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Buy JPYINR August futures

The pair has taken off its previous swing high of 62.9050 which signal a fresh leg up. Above 62.9050 the gates are open for the equality target of 68.80 in its wave C/3 which coincides with the 78.6 percent retracement of the fall. However, we arent looking for such a huge target as currently the pullback is considered as corrective in nature and not a fresh impulse on the way up. So, our preferred count is wave C up, whereas, wave 3 is just an alternate. The 61.8 percent retracement of the fall comes to 65.15 levels which is a conservative target and above that 65.70. The recent 3 days rise is well supported by the uptrend line and the moves have been with the gaps which are the characteristics of wave C/3 up, hence the support is pegged at 61.6150 levels which is also the stop loss for the long trades. There is a minor hurdle at 63.50 which in chart is shown by the dotted lines; once it takes off that level it will gain further momentum.

Now, looking at the other parameters, Bollinger bands have expanded on the daily charts after narrowing during the formation of the pennant in its wave B/2. Also, the pair has recently taken a good support at its 200 DMA. The momentum indicator MACD is well in buy mode on the weekly charts, whereas, the daily MACD has recently provided a fresh buy signal after reversing on the upside from the zero reference line. These all evidence indicates that the pair has a higher probability of moving up from hereon.

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Chrome but works fine in FireFox

I have some simple reports in SSRS 2008 R2 but they wont display at all in Safari or Chrome. According to Microsofts Books Online, these browsers are supported in limited fashion. However, I cant see anything after the data Loading clock completes. The parameter bar and bread crumb navigation section at the top of the page are all there. Also, I can Save/Export to any format on Safari and Chrome. It just wont display the report section itself, which is just blank.

Am I suppose to use certificates and secured connections currently not setup with https, only http? Are there any server side configurations that need to be tweaked? Has anyone had success displaying ANY reports on Safari/Chrome using previous SSRS versions 2005?

But there is still a problem: any time the user change parameters my reports use parameters! AJAX refreshes the div, the overflow:auto tag is rewritten, and no script changes it.

This technote detail explains what is the problem.

This happens because in a page built with AJAX panels, only the AJAX panels change their state, without refreshing the whole page. Consequently, the OnLoad events you applied on the tag are only fired once: the first time your page loads. After that, changing any of the AJAX panels will not trigger these events anymore.

Another option is to rename your function to pageLoad.

If you do this you can also remove the onload attribute from the body tag

So wrote the I improved script that is shown in the solution.

Maybe this will help someone. I know this post is kinda old now but the problem still exists in Chrome 22.0.1229.79. Posting my solution in case someone has this issue still.

YMMV but I have found that removing height from the ReportViewer tag fixes this issue.

I was having this issue with SSAS reports but not SSRS ones. I couldnt figure out why until I checked the differences in the pages a consultant had done the SSAS reports. He was setting ReportViewer Height=60% and the SSRS reports were not specifying the height.

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S is a legit sports car Community News Network The Enid News and Eagle

Anyone who loves sports cars should send a thankyou note to Toyota and Subaru.

The two companies teamed up to produce the first allnew, affordable sports car the world has seen in several years.

That a rare thing because true, hardedged sports cars are difficult to engineer and even harder to sell. They just don move in big numbers because, out of necessity, most drivers lean toward cars that are more practical and comfortable. At some level, sports cars are toys, after all.

But, after spending a week driving Toyota version which is sold as the Scion FRS here in America I pleased to learn that this sports car is legit.

It not a semisporty coupe like the old Toyota Celica. It not a comfy grand tourer like the Hyundai Genesis Coupe. It a real, honesttogoodness sports car designed entirely around the driving experience.

The suspension is tuned to have a far rougher, stiffer ride than most cars. You can feel every tiny pebble on the pavement, which is perfect for drivers who want to test its limits. It all about experiencing the road and becoming one with the road, not being isolated from the road.

Handling is ideally balanced thanks to its basic, classic sportscar layout: the engine up front, with power going to the rear wheels. That gives it a slight tendency to oversteer when you turn off the traction control and apply power while cornering exactly what a fun sports car ought to do.

Much in the spirit of my beloved Mazda Miata, this is a car that lets drivers push their limits without killing themselves.

Compare it to the Chevy Corvette, for example. While the Corvette is a faster and more expensive car, I don enjoy driving it as much as the FRS because it so much harder to test its boundaries.

With the Corvette wide, sticky tires and giant V8 engine, you almost have to be a professional driver or simply foolhardy to discover where it loses grip in ultrahighspeed turns.

With the FRS, though, ordinary drivers can have a lot more fun. Its narrower tires lose their grip through corners at lower speeds and very smoothly, not suddenly, letting a meremortal driver do a delicate dance with the throttle and steering wheel to keep it composed in turns.

It makes a hamfisted driver like me feel like an Andretti.

Power comes from a 2.0liter, naturally aspirated, horizontally opposed boxer fourcylinder engine that derived from Subaru, but it fitted with a hightech fuel injection system called D4S that Toyota previously used in its Lexus division.

It makes 200 horsepower, which is impressive in a car that weighs just 2,758 pounds.

While Subaru sells a near clone of this car called the BRZ, which I haven driven yet, my first indication is to lean toward the Scion just because of the way it looks. The Scion has a smoother, cleaner, more classic shape in my eyes.

Still, this isn a car for everyone. Rear visibility is limited by a thick pillar in back. The trunk is tiny, and the back seat is a total joke. It going to be a noisy, rough riding, fairly impractical car by design. But that what makes it a real sports car, something that beautiful inside and out.

It also the reason you should pick up your pen and write thank you to the engineers and companies that poured their hearts and souls into building a vehicle that appeals to a small but devoted cult of driving purists.

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ASUS Unveils ROG Maximus VI Impact Mini

ASUS announced its first Republic of Gamers ROG motherboard in the miniITX formfactor, the Maximus VI Impact, which could go on to become choice number one for SFF gaming PC builders. Arguably the most featurerich miniITX motherboard ever made, the Maximus VI Impact is a socket LGA1150 motherboard based on Intel Z87 Express chipset, which supports 4th generation Core Haswell processors.

The board draws power from a combination of 24pin ATX and 8pin EPS connectors, and conditions it using a 10phase VRM that offshoots into its own little PCB, with heatsink. The other three daughterboards on the Maximus VI Impact include the SupremeFX Impact, a soundcard with an audiophilegrade 115 dBA DAC, OPAMPs, and audiograde capacitors; and an mPCIe combo card that lends it 802.11 ac WiFi and Bluetooth 4.0; and an ImpactControl card that gives overclockers POST diagnostic readouts and CMOS reset/restore at the push of a button, right from the rear panel.

On the connectivity front, the Maximus VI Impact gives you four SATA 6 Gb/s ports, an eSATA 6 Gb/s port, six USB 3.0 ports four rear, two by header, six USB 2.0/1.1 ports, HDMI, DisplayPort, gigabit Ethernet Intel controller, 6channel SupremeFX Impact audio with 8channel digital output, a PCIExpress 3.0 x16 slot, and two DDR3 DIMM slots supporting up to 32 GB of dualchannel DDR3 memory. Most ROGexclusive features from the Maximus VI Extreme and Maximus VI Hero are carried over. ASUS didnt finalize pricing. Now Im thinking about selling the 3570K, then buying this ROG board and a 4670K. Decisions, decisions. :confused:I have that combo 3570K on P8Z77I Deluxe and it is :rockout:

though I miss my XtremeGamer sound card from my previous setup. :ohwell:

there is huge difference at least to my ears between the onboard audio ALC889A or ALC898 and elcheapo sound card such as XtremeGamer. and that on Roccat Kave, a normal gaming hadset.

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Royal Enfield Desert Storm Review

Classic muscular looks, the straightbacked regal ride and a fine mattfinish new paint job are what is evident when you look at the new variant from the Royal Enfield den the Classic Desert Storm. A warinspired model that is quite a rare offering to come by for Indian riders these days, the 500cc powerpacked machine could pump pride and envy even into the hearts current RE bike owners.

The birth of the Royal Enfield Classic models was in November 2009, and they stormed the market, carving a niche especially for those vintage motorcycle lovers with an inclination for the fine mix of classic design and modern mechanicals. Now, true to its name, the new RE motorcycle rakes up a storm with its tweaked features and pulsating performance.

For someone who has been riding the RE Standard Bullet for more than six years, the Classic experience a few years ago was the equivalent of a maiden trip to New Zealand and now the Desert Storm gives the adrenaline rush of a bungee jump in Queenstown. Apart from being a unique variant in terms of the skin being inspired by desert sand, the battleready Classic Desert Storm is an upgraded version of the iconic RE Classic, which could be your perfect ride to your office and also hold its own on rugged terrain to keep entertained even on off days.

The Bullet has inspired generations of Indians and expats to attempt customisation. The brands macho, rugged image and its association with the armed forces are legendary. Many owners including yours truly have had a history of enduring an exasperating wait for an army matte green paint job for their RE bikes. I remember finally giving up after my own attempts at getting a local painter to deliver the results I desired bore bitter fruit. The quest for an apt font and accessories to get the socalled look pride of combat added to the ire back then.

So, it is an impressive effort by the designers at the Royal Enfield factory in Tiruvottiyur, near Chennai to have thought of a model inspired by war a theme with a lot of relevance for this bike. The mattefinish sand colour paint job, the conventional stickers and rubber pads on the tank and the spring saddle seats identical to the older Classics provides the epic touch to the new model.

The sense of pride in riding home a war model is something many may ridicule but the looks and thump of the Classic Desert Storm will silence critics. Having rolled out the Battle Green version as well, RE can look at introducing some militaryinspired merchandise to pepup the ride for fans like me. And also variants of the saddle seat could quench the thirst for a much newer look on the new machine.

The Desert Storm is based on the same platform as the RE Classic and is also loaded with the same 500cc Twin Spark unit construction engine.

The amazing part about this 499cc engine is the fact that its refinement level has improved despite it continuing to be a single cylinder, aircooled pushrod unit. Of course new technology has contributed to the improvement.

The new Desert Storm will feel much more approachable for eager new buyers coming into the RE fold. The classic feel of a bullet with its addictive, leisurely performance is there, but with the loads of torque available, the Desert Storm can also quickly spool up and spring forward when the rider demands it.

Built into the crankcase, is the fivespeed constant mesh gearbox which has already been in the news for improving the performance in the Classic 500. The smooth shifts that it affords and the fact that it perfectly complements the new engine mapping for the Desert Storm won me over all over again.

For those deceived by the retro looks of this motorcycle, the fact that it clocks speeds of 100 kmph to 120 kmph with ease, making it capable of challenging any latest motorcycle of its class out there on the road for a can come as a shocker.

The buffed, shiny engine, the 1950sstyle nacelle and toolbox, and the swept upwards short silencer which is an optional fitment are all extremely eyecatchy additions in the engine area.

These features and the subtle matt paint work had many onlookers drooling over my test bike. Opening up the throttle and letting the sonorous thump of the exhaust wake up the neighbourhood invoked even more envious stares.

There has always been a certain charm to the Bullets vulnerable rigidity. I am sure many enthusiasts would have loved some of the previous RE bikes whimsical onroad manners and their relatively unreliable parts. While the new Classics continue to be put together with as much passion, their glorious uncertainty is now part of history.

New electricals, switchgear, electrical selfstart, combined engine and gearbox parts, EFI and even more rigid components like the new front forks, make the new Classic Desert Storm as reliable and refined as any in the segment.

The new front fork suspensions have been modified compared to the older Classic model to improve rigidity and provide more refined handling. The result is that the Desert Storm also offers much better riding comfort and enhanced braking. There is no feeling of pitchy or late reacting brake performance. Minor adjustments to the rake and trail of the front suspension provide comfortable handling especially on bumpy roads.

Coming to the key element of the ride, the Desert Storm is clearly the upgraded version of the older classic bearing the spring saddle seats and Bullet fans will love it. Zipping through a traffic bottleneck in the city has been never easy with a big Bullet, but the Classic variants manage to do just that. The gearshifts are smooth, with false neutrals being almost nonexistent.

The new Storm takes the experience of riding a muscular RE to a new high. And the best part is that it manages to marry tech with the flavour of the Classics of yore. The famous Tigers eye headlamp now features a Halogen bulb, the original unit construction engine now has electronic fuel injection and the familiar speedometer with Classic English font now has a EFI warning lamp integrated into it.

The new Royal Enfield Classic Desert Storm offers a mileage of 20 to 25 kmpl depending to road conditions and can be your own for Rs. 1,43,967 exshowroom, Mumbai. To update the Classic range, RE has also launched the new Chrome edition in the classic red and black colour options, with chrome being the dominant finish for the theme. Running on the fuel tank, the wide mud guards and the toolbox, the chrome finish gives the new variant looks that many will fall in love with.

This article was published on November 9, 2011

Keywords: Royal Enfield Desert Storm, Royal Enfield Classic, Royal Enfield Desert Storm Chrome Edition, 500cc engine, Royal Enfield Desert Storm price

Good review, encouraging for prospective buyers like me. For anyone interested, I got my Enfield India Bullet 350 of 1983 vintage repainted in December 2009 in almost the same colour as the new Desert Storm. I had even nicknamed my machine Desert Fox after Field Marshall Erwin Rommel of the German Wehrmacht during World War II. I have already booked a new Desert Storm and am eagerly waiting for its delivery in a couple of months. Pictures of my old Desert Fox are available on request. It will be up for sale soon. I live in Santiniketan, West Bengal. The bike is registered in Durgapur..