note: If a separate device is used to independently control the switch backlight brightness level, see SPN Status of the first switch located in armrest 1. This switch senses the presence of the operator in the seat. This parameter is used to indicate the current state or mode of operation by the second fan drive.

This parameter will report the selected torque curve, as indicated by SPN Informs display devices how to display the current vertical position. Values which are less than decimal are bit-mapped values and any combination of these values is considered a valid value. Values decimal and above are discrete states. Any bit-mapped combination of these states are invalid unless the results correspond to one of the states defined. The calculated distance from the laser strike position to the current land leveling system reference point.

Used to control and coordinate the set point for the leveling system. Allows the user to select the type of blade control for the land leveling system. The calculated distance for the laser target to the current laser tracer reference point. Parameter specific parameter: FE03h indicates that the sensor can not sense the laser. The calculated percent deviation between the target distance and the center of the laser tracer. Informs display devices how to display the current position of the laser tracer. Provides the status of the laser tracer to the operator.

Total mass imposed by the tires of the powered vehicle on the road surface. Does not include the trailer. Absolute velocity of the preceding vehicle situated within m in the same lane and moving in the same direction. Distance to the preceding vehicle situated within m in the same lane and moving in the same direction. Selected distance mode for adaptive cruise control. This parameter is used to indicate the current state, or mode, of operation by the Adaptive Cruise Control ACC device. The states characterize independent system states e. ACC must not switch itself off while active because the driver expects it to work.

So if an error occurs, the ACC must signal that to the driver so that the driver knows that he has to switch off the ACC. In this mode, the ACC shall limit the speed to the speed held when the target was lost. If a new target is detected, the Distance Control Active mode b is again entered, unless existing conditions prohibit this. Estimated value of the current road curvature for use by the adaptive cruise control system.

Positive values are used for left curves. Curvature is the inverse of the radius and is zero for straight roads. The minute component of the offset between the UTC time and date and a local time zone time and date. This is the number of minutes to add to UTC Universal Time Coordinate time and date to convert to the time and date in the local time zone. The hour component of the offset between the UTC Universal Time Coordinate time and date and a local time zone time and date. This is the number of hours to add to UTC, a.

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GMT, time and date to convert to the time and date in the local time zone. The seconds component for setting the current time of day. This should be reported as the seconds component of the current time according to the time of day standard indicated with the Local Hour Offset parameter SPN GMT; however, it may be reported as the current time at a local time zone. The minutes component for setting the current time of day. This should be reported as the minutes component of the current time according to the time of day standard indicated with the Local Hour Offset parameter SPN The hours component for setting the current time of day.

This should be reported as the hours component of the current time according to the time of day standard indicated with the Local Hour Offset parameter SPN The month component for setting the current calendar date. This should be reported as the month component of the current date according to the calendar date standard indicated with the Local Hour Offset parameter SPN GMT; however, it may be reported as the current date at a local time zone.

The day component for setting the current calendar date. This should be reported as the day component of the current date according to the calendar date standard indicated with the Local Hour Offset parameter SPN The year component for setting the current calendar date. This should be reported as the year component of the current date according to the calendar date standard indicated with the Local Hour Offset parameter SPN The minute component for setting the offset between the UTC Universal Time Coordinate time and date and a the local time zone time and date.

This is the number of minutes to add to UTC, a. The hour component for setting the offset between the UTC Universal Time Coordinate time and date and a the local time zone time and date. Indicates whether motion of the vehicle is detected or not. State of work of the driver. Indicates whether the vehicle is exceeding the legal speed limit set in the tachograph.

Indicates if the driver approaches or exceeds working time limits or other limits. Indicates the direction of the vehicle. Indicates the tachograph performance; including electronic or mechanical analysis, instrument analysis, speed sensor analysis, mass storage analysis, and printer analysis. Indicates that handling information is present. Indicates that a tachograph event has occurred. This may include power supply interruption, interruption of the speed sensor, incorrect data on the driver card, driving without a driver card, illegal removal of a driver card, insertion of a driver card during driving, and time adjustment.

Torque limit rating described in the current record. Temperature of pre-combustion air found in intake manifold of engine air supply system. The higher resolution is required for control purposes. Temperature of liquid found in engine cooling system. Switch signal which enables the Vehicle Limiting Speed Governor VLSG such that the vehicle speed may be either increased or decreased when the engine is off idle. Switch signal which enables the idle management system to be enabled.

When this system is enabled with the engine in an idle mode and safe operating conditions existing, then the engine may be started or stopped automatically. The injector needle lift sensor used to detect the initial movement of the injector component which correlates the start of fuel injection 1.

The injector needle lift sensor used to detect the initial movement of the injector component which correlates the start of fuel injection 2. Electronic thermostat that will divert the coolant to the radiator at the preset temperature. See SPN for a second thermostat. Multiple inputs, e. Conditions that prevent the engine from starting. Indicates that whether the retarder is requesting that the brake lights are illuminated.

There are several phases in a starting action and different reasons why a start cannot take place. Heater will need to be unlocked at a workshop. Indicates whether the cab is being ventilated or not. Parameter indicating whether the engine zone is being heated. Parameter indicating whether the cab zone is being heated. Parameter indicating whether the battery main switch is held due to an external request or not. The state battery main switch held indicates that the battery main switch is about to switch off.

Request to hold the battery main switch. Request to activate the auxiliary heater. Indicates whether to activate the auxiliary heater coolant water pump. Request to activate engine zone heating. Request to activate cab zone heating. Parameter used to command a certain cab interior temperature. The amount of fuel the Gas Mass Flow Rate Sensor is sensing should be added or subtracted compared to the maximum amount of fuel the control system allows the sensor to add or subtract.

The amount of fueling change required by the system based on the measured exhaust oxygen value compared to the maximum fueling change permitted by the system, expressed as percentages.

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Indicates the status of electrical fault on the tire sensor. Indicates the status of the tire. Indicates departure imminent on left side of lane. Indicates departure imminent on right side of lane. Indicates whether lane departure indication is active. The hydraulic pressure used to drive the second fan system, sensed before the hydraulic fan motor. The fan drive bypass diverts pump pressure away from the hydraulic motor to maintain the fan drive pressure.

Indicates whether the left side is tracking lane. Indicates whether right side is tracking lane. This switch indicates whether hydraulic oil filter is clogged. This is not the transmission oil filter restriction switch, which is SPN The Drivers demand retarder — percent torque is the maximum torque selected by the driver when one or more modes are selected by the driver, such as hand lever, switch, constant torque, constant velocity, etc. The physical device may be a lever, rotary dial, combination of switches, or other device that the driver can use to select the type or amount of retardation needed.

This is the maximum amount of torque that the retarder can immediately deliver. Its value should be the same as the value in the Configuration message at the time that message is assembled for broadcast, but may vary between those broadcasts. Information of the height at the left side of the front axle referred to normal level 1. Information of the height at the right side of the front axle referred to normal level 1. Information of the height at the left side of the rear axle referred to normal level 1. Signal which indicates the nominal desired height of the rear axle to be controlled by the suspension system.

Signal which indicates the nominal desired height of the front axle to be controlled by the suspension system. These heights are discrete levels. They are the upper level, lower level, normal level 1, normal level 2, normal level 3, customer level, and preset level. Normal Levels 1, 2 and 3 are heights normally used during driving. This provides the possibility to adjust vehicle to a level other than the predefined levels. Signal which indicates whether the actual height of the rear axle is above the nominal desired level of the rear axle.

Signal which indicates whether the actual height of the front axle is above the nominal desired level of the front axle. Signal which indicates whether the actual height of the front axle is below the nominal desired level for the front axle. See SPN for more detail. Signal which indicates that the doors may be opened. Signal which indicates whether vehicle motion is inhibited. The signal which indicates the status of the security device.

An example of a security device is a curbstone feeler installed beneath the doors of a bus. If the security device becomes active during kneeling the kneeling process lowering is stopped and the vehicle lifts back to the starting level. Signal which indicates whether the actual height of the rear axle is below the nominal desired level for the rear axle.

High resolution for the laser guided blade set point. Negative values are below grade, positive values are above grade, zero is on grade. Ratio of volume of diesel exhaust fluid to the total volume of diesel exhaust fluid storage container for aftertreatment system 1 exhaust bank 1. Parameter Specific Indicator: A value of FBh indicates conditions are not acceptable for a valid measurement. Mode for governor operation is hydraulic pressure control. This parameter commands the tractor-mounted trailer ABS optical warning signal.

Moment of inertia for the engine, including items driven full-time by the engine such as fuel, oil and cooling pumps. The inertia from the following items are not included: flywheel, alternator, compressor, fan, and other engine-driven accessories. This parameter indicates the amount of electrical current output from the alternator of the main vehicle. Alternator Current SPN has a lower range and resolution. Signal to indicate to the operator that the ACC system is not able to maintain the distance to the target.

Example: Target stopping rapidly. This signal may be used to activate warning sounds or indicators. Signal to warn the driver of system deactivation due to non-driver actions. Example: Attempting to control vehicle speed below or above limits of ACC. Signal to indicate to the driver that the ACC system has detected a target.

This parameter is the driver requested setting for this. Temperature of the battery 1 used for starting the engine, for lighting, and for ignition SLI. The relation to physical location is determined by the equipment manufacturer. Temperature of the second battery or second set of batteries used for starting the engine, for lighting, and for ignition SLI. Temperature of pre-combustion air found in intake manifold number 5 of engine air supply system. Temperature of pre-combustion air found in intake manifold number 6 of engine air supply system. Devices that assist an engine in starting, e.

This parameter informs the system what the selected Display mode will be. This parameter informs the system what the selected Display deadband will be. The vehicle being steered to the left counterclockwise results in a positive steering wheel angle. This is the yaw angle of the steering wheel with the z-axis along the centerline of the steering column. This parameter is defined according to a Z-Up axis system and the sign of the value is in accordance to the right-hand rule, as specified in SAE J Indicates the rate of rotation about the vertical axis i.

A positive yaw rate signal results when the vehicle turns counter-clockwise. Indicates a lateral acceleration of the vehicle the component of vehicle acceleration vector along the Y-axis. A positive lateral acceleration signal results when the vehicle is accelerated to the left. See SPN for an alternate range and resolution. Indicates the longitudinal acceleration of the vehicle. A positive longitudinal acceleration signal results when the vehicle speed increases, regardless of driving the vehicle forward or backward.

This parameter is applicable to vehicle speed measurement systems, such as passive wheel speed sensors, that are not capable of determining the direction of the vehicle motion. See SPN for an alternate longitudinal acceleration. Indicates number of steering wheel turns, absolute position or relative position at ignition on. Positive values indicate left turns. Indicates whether the steering wheel angle sensor is capable of absolute measuring of the number of steering wheel turns or not relative measuring to position at ignition on.

This parameter commands the VDC information signal, for example a dash lamp. Signal that indicates whether VDC is fully operational or whether its functionality is reduced by a permanent or temporary e. Within the physical limits, ROP attempts to prevent rolling over of the vehicle. Active means that ROP actually tries to control the engine. This state signal is independent of other control commands to the engine which may have higher priority. Within the physical limits, YC attempts to prevent yawing of the vehicle.

Active means that YC actually tries to control the engine. Active means that ROP actually controls wheel brake pressure at one or more wheels of the vehicle or vehicle combination. State signal which indicates that Yaw Control YC has activated brake control. Active means that YC actually controls wheel brake pressure at one or more wheels of the vehicle or vehicle combination.

Signal which indicates the actual position of the doors. Signal which indicates that the vehicle height at the rear axle SPNs and is within the bumper range. Signal which indicates that the vehicle height at the front axle SPNs and is within the bumper range. Signal which indicates that the suspension system is controlled by remote control 2. Remote control is an external unit to operate the suspension system.

Signal which indicates that the suspension system is controlled by remote control 1. Signal which indicates that the air suspension control cannot perform a request due to the operating conditions. It also provides a reason for the refusal.


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  • Command signal to activate the kneeling functionality at the rear axle of the vehicle. Signal which indicates the current mode of operation of the electronic shock absorber control at the rear axle. Signal which indicates the current mode of operation of the electronic shock absorber control at the front axle.

    Average fuel rate, equal to total fuel used divided by total engine hours, over the life of the engine. Average fuel economy, equal to total vehicle distance divided by total fuel used, over the life of the engine. State signal which indicates that ABS in the trailer is actively controlling the brakes. A message is sent to the tractor from the trailer i. The receiving device in the tractor transfers this information to the J network. At the beginning of power on the message is sent by the trailer to indicate if this status information is supported.

    Timeout of the trailer ABS active can be done by monitoring of the Trailer warning light information. Operators Selection of lamp intensity in black out mode. This parameter provides the operators selected illumination intensity as a percentage of available full scale. This parameter would be typically used as a dash or instrument cluster intensity adjustment. Parameter provided to the engine from the transmission as a torque limit to be invoked by the engine in the event that J communication with the transmission is lost.

    The intention is to protect transmissions that use a continuous torque limit during torque converter mode or operation in specific lower gears, where stall or drivetrain torque may reach levels higher than the gearbox capacity. If communication is lost during torque limited operation, unrestricted engine torque output could harm the transmission. The engine may release the limit when transmission-to-engine communication is re-established. It is expected that the engine will record this torque value in non-volatile memory and will include this in the engine configuration PGN as parameter Engine Default Torque Limit SPN If the engine observes change in this parameter value on power-up, the engine should record the new value.

    SPN provides an idle torque limit for the transmission in case of communications failure. The engine may release the limit when engine-to-transmission communication is re-established. Command signal directly controlling Hill Holder Lamp. This message will be transmitted by the controller that is illuminating the lamps. State signal indicating a transmission request for the display of the Transmission Requested Range parameter SPN to flash or not to flash.

    Definition of the cause of this state is at the discretion of the transmission manufacturer. Transmission manufacturers may want to flash the Transmission Requested Range display depending on certain events. It could be because a gear could not be attained, or because fluid is low, etc. Indicator should be on for ms and off for ms. State signal indicating a transmission request for the display of the Transmission Requested Range parameter SPN to be blanked or not blanked.

    Definition of the cause of this state is at the discretion of the transmission manufacturerTransmission manufacturers may want to blank the Transmission Requested Range display depending on certain events. Typically it is an indication of a shift selector problem. State signal indicating a transmission request for the Shift Inhibit Indicator to be active or inactive. The shift inhibit indicator can be of lamp or text form, located on but not limited to the shift console, instrument cluster, or cab display.

    Transmission manufacturers may want to indicate that they currently cannot make a requested shift. This could be due to inappropriate vehicle speed or other restrictions. Distinctions in meaning between the continuous and flashing are left to the transmission manufacturer. Indicates whether transmission mode 1 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. Indicates whether transmission mode 2 is enabled. Indicates whether transmission mode 3 is enabled. Indicates whether transmission mode 4 is enabled. Command to activate or de-activate the tractor high beam head light lamps.

    This parameter provides measured data from the tractor high beam head light lamps. Command to activate or de-activate the tractor low beam head light lamps. This parameter provides measured data from the tractor low beam head light lamps. Command to activate or de-activate the tractor alternate head lights only low beam is available on alternate head lights.

    The alternate position lights are intended for use with loader and snow plows that tend to block the primary head lights. This parameter provides measured data from the tractor alternate beam head light lamps. Command to activate or de-activate the tractor front low mounted work lights.

    This parameter provides measured data from the tractor front low mounted work lights. Command to activate or de-activate the tractor front high mounted work lights. This parameter provides measured data from the tractor front high mounted work lights. Command to activate or de-activate the tractor underside mounted work lights. This parameter provides measured data from the tractor underside mounted work lights. Command to activate or de-activate the tractor rear low mounted work lights. This parameter provides measured data from the tractor rear low mounted work lights. Command to activate or de-activate the tractor rear high mounted work lights.

    This parameter provides measured data from the tractor rear high mounted work lights. Command to activate or de-activate the tractor side low mounted work lights. This parameter provides measured data from the tractor side low mounted work lights. Command to activate or de-activate the tractor side high mounted work lights. This parameter provides measured data from the tractor side high mounted work lights. This parameter provides measured data from the tractor and attached implement left turn signal lights. This parameter provides measured data from the tractor and attached implement right turn signal lights.

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