Britain’s Sam Bird worked his way through the field to take third place in the Macau Grand Prix, behind Signature team-mates Edoardo Mortara and Jean-Karl Vernay.

The result went some way towards making up for the ART driver’s disappointment of 12 months ago when, also running third, he was taken out in the opening moments of the race.

This year he started seventh but slipped back thanks to an early mistake. Fighting his way back, he nabbed fourth from the hotly-tipped Marcus Ericsson on lap 12 and then inherited third from his team-mate Valtteri Bottas when the Finn dropped back with a wheel problem.

He said: “I know I only came third, and I know the other two guys were a long way ahead, but for me this is fantastic. I was heartbroken last year because I was taken out almost before the race had even started.

“I felt last year I had the speed to challenge possibly for victory, but it wasn’t to be. So I came back this year – hoping to be on the podium and hoping to win.

“I gritted my teeth and went for it at every corner of every lap. The car was a pleasure to drive actually. When I overtook Marcus I was screaming down the radio. I was so fired up with adrenaline, it was fantastic. It was a really enjoyable race.”

Mortara’s victory vindicated his decision to step back down to F3 after an underwhelming year in GP2 badly damaged his career prospects.

He said: “Today I proved that I am still competitive. After such a difficult season to be on top again is unbelievable. I think everybody was thinking that I was pretty much dead, so re-opening my career with a victory in Macau will for sure help me.”

Starting from third, he outran Ericsson and rookie Vernay on the approach to the first big corner, Lisboa, but his chances of building a lead disappeared almost immediately when British F3 International champion Daniel Ricciardo hit the wall at the Solitude Esses.

The accident resulted in a blocked track and eight first-lap retirements, including Britons Daniel McKenzie and Max Chilton.

On the restart Vernay recaptured the lead, but Mortara refused to give up and dogged him through the rest of the race until lap 11 when a mistake changing gears left the young Frenchman vulnerable to a race-winning pass.

“I think Jean-Karl drove an unbelievable race today,” said Mortara. “I have the experience – it is my third Macau, it is his first Macau – he is in his first year here and I really struggled so much to overtake.

“This was his only mistake of the weekend and it cost him the victory. He is sad, but if he comes back he will win for sure.”

A disappointed Vernay said: “Yes, for sure, it is a good weekend – but when you are leading 12 laps of a 15 lap race and you lose the victory because of a mistake you can be angry. When you are at the maximum like that, at some point you will make a mistake, and that is what happened.”

Of the other British drivers, Henry Arundel and Alexander Sims were 16th and 18th of the 18 finishers and Wayne Boyd did not race.

Full classified race results here (external link to PDF).

Q. What have your emotions been like in Macau this weekend – because the next race you will be a team principal at will be the Bahrain Grand Prix in March?

John Booth: Most of the crew here at Manor are personal friends and they have been for a long time, so it is more intimate and a much closer team. While I am here, I won’t be thinking about anything other than trying to win. Once the weekend is over, then we will think about Bahrain.

Going to a race with ten friends, even if they do work with me, compared to going to a race meeting with 55 people is going to be very different – and probably the biggest difference between F3 and F1.

Q. How big a change do you think the atmosphere will be like – working in a close paddock like F3 to the piranha club of F1?

JB: The grands prix I have visited so far, the people that I know there could not have been more helpful. Martin Whitmarsh I know quite well through their young driver programme. Christian Horner took me everywhere in the Red Bull organisation, and he drove for me in 1991.

So, so far, everyone in F1 could not have been more helpful. Whether that changes next year or not I don’t know. It will always be my desire to keep away from the politics, the ‘piranha club’ as you put it – it will be my ambition to keep away from that as much as possible.

Q. Can you remember your first visit to the Macau GP?

JB: Oh yes. It was 1999 and we had just won the British championship, and we came here for the very first time. It had always been a big ambition of mine to come to Macau. I had watched it on television since Geoff Lees was here with the Formula Pacific cars, so I had always wanted to race here. It is the best race in the world, bar none. It is such a fantastic event.

Q. Do you think with all your commitments in F1, do you think you will have time to come back to Macau?

JB: I hope so. I would miss it terribly if I didn’t come to Macau next year.

Q. How does it feel going into Formula 1?

JB: It is just so much work at the moment. We haven’t really had time to think what it means. Everybody is working flat out 20 hours a day, so we haven’t had time to think what it means.

Q. Was a move to F1 always on the card? Was it always a dream of yours?

JB: No, never. It was always too far away. When the budgets in F1 were £300 million, or whatever the manufacturers were spending, it was obviously too big a step for anybody to contemplate if you were not a manufacturer or an Arab bank or similar.

Q. So how did the move come about then?

JB: The initial target from the FIA in March was that they wanted to get the budgets down to £30 million. Then that moved to £40 million by April – and it suddenly became achievable. It is still a massive amount of money, but you have a chance of raising that in genuine sponsorship.

So that is when we started thinking and started the collaboration with Nick Wirth at Wirth Research. The more we explored it, the more feasible the idea became.

Q. And Virgin is to buy some equity in the team?

JB: I couldn’t possibly comment on that. I think within the next two weeks there will be an announcement about the commercial tie-ups of the company.

Q. How is work going on your side at the factory?

JB: It is great. The new factory is going to be a little bit behind. It won’t be ready until we are back from the winter tests, but we have 90 per cent of the staff in place. The engineers are in place now, so we are a long way down the road with it.

Q. Has it been a help for you that Nick Wirth is working on the car aspect of the new team, while you can concentrate on the infrastructure?

JB: Absolutely. We operate in three separate fields. Our commercial office is in London, which it needs to be, as we have an office in the Virgin headquarters. There is Nick over in Bicester doing the development and build, and we have the new team up in Yorkshire.

Although it is one team, it is easy to focus on one particular aspect rather than having to cover all three aspects, so it has made it a little bit easier in that respect.

Q. How much of a boost to the team was it getting Timo Glock on board?

JB: Fantastic. The wonderful thing about Timo was that he came over to meet everybody and it was not hours and hours of negotiation and selling to him what we could do. He just bought into the concept straightaway – and made his decision almost immediately.

We had to finalise contracts and things, but he liked what he saw and wanted to be part of it. So somebody of his experience and quality, wanting to be part of it, not just an employee, is great. He wanted to build a team around him is as he put it. It is a fantastic boost for Timo to believe in us like he does.

Q. Does that surprise you – because Renault was chasing him quite hard and he could have gone to a team fighting for race wins for the off?

JB: It is a little bit of a surprise, but now getting to know him better, you can see why he has done it. I think it tells you a lot about him.

Q. And how much of a help is it for you to get someone with experience like that?

JB: It is massive for us. Massive. Throughout the seat fitting, which we are doing at the moment, his knowledge even now is helping us plan for the first test.

Q. What is the timeframe for sorting out the second driver?

JB: Hopefully in the next two weeks.

Q. And do you want it to be a youngster – someone like Lucas di Grassi? Is that the preferred route?

JB: Lucas would be great for a number of reasons. He is an ex-Manor driver anyway. He won here in Macau for us. It would be great for us to have Lucas, and he has F1 testing experience as well in F1. Somebody like Lucas would be perfect.

Q. What is the progress with the car?

JB: The start-up is scheduled for January 24. The shakedown is on January 29. That side is the calmest area of all, which is incredible. Nick and the guys at Wirth have done an incredible job.

Q. Are you at the stage you hoped to be in at this phase of the year?

JB: I think we are all a little bit in front of where we hoped to be.

Q. What are your hopes for 2010 then?

JB: Our target, as all the new teams are saying, is to be the best of the new teams. That is what we are aiming for. But my ambition is to go out there, perform professionally, and earn the respect of our peers – as you are not given respect, you have to earn it.

We want to conduct ourselves in the correct way. If we get to the end of next year having performed professionally and done a good job then I will be happy.

Q. Do you believe that the season will start next season with two-tiers – the established outfits and the new teams a little behind? Or will they be mixed up?

JB: I think realistically the gap won’t close for three years. That is our time frame to start to become competitive. There are some very bright guys in F1, the Adrian Neweys and the Ross Brawns – and you think what they have achieved. They are the benchmark that you have to aspire to. If you think you are going to come in and be competitive in one season, you are kidding yourself.

Q. And the grid is so close…

JB: Yes. That is right. It is a completely new car because of the size of the fuel tank, but the aero regulations staying the same give them [the established teams] a big advantage of course.

Q. F1 is having a difficult time with manufacturers Toyota and BMW pulling out – yet you are going in. Are you not anxious about its state?

JB: No. I think that for the long-term health of F1 there had to be change. The budgets that the manufacturers were spending were unsustainable – and were obscene, if I can use that word.

Funnily enough, I was watching on the plane over here a documentary on Stirling Moss, and it was fascinating how you had the independent teams back then. Someone would buy a car from a manufacturer and run it themselves, and it was great. It will never be the same again, but it is heading that way again.

Q. You could say you are coming it at the right time, as the manufacturer era ends the independents are getting stronger?

JB: I think some things that Jean Todt has said, it sounds like he wants to encourage cost restriction. With the majority of teams now being independents, we have every chance of pushing that to the targets that have been set for 2012.

Q. From your perspective, is F1 actually in rude health – new teams coming in, more independence for teams like Williams?

JB: Yes. It was only six months ago that FOTA was almost a manufacturers’ club, but now it is going to be in control of independents. And now you have to call McLaren an independent as well.

Have your say and share your views in the comments  – get writing now…

Reference Source:Autosport.com

Launched in 1983, the successor of the FE had a relatively short sales career, but a long legacy. It can be argued that the Nikon FM3a, sold from 2001 to 2006, is much more a descendant of the FE2 than of the FM2.

Nikon FE2 - The titanium blade shutter was the most advanced at the time of the camera's launch, with a top speed of 1/4000 sec and a flash sync speed of 1/250 sec.

In 1977, a few years after Olympus initiated the compact SLR revolution, Nikon presented the FM. Like the Olympus OM-1, the FM was a compact semi automatic camera with a mechanical shutter, which could be equipped with a motor drive. But contrarily to the OM-1, which still relied on a CdS light metering system and on mercury batteries, the FM used modern gallium photo diodes and silver oxyde batteries. It also benefited from a vertical blade metallic shutter, and the exposure metering was relying on 3 LEDs instead of the more conventional match needle arrangement of the OM-1. Solidly built and reliable, the FM was very successful commercially, and the ancestor of a large family of models whose production only stopped in 2006.

The FE from 1978 is the automatic exposure version of the FM. It looks very similar to the FM, but instead of LEDs, it uses two needles to show the shutter speed selected by the photographer (semi-auto mode) and by the automatic exposure system (aperture priority auto mode). In 1982, the FM became the FM2, receiving a new mechanic shutter with titanium blades, which could reach 1/4000 sec and had a flash synchro speed of 1/200 sec.

One year later, the FE2 was launched. Its titanium shutter is an improved and electronic version of the FM2’s, with a X synchro speed now reaching to 1/250 sec. The FE2 also benefits from a modern on the film (OTF) flash metering system (that the FM2 never got). The FM/FE range of products was extended the following year with the presentation of the Nikon FA, which added matrix metering (a world premiere), a programmed exposure mode and trade the brass prism cover of the FM/FE models for a polycarbonate one. Both FE2 and FA were discontinued in 1988. The FM2 lived longer, and was ultimately replaced by the FM3a, which merged the mechanical shutter of the FM2 with the electronics of the FE2.

Using the FE2 as an every day camera

Reasonably light and compact, the Nikon FE2 is very solidly built, and very nicely finished. Compared to a previous generation model like the FM, the FE2 has smoother commands. The viewfinder is typical from a pre-high eye point construction – the enlargement factor is high (0.86) for a good focusing precision, but the frame coverage is limited (93%), and the eye point is very short (14mm), which could be an issue for photographers wearing glasses. Even with thin glasses, it’s impossible to see 100% of the image projected on the focusing screen without having to move one’s eye ball right to left and left to right: you only perceive 90% of the focusing screen when you look straight into the viewfinder, which compounded with the rather limited frame coverage, ensures that you’ll have a wide safety margin on both sides of your prints.

Nikon FE2 / Olympus OM-1n - The FE2 is larger, but not significantly.

The determination of the exposure is very conventional for a camera of its generation, with a center weighted measurement provided by two silicon photodiodes. In automatic mode, a needle indicates the speed selected by the exposure system of the camera on a large scale at the left of the viewfinder. The photographer has multiple ways to override the automatism: he can memorize the exposure (pushing the self timer lever towards the lens), apply a correction factor on the film speed selector (from -2 up to +2EV), or switch to semi-auto mode. In this case, a second needle – larger and transparent – appears in the viewfinder, showing the shutter speed selected by the photographer. In a very simple matching needle arrangement, the photographer just has to align the meter needle with shutter speed needle. The shutter speed knob is much smoother than on the FM (in the FE2 the shutter is controlled electronically), and surprisingly the camera is more pleasant to use in semi-auto mode than the FM. No wonder that Nikon derived the exposure control system of the FM3a from the FE2’s and not from FM’s.

A very clean Nikon FE2 with the MF-12 data back - All the commands are grouped on the top plate - with the exception of the depth of field preview and the exposure lock levers, located at the right of the lens mount. A very simple and efficient layout.

Conclusion Powered by two easy to find LR44 silver oxyde batteries, the camera also operates without battery at a speed of 1/250sec. Compatible with any AI, AIs and AF lenses, it’s still perfectly usable today. Less rugged than its FM and FM2 cousins (it has an electronic shutter and a potentially more fragile match needle metering system), it is more pleasant to use and can respond efficiently to a larger variety of photography opportunities. Like the FA and the FM3a, but unlike the FM2, the FE2 benefits from a modern through the lens (on the film or OTF) flash metering system, compatible with the flash units currently sold by Nikon.

Nikon FE2 with the MF-12 back. The MF-12 back was designed for the FM/FE cameras, which did not have internal synchronization contacts for a data back inside the film chamber. Hence the need for an external synchronization cord. The FE2 could also use the MF-16 data back, which did not need the external sync cord.

Its automatic exposure system is very easy to override, and does not get in the way. The matching needle system in the viewfinder is very informative, easier to read in the sun light than the LEDs of the FG, and than the small LCD display of the FA. With the F3, the FE2 is probably the most usable Nikon camera of the early eighties. How much for a Nikon FE2? The Nikon FE2 is a very good automatic exposure film camera, and its reputation has obviously an impact on its price. Specialized retailers like KEH sell it between $130 (Bargain) and $270 (Top Condition). As usual, prices are a bit lower on eBay, but the FE2 does not seem to sell for less than $100, with peaks up to $180 for very nice items.

There are few alternatives to the FE2: the more recent FM3a is much more expensive (typically from $400 up to $700) and the FE, with its modest shutter and no OTF flash metering, is far more primitive and more difficult to recommend.

More about the FE2

Photography in Malaysia

Tree trunk - Along the Nickajack Creek - Smyrna, GA (Nikon FE2, Nikon 50mm lens, Kodak CN400 film.

India’s 18-year old racer Armaan Ebrahim is the youngest in the GP2 series, which is just one level below F1. Perhaps he is the youngest ever to qualify for the series. In the last GP2 series race he finished ninth in the top ten. He may not be able to continue since he cannot afford it, and is running short of just Rs 1.24 Crore.

Armaan has been sending appeals to newspapers and asking them to publish it so that he can get sponsors. “I can then return the help by making it to F1 and winning races,” he promises.

Last month in the GP2 Asia series race at Indonesia he finished ninth in the top ten. To complete the GP2 Asia series he has three more races, but is running short of money, the nearest race being on March 22 in Malaysia. “I am short of 200,000 Euros (about Rs 1.24 Crore. Actually Rs 1,23,81,264. 39 Crore to be precise). We are asking the team to extend the time for the money, but if they insist that the money should be paid before, then perhaps I will have to pull out,” he told MiD DAY.

All Armaan’s competitors in the GP2 have done their pre season testing of six days, but Armaan has been unable to do it. That’s just because it costs 25,000 Euros (nearly Rs 15.48 lakh) per day, which he again could not afford.

 Armaan has his eyes set on the Formula 1 and wants to master racing by participating in the GP2, despite being young. “There are strong contentions that F1 will be in India in 2010. All F1 drivers have at least two years of experience in GP2. I will have gained enough experience to win the F1 till then. That’s why I am participating despite being much younger than the other drivers,” he said. He is unable to participate in the GP2 Europe, since he doesn’t have the funds.

Watching the auction of IPL players hurts him. “Figures running upto US $ 400 million (Rs 1618 Crore). I am not sure if I am hearing it right, for I am told that it is impossible to raise US $ 2 million (Rs 8.9 Crore) to participate in the GP2 Europe. I am unable to raise just Rs 1.24 Crore to complete the GP2 Asia,” he said.

His father Akram Ebrahim, a F3 champion and also a Ranji Trophy cricketer also feels hurt. “I have placed cricket and have been a racer too. Compared to motor car racing, I feel cricket is a child’s game. In racing the driver’s life is at stake. It hurts that there is so much of money in India and thousands of crore is spent on a 44 day season of cricket and there are no takers for motor race,” said Akram.

For the entire year, Armaan is running short of 400,000 Euros (nearly Rs 2.48 Crore). “He can’t sit idle the entire year and has to play in the Formula Renault which costs 200,000 Euros. The entire year’s expenses cots just Rs 2.48 Crore which is meager compared to what is spent on cricket and no one is coming forward. Companies like Ford and Honda have factories in India and are making use of Indian Economics, but are not willing to support an Indian driver. They are supporting drivers in their country,” he said.

Armaan has JK Tyres, Speed, Amaron and Elf as his sponsors, but is still running short of money. Will anyone come forward and help him?

Testes de inverno em Jerez terão vários jovens talentos em carros de F-1

Nos testes de inverno que a F-1 realizará entre os dias 1 e 3 de dezembro, em Jerez de La Frontera (Espanha), a Ferrari promoverá a estreia de quatro jovens pilotos em seus cockpits.

Jules Bianchi, campeão europeu de F-3, correrá com o F60 nos dois primeiros dias. No último dia, a escuderia italiana testará os três principais pilotos da F-3 italiana: Daniel Zampieri e Zioli Marco, ambos italianos, e o mexicano Pablo Sanchez Lopez.

Outros jovens talentos estarão presentes nas sessões de Jerez. Entre eles, Bertrand Baguette testará a Renault. Já Mirko Bortolotti e Andy Soucek, pilotos da F-2, pilotarão, respectivamente, carros de Toro Rosso e Williams.

Alexander Rossi e Esteban Gutierrez participarão dos testes pilotando carros da já extinta BMW, enquanto o campeão inglês de F-3, Daniel Ricciardo, correrá pela Red Bull.

[Fonte: tazio.uol.com.br]

I realise I haven’t updated here for a while, I have been overtaken by the mass of work coming my way from uni.

However, the next three days will be free of uni work and full of interesting new people. Later today I will be heading down to F3, courtesy of a very generous gentleman.

The next few days should prove to be an excellent opportunity to meet people I may potentially work with or see again in a professional context. Of course there is always the massive experience that I will gain from this, and hopefully I will learn a thing or two about where I see my career going.

The thing I am most looking forward to is simply meeting people, who are already professionals in what I would like to see as my future career, and engaging in conversation with them.

Tweets/Blog posts will follow.

Rob Tarlton, a 21-year-old aerospace engineering student from the University of Illinois, USA, flew over to Britain last week with his twin brother Tom. Both were finalists in the Philips Driving Academy competition to drive a Williams F1 car, and Rob progressed through a day at Palmer Sport and a session in the Williams simulator to become the overall winner.

We had the chance to chat with him during his prize day, at the point when he had been out in a F3 car but was yet to attempt his F1 drive. Here’s what he had to say.

Robert Tarlton - F1 driver

BritsOnPole: Tell us how you arrived here.

Rob Tarlton: For a long time I have been a big fan of Formula One and, at the beginning of the summer, one of my friends saw this competition and let my brother and I know that Philips was sponsoring a competition in which you could get a chance to drive a Williams F1 car. After that I looked at what it took and I entered the competition and tried my best.

BoP: Did you have several goes to push your laptime up, or was it a one-off effort?

RT: You could do as much as you wanted, so it was pretty much who wanted to spend the most time. I figured it was a good investment of my time.

BoP: It really is a thing that very few people can say they have done. How do you feel now?

RT: Right now, I feel really excited. I don’t really feel that nervous, I want to try my best and say safe. At this point I just want to enjoy the ride. I guess now that the competition has ended it has been a lot more relaxing. In the simulator and at Palmer Sport they were looking at the data to make sure you drive clean and do your best.

BoP: What was it like when you heard your name called out?

RT: It was all a bit unreal. I was really excited but, being announced as one of the three finalists you also had to stay focused because you were going to the simulator and it was only the beginning. But then, being announced as the final winner, that was very relieving, and very exciting. I was very happy.

BoP: We had a chat with Jeff who runs the simulator. He was extremely complimentary about all three finalists, but said one of the things that swung it in your favour was your ability to interpret instructions. Can you see that in yourself?

RT: Actually, I stated this earlier, that I felt my largest advantage was that… I like to think that I receive input well and re-implement it into my performance. I would say that it’s much like any other sport. To be coached is the quickest way you can improve.

BoP: Do you do any racing?

RT: Formula Student – we go through the entire process of designing, building, testing and eventually competing with it, so I do have some experience competing as a driver for Formula SAE, or Formula Student.

BoP: You’re going to have some bragging rights when you get home.

RT: Oh yes, I know a lot of jealous people.

BoP: Silverstone is one of the classic F1 tracks. What’s it like to come here and drive it?

RT: To drive at Silverstone, as you see it on TV with all the races happening here, to finally be here and driving an F1 car on the circuit is just… even though it’s the National circuit it’s still outstanding, one of a kind. To be coming through the stadium part from the drivers’ seat was pretty unreal. I can’t wait to see what it will be like in the F1 car.

Rob's twin Tom was one of the 12 finallists

BoP: And you brought a spare… your twin brother Tom?

RT: Just in case something was to happen. Actually, he entered and made it to the top 12 – so we were both here to go to Palmer Sport.

BoP: You said you’ve been a big fan of Formula One growing up – any interest in American racing?

RT: For the most part I follow Formula One. Every race, all the results, and I am a frequent visitor to the Formula One site, I really try to follow all of it. The only American racing I watch is if it’s going on if I happen to turn on the TV so I don’t really follow it, I don’t know many of the drivers, and I think the biggest part of that is the way the regulations are set up and the scale of Formula One. It’s an international competition and not just a national competition and that really adds a unique aspect to it.

British Formula 3 champion Daniel Ricciardo is to make his Formula 1 testing debut with Red Bull Racing next month.

Red Bull has confirmed to AUTOSPORT that the 20-year-old Australian will be its driver for the young driver tests that take place at Jerez from 1-3 December.

Ricciardo, a Red Bull protege, dominated British F3 in his rookie season this year, having graduated to the championship from Formula Renault.

His fellow Red Bull young driver Brendon Hartley will drive for Toro Rosso at the test, possibly along with another member of the energy drinks company’s talent development scheme.

“We will test Brendon Hartley and we will see if a second driver comes to join us from Red Bull for this test,” team boss Franz Tost told AUTOSPORT.

The majority of teams will test drivers who have won F1 outings via success in other championships at Jerez.

Ferrari is set to run the top drivers from Italian Formula 3 – as it did at Fiorano last winter. Williams will give Formula 2 champion Andy Soucek his prize test alongside its 2010 signing Nico Hulkenberg, and the departing BMW Sauber team will honour its commitment to give Alexander Rossi and Esteban Gutierrez F1 tests as their reward for winning last year’s Formula BMW World Finals and European title respectively.

Reference: Autosport.com

Bibit jamur tiram pada dasarnya terdiri dari 4 jenis  yaitu bibit murni/kultur murni (P/Parental), bibit induk (F1), log tebar (F2), dan log produksi (F3). Terdapat beberapa perbedaan dalam teknik pembuatan dan komposisi medium ke 4 jenis bibit ini, berikut penjelasannya :

1.      Proses Pembuatan Kultur Murni  Jamur Tiram dengan Menggunakan Media PDA    (Potatoes Dextrose Agar)

sudah dijelaskan di postingan sebelumnya  cek disini dan disini

2.       Bibit Induk F1 (log botol)

Pembuatan bibit induk F1 bisa menggunakan botol selai atau botol saus sebagai wadah medium.

Log botol merupakan tahap adaptasi awal/peralihan  miselium jamur tiram dari media PDA (Potato Dextrose Agar) ke media produksi yang berupa serbuk kayu. salah satu Komposisi/formula medium yang dapat digunakan diantaranya serbuk kayu : Jagung : Beras Merah : gula Putih : NPK (tambahan)  : Air secukupnya dengan perbandingan 100 : 100 : 25 : 4 : 1.

Proses pembuatannya :

1. Campurkan semua bahan ke dalam panci kemudian dimasak seperti menanak nasi.
2. Setelah matang kemudian dinginkan dan masukkan ke dalam  botol sebanyak ¾ volume botol.
3. Tutup botol dengan menggunakan plastik tahan panas
4. Sterilisasi menggunakan autoklaf / panci presto selama 20 -30 menit.
5. Log botol yang telah steril selanjutnya diinokulasi dengan menggunakan miselium jamur tiram yang terdapat pada medium PDA.

3.          Log tebar F2

Log tebar merupakan log adaptasi miselium jamur tiram untuk skala produksi yang lebih besar. Komposisi medium F2 pada dasarnya sama dengan log produksi F3. Yang membedakannya hanya kapasitas/bobot medium. Log tebar biasanya dibuat dengan bobot 0,5 kg.

Komposisi Medium yang digunakan yaitu serbuk kayu : dedak : jagung : kapur  (CaCO₃) : NPK dengan perbandingan 100 : 10 : 5 : 2,5 : 1.

Proses pembuatan :

1. Semua bahan dicampurkan sambil ditambahkan air. Banyaknya air disesuaikan hingga medium kompak yaitu ketika dikepal tidak terurai dan ketika diperas tidak mengeluarkan air.
2. Sebanyak 0,5 kg medium selanjutnya dimasukkan ke dalam plastik tahan panas ukuran 1 kg kemudian padatkan dan ditutup dengan mengikatnya menggunakan karet sambil menyelipkan kapas/kapuk pada bagian atas.
3. Sterilisasi selama tidak kurang dari 4 jam.  Setelah steril,  simpan log di tempat yang bersih.
4. Setelah dingin inokulasikan miselium jamur tiram yang berasal dari botol selai/saus.

4.           Log produksi F3

Teknik pembuatan pada dasarnya sama dengan log sebar F2 dengan bobot yang lebih berat yaitu 2 kg. Proses pembuatan log produksi F3 sudah dijelaskan pada postingan terdahulu..cek disini

Adityarial

apocalex: Yes, I bought the limited edition.  Does that make me a fan?  All right, yes it probably does.  But that doesn’t mean I’ll treat it like one!  I never really played the first Forza, I really started playing the second and it was pretty fun.  I’m a crappy racer, even though I love racing games.  I’m the asshole who cut corners at high speeds in Gran Turismo 2 because I could crash the leader and have enough acceleration to pass him.  I’m better in a tank I suppose.  But I try and finesse my way around as much as I can.  Forza 3 is actually a very simple game with little in the way of frills.  The most obvious comparisons to F3 are Forza 2, Grid, Gran Turismo, and I guess Need for Speed: Shift, although I never played NFS: Shift or the most recent iterations of GT.

So, first impressions.  It looks and feels slick, from the menus to the HUD, the only problems I notice so far is looking through the many (lots!) of different customization options and choices – from cars and manufacturers to upgrades and styling is a little cumbersome without some effort.  The racing itself feels very much like F2, I guess the plateau in terms of realistic handling has been reached.

Things I like – They have my dream car still.

I’ve had a love affair with the RX7 since I was a sophomore in high school at the park after football practice, and I saw it sweep in sounding like Knight Rider.  I’m a fan of that particular era of supercars, the 3000GT, the RX-7, Toyota Supra, NSX, the attempts after that time are pretty boring for my aesthetics.

So far I’ve encountered the interesting rewind system – which has its moments but can’t ever replace the “Dammit to hell, he cut me off!  Restart!”  moments that I’ve had in every racer.

The loading times (in conjunction with the dammit-to-hell experience) aren’t too bad, although I don’t like how they don’t let you rev your own engine until the last second, I usually needed a couple of seconds to find my sweet spot for a good launch off the green light.

Things I don’t like?  The somewhat clunky menu system, the season mode I’m still indecisive on whether or not I like.  The announcer’s voice is well done, except I wish it was possible to toggle him off or skip his speech sometimes.

I’m not a big fan of multiplayer racing because honestly, people are much better than me and I feel really bad ramming the car up front.  That’s just the way I am, I’ll try and give it a shot for reviewing’s sake though.

So vroom vroom zoom zoom, I’ll be back in a few days (weeks?) with a full rundown.

Norwegian Cruise Line today named the two seasoned captains who will serve on Norwegian Epic, the company’s largest and most innovative Freestyle Cruising ship to date.

Captain Trygve Vorren

In a live interactive online event, Norwegian also introduced the ship’s two hotel directors who will be responsible for all guest areas. The Norwegian Epic will enter service next June under the command of Captain Trygve Vorren, a 29-year seafaring veteran who is currently captain of Norwegian Jade, and Captain Hakan Svedung, at sea for 35 years and currently captain of Norwegian Dawn. Vorren, a native of Norway, joined Norwegian in 1980 as first officer on the SS Norway, then the world’s largest cruise ship. He has also served aboard Skyward, Southward, Sunward II, Dreamward, Leeward, Starward, Royal Odyssey, Norwegian Sea, Norwegian Crown, Norwegian Sun, Norwegian Dawn and Norwegian Majesty. Svedung, who lives in Sweden, has served on Norwegian Dawn since 2006; prior to that he worked for Star Cruises, one of Norwegian’s shareholders, for 12 years. Both captains are looking forward to this exciting and challenging new role.

Klaus Lugmaier and Sean Wurmhoeringer will serve as Norwegian Epic’s hotel directors. Lugmaier, currently director of shipboard operations at the company’s Miami headquarters, began his career at Norwegian 21 years ago aboard Seaward and held a variety of positions before becoming one of the youngest hotel directors in the cruise industry at the age of 26. As hotel director, he has launched seven of the company’s new ships, including Leeward, Norwegian Sky, Norwegian Star, Norwegian Dawn, Norwegian Jewel, Norwegian Pearl and Norwegian Gem. He was also part of the team that launched Norwegian Dream and Norwegian Wind. Wurmhoeringer, with Norwegian since 2002, is currently serving as hotel director on Norwegian Spirit and has also served on Norwegian Dawn, Norwegian Jewel, Norwegian Pearl, Norwegian Gem, Norwegian Sun and Norwegian Sky.

 ”We carefully chose these seasoned veterans to lead the on board team that will launch the most important project in the company’s history,” said Kevin Sheehan, Norwegian Cruise Line’s chief executive officer. “We are confident that they have the expertise, dedication and passion to make Norwegian Epic’s launch and inaugural season extremely successful.”

(NCL)

Malcolm says: I don’t doubt that Epic’s hardware will be good, but I do wonder about the software (crew: quality of food and service etc.)   NCL get some very inconsistent reviews (when compared to Royal Caribbean, for example) especially from Brits.  Let’s hope that the experience officers above can make it happen.  IF Epic’s initial reviews are poor, this mega ship could quickly sink like a stone in the middle of a recession.  However, I do wish NCL susess as I like the way they think ‘outside the box’ .

A two-night inaugural cruise for the travel trade by Norwegian Cruise Line’s new ship Norwegian Epic is to run from Southampton next summer.  The line’s largest vessel, which is currently being built, will visit the UK next June en route to the US where it will be christened in New York on July 2.

Norwegian Epic, which will offer 20 different dining options and multiple nightlife venues, will sail on June 19 to Rotterdam and will run an overnight cruise from the Dutch port back to Southampton on June 21.  The ship will then depart on its transatlantic crossing to New York on June 24.

Following the christening celebrations in the Big Apple, Norwegian Epic will move to its home port of Miami prior to the start of regular seven-night eastern and western Caribbean cruises on July 10, 2010.

(Travelmole)

Malcolm says:  Best make friends with a Travel Agent!

Yo no sé porqué lo hago, pero lo hago. Cada mañana me despierto y lo primero que hago es encender el ordenador. Mientras, paso por el baño y la cocina, vuelvo al ordenador. Desayuno y se me va el tiempo en internet, abriendo las páginas habituales donde cuelgan fotos o notícias relacionadas con Kimi, Sebastian o F1. Sé que, siendo las 9 menos 15 de la mañana pocas cosas nuevas puede haber desde la 1 de la madrugada cuando me fui a dormir (lo último que hice antes de apagar fue volver a mirar). También sé que tardo lo mío en ducharme (y luego secarme el pelo, planchármelo, maquillarme…). Pero sigo ahí. Hoy incluso me da por hacerme un blog.

Lo dejo aquí, pero cuando vuelva ya sabréis que será lo primero que haga. Cada uno tiene sus vicios, adicciones, rarezas… Esa es la mía.