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Windhund Arena

Review of: Windhund Arena

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Windhund Arena

Windhund-Arena Schweiz AG in Gossau SG - Handelsregister, Bonitätsprüfung, Management, Kennzahlen, Kontakt und News. Es ist wie die Ruhe vor dem Sturm in der Windhund-Arena Hünstetten. Wo am darauffolgenden Tag Windhunde in ihren jeweiligen. Webseite Windhund Arena Hünstetten. KUNDE Windhund-Rennverein Untertaunus-Hünstetten e.V., Hünstetten. BRANCHE Windhunde. SKILLS Photoshop.

Windhundarena Hünstetten

Pflegemittel und Tierbedarf für ihr Haustier vom Fachhandel geliefert. Windhund-Arena "Hünstetten". June 21, June 21, erwin · Track surface: sand. hunstetten. Bookmark. Contact Information. B, Hünstetten, Hessen. Über das Training am Sonntag, , gibt es nicht viel zu berichten, denn "nur" 40 Windhunde hatten den Weg in die Windhund-Arena gefunden. Alle Läufe.

Windhund Arena Neueste Nachrichten Video

Race The Wind 39 - Sloughi Dog Show (Lorch/Gemany) • Greyhound Galgo Windhund Saluki Arab Orient

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Stadion "Auf der Bodenwaage" Sportverein.

The car has taken shape by now, at least as far as its exterior is concerned, after roughly twelve months, and basic body functions can be evaluated.

The third half-year brings a maximum effort from Works Preparation and Testing for the first time, as well as from Product Planning.

While various sub-assemblies, normal models and outside vehicles using now-complete engine, gearbox and axles, are actually running, Works Preparation in collaboration with Engineering and Testing procures auxiliary tools and prototype parts.

In the meantime the hour has come for production line planning experts. They were kept informed from an early stage but now their efforts become decisive.

Their planning is equally vital to a satisfactory development outcome since their work decides whether the new car will emerge from development ready for rational production.

After some eighteen months the first "true" prototype stands on its wheels with engine and gearbox already past their first test runs.

During the fourth half-year test programs of the experimental department come to the fore. Here we must differentiate between functional testing concerned with fulfillment of handling quality and performance standards and testing for endurance which is concerned with quality and durability.

Such endurance runs include condensedtime experiments on the accelerated-test track. By using extreme conditions salt water splash, potholes, ramp jumps and other hardships materials can be subjected to demands which would only occur in normal driving after a far higher mileage.

At Weissach the test track program has achieved a factor of 1 so that miles of such testing correspond to roughly , miles of average customer driving.

This testing serves chiefly to check those components which cannot be evaluated for durability on a test bench with sufficient reality. Fifth and sixth half-years: Testing continues and procurement begins.

During further track and bench tests the main accent now falls on a number of details all-important to the later success of a vehicle, Proper compromises must be found; in engine or gearbox mounts between noise and vibration comfort; on the intake side between fuel consumption, exhaust decontamination and throttle Although any development center has climatic test chambers to simulate extreme operational conditions, "real" cold and heat tests are still found in the standard test program of many builders, At Porsche extensive runs in the Alps and on the Arctic Circle have become a firm component of cold-weather testing as well as evaluating handling on snow or ice.

The counterpart to this is a large-scale program in the North African desert where they not only test for extreme heat but over unbelievably bad desert tracks which provide an ideal supplement to tests already performed on shaker surfaces at home.

Sand and dust which penetrate every crevice are a phenomenon hated by any test driver but welcomed in the test program. Meanwhile the most important decision since the project began has been made.

This was a green light for the purchase of tooling, operational means of production and components. All previous decisions were made within the development budget but now that framework is considerably exceeded.

The project reaches a dimension from which there is virtually no retreat. The firm's management must ask itself one last time: are we going in the right direction with this development, will the car find its place on the market, is there even a sufficiently large market niche for i t - in short, does our bill of particulars work out at the bottom line?

Planning concepts must now include production drawings and the leeway for alterations thus becomes smaller. Despite this fact, experience drawn from test operations will initiate constant modification - and any developing automobile must live with that fact.

A small pre-series must be put onto wheels as rapidly as possible to give production and quality control experts an opportunity to gather experience with the new vehicle under near-production conditions.

This or that is bound to go wrong - not everything which seems smooth as silk in the test department will necessarily work out in production.

Based on experience gained and evaluated from this pre-series, an actual dress rehearsal or pilot series is launched roughly six months before production begins.

Once again a number of facts may be determined from this pilot series and applied before production actually begins, and these can cause redispositions.

Thus the final few months before production starts become a race against time and problems of all kinds. This last major phase in development is always a high strain time for all concerned.

It demands the willingness and ability to compromise and to make rapid decisions with flexiblity. A proper crisis team is formed to solve problems which crop up daily.

Actual test work has concluded in the meantime and all requirements in the project book have been fulfilled. They have begun to fix the type, a further control procedure to some degree.

Apart from national construction approval there are approximately one dozen registration tests to be passed in other lands.

Expenditures for safety and environmental protection made during the development phase were considerable and they increase steadily. The catalogue of such regulations has grown from roughly sixty laws in to over in It is understandable that engineers and experimental.

The long-demanded and urgently-needed standardization of norms for safety and evironmental protection lies far in the future - what one country may demand today will be forbidden by another.

The confusion inherent in such widely varied laws absorbs energy which could be far more usefully applied. While production start up is being tested and type fixing is underway other segments of the firm have long-since become involved too.

Distribution prepares for the introduction of a new model to dealers and customers. Marketing concepts are developed, publicity strategy established and literature of all kinds printed.

Customer service men work at peak revs too - the entire inspection and repair system with its training of personnel, the writing of maintenance literature, technical outfitting of workshops and handling of warranties must be established, Spares of all kinds must be available and catalogued for day one.

And the very first customer will want his manual which- like all other literature- must be printed in various languages, Thus the circle from first sketch to production maturity is closing steadily.

Hundreds of workers were involved in the achievement, carrying heavy responsibilities and overcoming all difficulties. From this fact alone we can trace the most impressive characteristic of today's automobile development: its all-encompassing teamwork.

Automobiles are no longer built by individuals. They are never a one-man show any more. Whereas the first designs of ninety years ago were still the basic achievements of individual pioneers and while later cars, far into the thirties even, showed the clear hand of a designer ruling over his crew, the development of any automobile has now become a terribly complex and multilayered task which can only be solved by the perfect teamwork of a homogenous crew.

Porsche has often been described as the smallest among the auto factories and while this might be true within Germany, international comparisons prove the opposite.

Really small builders, particularly those of Italian or English persuasion, produce from 50 to cars annually. Against these, Porsche's current annual production of over 15, units with a work force of some seems gigantic.

Isn't it more a case of the giant among small auto firms? The tradition-rich firm in Stuttgart-Zuffenhausen is truly the smallest real car forge, the David among giants, because Porsche is separated by whole worlds from the true small builders who are almost all in deep difficulty, incidentally.

A more or less handwork-style of production without in-house body construction, inadequate customer service nets, modest distribution channels and a lack of development capacity with limited test facilities - none of these factors are a problem for the Swabian sport car builder.

Porsche of Zuffenhausen, Weissach and Ludwigsburg bears all the features of a large automobile factory. How did this undertaking break the bounds of a small, handwork operation after ?

Was it business foresight or good fortune? A glance at the firm's development path indicates that both those components must have been involved.

We can assume that the prehistory - marked by the name of Ferdinand Porsche - is well known to all. Thus we will only recapitulate briefly here how the one-time technical director of Austro Daimler, Daimler Benz and Steyr opened his own design office in Stuttgart during And how this office made headlines for the first time with the Auto Union Grand Prix car.

How it launched the Volkswagen project on its own initiative, one which later made Professor Ferdinand Porsche immortal.

How this project was put through against every obstacle until a factory was created in Fallersieben later Wolfsburg under Porsche management, a plant destined to build the auto for everyman.

How this design office which settled into the Stuttgart industrial suburb of Zuffenhausen expanded to include an experimental department with its own workshops and how they developed cross-country vehicles during the war only to move to Gmund in Carinthia when the bombing began.

How postwar Volkswagen production began while Ferry Porsche and his people developed that first car in Gmund, based on the VW, which would carry the Porsche name.

And how, subsequently, the type went into limited production in a Zuffenhausen barracks, backed by the most restricted means.

How the first car was completed at Easter to find customer favor and be followed by ever-growing numbers until the constantly expanded production facilities burst all seams and made large investments necessary.

And how too, Porsche cars achieved success after success on all levels of motor sport. These are the stages which turned this small firm with the big name into an automobile factory; That ended the era of grand improvisation, although the firm didn't yet have its own body plant.

A large portion of their bodies came from Reutter right next door. This changed in when Porsche took over Reutter, absorbing body construction into its own plant.

A further milestone came with the production of the which began in It was a Porsche which owed nothing to any mass production car.

Such design ambition was no coincidence but cold reality, based on solid foundations. After all, the firm was once a design office exclusively, working on outside contracts and this realm was never neglected, even when their own car production figures increased rapidly.

The fact that this firm continued to consider itself a specialist in vehicle development had far-reaching consequences.

The increasing impossibility of performing entire test programs on open roads, the steadily growing need for new test facilities of all kinds and a lack of space in old Plant I all indicated to management that an independent future could only be secured with huge investments in the development realm.

The result of such farsighted thinking was the development center at Weissach. Between and one of the most modern development centers in the world grew up there, stage by stage.

Vehicles of all types can now be conceived, designed, built and tested. Weissach is located some eighteen miles west of Stuttgart, a short half-hour by car from Zuffenhausen.

Somewhat less successful was the quasi-marriage with an unmatched partner which Porsche undertook towards the end of the sixties.

At that time Zuffenhausen received extremely interesting development projects from Wolfsburg including the VW Porsche and EA , but found itself in turn removed, de facto, from the marketplace by VW since all distribution activities were taken over by a sales firm owned jointly by VW and Porsche.

The The former Kommanditgese. Ischaft known as the Dr. Ferry Porsche stepped down from active management of the firm at 62, to take over chairmanship of the board of overseers.

Although the firm remains entirely in the hands of the Porsche and Piech families, the younger Porsche and Piech generations stepped aside. Ownership and management were separated, logically so in view of the dimensions this firm had achieved.

A board was established which consisted originally of the engineer Dr. Ernst Fuhrmann who later became Chairman and Heinz Branitzky, head of finance.

The second major event of was cancellation of project EA , developed by Porsche. Rudolf Leiding, new Chairman of the Board in Wolfsburg1 was forced to make this move by the less than successful model policies of his predecessors.

He had to put a beetle successor on the market quickly and in that situation he felt that the demanding mid-engine concept engine beneath the rear seat would be too risky.

The cancellation of project EA which was already in the midst of obtaining production tooling, meant a considerable loss of turnover for the Porsche development center which was partially operational by then.

Expected follow-up contracts for further development and model updating were dropped too of course. Since VW obviously faced further grave problems by then, it became questionable whether a contract then hanging in the balance for development of a successor to the VW Porsche could be realized either.

The end of project EA had a further unpleasant effect on Porsche's own model development plans. The new board was barely seated when it had to make extremely difficult decisions.

Around when the popularity curve of the model was heading towards its first peak, Engineering and Styling began to deal with first designs for a new model generation.

Such studies were taken up rather hesitantly in the small and overcrowded confines of Plant I - with good reason.

For one thing the Porsche race department was in full bloom at that time and real race fever had infected the entire development branch.

The race car types , , , and were created at unbelievably short intervals, race engines of six, eight, twelve and even sixteen cylinders were developed and troops of half-company strength rushed from race course to race course.

This racing trend, which went overboard at times, absorbed a great deal of development capacity and money, although it certainly had its beneficial side as well: Porsche still profits from lessons learned then in lightweight construction and aerodynamics.

In addition, a dynamic young engineering cadre grew up under the auspices of such hectic racing participation, survived many baptisms under fire and later proved itself on all kinds of "civilian" projects.

At that point the seemed sure to achieve a life span which would equal that of the before it. The concept of this vehicle had proved very favorable for further develop-.

Thus they wanted to avoid any unnecessary restriction of technical possibilities which might result from starting a new development too soon.

Furthermore, future exhaust and safety regulations were sprouting in those days, particularly in the United States, and their steady stiffening foreseen by the end of the seventies seemed to indicate it would be wise to avoid firm commitments.

This was particularly true for any follow-up generation which must aspire to another long model run. Extended model lives which allow better amortization of high investments are the be- and end-all for any small automobile manufacturer.

Finally there was another decisive reason for hesitation. Towards the end of the sixties it became more and more clear that one had arrived at a crossroads in questions of technical concept.

Would, or could, one remain with the rear engine and air cooling, characteristic features which the public considered untouchable Porsche dogma?

Or did the future belong to mid-engine sport cars which were already such a fixture of racing? Perhaps a classic design or even front-wheel drive might be viable alternatives?

The advantages and disadvantages of these various concepts were dispassionately weighed even in those days. Rear engines and air cooling were anything but holy and questioning them never taboo.

However they had to consider the question of whether customers would also Nevertheless, an end to both rear engines and air cooling became increasingly obvious.

Crash norms to come mitigated against the rear engine because its lack of a proper crush zone causes problems in rear-end crashes it is not the frontal crash which is problematic as SO many people believe.

There were also problems with the ever more stringent noise pollution laws since a rear engine car which is very quiet up front still has two noise sources in the rear: engine and exhaust exit.

There was the additional fact that this rear engine concept had a very bad reputation among opinion-shapers of the motoring press.

It carried the stigmas of oversteer, poor directional stability and high side-wind sensitivity criticisms which may once have been justified in part although anybody sitting in a new would scarcely notice any trace of such stumbling blocks today..

The ultimate change to liquid cooling seems, in fact, to have been dictated more by a desire for generally better noise suppression and greater heater comfort.

This almost automatically led to a preference for the sport car with mid-mounted engine, a building style offering optimal handling qualities, ft was thoroughly race-proven and could be described as "typically Porsche" since it matched the concept of that first successful mid-engine race car, the Auto Union Grand Prix machine which Porsche had developed after all.

Then there was all that valuable experience gained with the VW Porsche which had just gone into production.

However this very experience brought up the question of whether a normal mid-engine arrangement powerplant placed longitudinally ahead of the rear axle was realty the proper path.

Every design option indicated that the problems of emergency seating and small storage space reachable from the cockpit could only be insufficiently solved, if at all.

And this was precisely the sore point of a Gothenburg, 24 January In order to speed up the development of cloud-based condition monitoring technologies, SKF is consolidating its development footprint in Europe.

Consequently, and subject to. Bearings, although buried deep within the vehicle, are on the front line in contributing to drivetrain efficiencies and delivering reliability for automotive manufacturers.

Thomas M. Wolf, Application. A sensor that monitors rotating equipment performance is now certified for use in hazardous areas, extending condition monitoring into new applications and industries.

Investors, analysts and media are invited to take part in a conference call. As per 30 December, the Company. A new portable and easy-to-use induction heater from SKF makes the hot-mounting of bearings and similar parts, fast and safe.

Schleiffunken setzten Ablagerungen im Abluftkanal in Brand. Auslöser war wohl ein technischer Fehler bei der Zufuhr einer wässrigen Emulsion.

Auf der maintenance Dortmund zeigt SKF u. Die vereinfachen die visuelle Inspektion von laufenden Maschinen und tragen dazu bei, Störungen frühzeitig zu erkennen.

Schrägkugellager haben üblicherweise einen Berührungswinkel von 40 Grad. Dadurch bietet sich erstmals die Möglichkeit. Data holds the key for machine learning, which will unleash a new generation of technology that drives greater productivity and efficiency.

Schweinfurt, den Dezember Im Mittelpunkt des diesjährigen cti symposiums steht der fundamentale Wandel, mit dem sich die Automobilindustrie durch die fortschreitende Elektrifizierung und die immer.

Das Unternehmen steht zum Standort Schweinfurt. Die Wettbewerbsfähigkeit. I will be doing some reviews of it also and have some behind he closed doors photos of how he madness is over there these days with all the orders.

Also the variant paint jobs that were done for this project. Hoping to watch the videos this weekend though! Keep an eye out for it! The ant is in some respects the most wonderful creature in the world; for it seems to be about equal in intelligence to the elephant, which is not only the greatest, but also the most intelligent of the larger animals.

A bull, so immensely greater than an ant in body, is far smaller in mind. Similarly, man's lordship over the animal world is a triumph of mental power.

The driver is weaker in body than the horse he drives, but he has a stronger mind. We shall triumph in the world just in proportion as we develop our inner life.

This is a triumph of industry. The ant rebukes the sluggard Proverbs It is a triumph of patience. The ant toils for the future. Herein is its true strength.

Men who care only for the passing moment are shallow and weak. We are strong in proportion as we live in the future.

But their instinct leads them to live among the rocks, and hide themselves in dark caves and inaccessible crevices.

Thus the strength of the hills is theirs. When there is no hope of holding our ground in the open field, we may find shelter in the Rock of Ages.

If souls have their instincts in a healthy condition, these will drive them to the true shelter, and there weakness will be safe.

Though the locusts have no king, they are able to make successful marches over miles of country, and to completely devastate the lands they visit.

They do not waste their time by flying hither and thither, and by opposing one another. They all move on in solid phalanx. This instinctive order secures success.

It teaches us that the welfare of the individual must be subordinate to that of the community. If a small stream has to be crossed, the myriads of locusts who are so unfortunate as to be in the van of the mighty army fall in and fill up the bed till they make a causeway that can be used by their fellows.

The victory of man is got through the suffering and death of many self-sacrificing heroes. In the Church the cause of Christ will best triumph when all Christians move together in harmony, all seeking to win the world for the kingdom of heaven.

The little lizard is found in king's palaces because he can stick to the walls, and so run into unlooked for places out of the way of men.

It is a great thing to be able to hold on. Quiet perseverance wins many a victory. Patient endurance is crowned in the end with glorious success.

In the highest things, "he that endureth unto the end, the same shall be saved" Mark Each of the four here brought before us excites admiration for a successful course.

As in former illustrations, the images rise up to a climax, and what is exhibited separately in the earlier ones is united and completed in the final image.

True success is good. There are various forms of success. Some are more disgraceful than failure. A low end easily won, or a desirable goal reached by foul means, gives a worthless and even a detestable victory.

But when both means and end are good, there is something admirable in success. This success is continuous. The most worthy triumph is not that of a sudden victory snatched at the end of a long, doubtful contest, but the carrying out of a course that is good throughout—a constant series of small daily victories over danger.

Thus the lion is admired, not merely because he can bring down his prey by means of a long chase, or after patiently waiting for it in ambush, but because "he turneth not away for any," and of all four the excellence is that they "go well.

This success is measured by the difficulties overcome. We gauge strength by what it can do, and the best standard may not give visible results in acquisition.

The proof may be seen more in triumph over obstacles. He who persists through all hardship and danger enduring to the end, and faithful unto death, is the true soldier of Christ.

The good and admirable may be of different forms. Success of the highest kind will be got by each using his own talents, not by any vainly imitating those of another.

The lion cannot copy the goat's agility, nor the greyhound the lion's strength. Four methods of success are here suggested.

Success may be won by indomitable energy. This is the characteristic of the lion. He is strong, and he "turneth not away for any.

It may be got by swiftness. The greyhound is a feeble creature compared to the lion. Its glory is in its speed. There is a victory for nimbleness of mind as well as of body.

It may be reached by agility , The hound can fly like the wind over the plain; and the he goat can pick its way among the crags of the precipice and climb to dizzy heights.

They are not like the eagle that soars on its wings, for the quadruped must always have some foothold, but with this it can stand without fear in the most precarious positions.

Skilful agility will enable one to triumph over difficulties, escape snares and pitfalls, and rise to daring heights. It may be attained by human qualities.

Man is feeble as a coney compared to the lion, slow as a tortoise in the presence of the greyhound, lame and timorous beside that audacious mountaineer the goat.

But he can master and outdo all these creatures by the use of mental and spiritual powers. Each of the four is known by its success, as none would be known if the animals were caged in a menagerie, and the king left to enjoy empty pageantry.

The kingly faculty is not only recognized on a throne. As the power to govern, it is witnessed in business, in society, and in intellectual regions.

There are born kings. We see how stirring times bring such men to the front as the Civil Wars revealed Cromwell. The noblest earthly career is to be a true leader of men.

He who stands at the head of the great human family was and is a Divine King, and his triumph is in his ruling even through shame and death.

It is not always equally demanded of us. There are times for expression, times when we should break reserve and give forth freely the thoughts and purposes of our souls.

But other times demand peculiar self-suppression. In rebuke of foolish vanity. Too much pretension must be humbled.

Selfish ambition must be cast down. In restraint of evil thinking. But the sooner the sin is checked the better, and it can be best checked before it has emerged in word or deed.

Expression emphasizes an evil thought. A publication of it makes it hurtful to others. The viper brood should be scotched in the nest.

It will prevent future evil. We cannot undo the past; we cannot deny our inner self. But at least we may seek for grace that the sin may proceed no further.

It will prepare for better conduct. In itself it is but negative. It has the merit of silence, it is a "masterly inactivity. There is therefore a moment of silence, cessation, even death, in the act of conversion.

We cannot proceed at once from evil living to good service. Paul had his period of silence in Arabia.

It would be an immense gain in this noisy age if we could practise more of the golden virtue. Frank and open natures are not able readily to recognize the merits of reticence, while, on the other hand, reserved and secretive natures shrink from a requisite confession.

There must be a perception of the evil of giving unrestrained went to one ' s thoughts and desires. Many people do not perceive the dangers of speech.

They blurt out the most unseemly things where the sensitive shrink into silence. But a horror of the harm that may be done by heedless words will assist in the cultivation of a habit of self-restraint.

There must be energy of will. The unrestrained nature that is a victim to every rousing impression is no better than an unwalled city open to the invasion of the first chance foe Proverbs Now, it is a work of Divine grace to strengthen the will so that the weak may acquire more control over themselves.

At the first blush of it there seems to be more energy in noisy, bustling restlessness, while quiet self-restraint appears inert. But this results from a very superficial view of life.

Nothing less than Heaven-sent grace can make us strong enough to keep silent under great provocation or to be still when the heart is boiling over with passion.

Agur's sayings: God's Word the fountain of all wisdom. These are the words, probably, of a believer in Jehovah who was a stranger in a foreign land.

Among the sworn foes of Israel and her faith, we have in him an example of Puritan rectitude, of unflinching fidelity to conscience, that is highly instructive.

The purity of God's eternal truth, and the safety of all believers in him Proverbs ,—this is his simple and sublime leading theme. In vain had he sought to explore the unfathomable secret of his essence, by searching to find out the Almighty unto perfection.

It was higher than heaven—what could he do? This was substantially the confession, expressed in different forms, of all the great prophets.

Compare the accounts of Isaiah's consecration, Jeremiah's and Ezekiel's. True religion is rooted in this sense of the Divine mystery.

All piety is shallow without it. In every conscious feeling, thought, aspiration, we are but travelling on the edge of a great abyss, moving towards an horizon which still recedes.

In our deeper moments we are all mystics, and there are times when all talk about God seems babble, and we would fain take refuge in the "sacred silence of the mind.

Verses 2, 3. No words are too self-contemptuous to express the sense of the immense gulf which separates our thought from God. Applied to definable objects, our intelligence scents bright and piercing; applied to the Infinite Might and Wisdom and Purity, no better than the vacant gaze of the ox in the pasture.

Look into those beautiful brown eyes; there is a depth of pathos in them, but no "speculation," no power to grasp the unity and law of things that print themselves in pictures on the retina.

And what are we, though raised above the "creatures that lead a blind life within the brain," but helpless gazers into infinity?

Well did Sir Isaac Newton and all the great seers of science realize this feeling. Their consummate knowledge was, viewed on another side, consummate ignorance.

They had not thereby attained absolute wisdom, nor "won the knowledge of the Holy. Verse 4. One of the first principles laid down by the great Goethe was—Learn to distinguish between the accessible and the inaccessible in nature to your thought.

For want of this, theologians on the one hand, scientists on the other, have rushed into presumption in seeking to wrest the inscrutable secrets of nature from the hand of God.

The unknowableness of the first beginnings of things was recognized by the ancient thinker. The height of heaven, the movements of winds and waves, the changes of the earth's surface,—all may be brought under law; but the word "law" conceals the greater mystery—the nature of the Lawgiver himself.

God is not identical with law, any more than we are identical with speech. Law is but the partially understood speech of God to our intelligence.

Examine all the sublime names which have been given to God in the course of revelation, in the process of religious thought; behind them all ties the unutterable and unthinkable Somewhat.

Verse 5. To say that God is utterly unknowable is as great an error as to say that he is perfectly knowable by the human understanding: Such an admission must cut at the root of religion.

On the contrary, religion implies revelation. Because God has spoken to us, we may speak to him; because he has stooped to us, we may rise towards him.

In manifold ways—through nature, through inspired men, through the Son, through the conscience—God "has spoken to the world. The quality of his oral revelation.

The writer is thinking of the oral and written Law. Because definite, articulate, it may be spoken of as the Word of God par excellence ; but by no means are the indefinable and inarticulate revelations through nature to our spirit excluded.

From every sight of beauty and every sound of music in the world we may derive unspoken messages of him "whose nature and whose name is Love.

The refined silver of the furnace is a favourite image of this, its quality. From the alloy of duplicity, flattery, hypocrisy, it is free.

God deals sincerely with us. And, therefore, it is purifying. We behold the true life of the soul in its mirror. The practical blessing of trust in him.

He who speaks to us is to be trusted. And in this trust in One who is eternal and infallible, pure arid true, we have security.

The Law or Word which declares his will is like a broad hand stretched above us to command, and, in commanding, to protect, reward, and bless.

The duty of strict reverence and loyalty towards his words. Verse 6. Much they leave unsaid, which it is not for us to supply.

The general lesson seems to be respect for that element of reserve and mystery which lies behind all that is or may be known.

We may "lie" against God by saying more than he has actually said to us by any channel of knowledge. To exceed or exaggerate seems ever a readier temptation than to keep within the modest bounds of positive declaration.

And certain penalties await all distortions of the truth of every kind; they work themselves out in the conscience and the course of history.

Extremes exist in logic; life shows that extremes meet, and that the path of sense in opinion and of safety in conduct lies intermediate between them.

Not by the wise and religious man. They bring perils to the soul. Full of his gifts, it is tempted to deny the Giver. The deepest atheism springs from self-sufficiency.

Prospering in the flesh, men are often impoverished in the spirit. It tempts to dishonesty, even to perjury. The old proverb, "It is hard for an empty sack to stand on end," points the same way.

More stinging still is the word, "Poor men have no souls. Philippians , Philippians ; 1 Timothy Horace says, "Whoever loves the golden mediocrity is safe, free from the sordid misery of the tumble down dwelling, free from the envied hall in his sobriety" 'Carm.

But let us be careful to note that the true state is to be found in the spirit itself—the inward, not the outward sufficiency.

Caution in the use of the tongue. One of the most active forms of evil consists in the "putting into the head" of others feelings towards their employers or superiors which would not otherwise have arisen.

Wasseranschluss, Sanitäre Anlagen, Duschen, etc. Ebenso müssen ausreichend Parkplätze für die Tagesteilnehmer bzw. Zuschauer ausgewiesen werden.

Der rege Zulauf an Teilnehmern mit sehr hoher internationaler Beteiligung spricht für sich. Jedoch ist oftmals nicht nur die Teilnahme an einem Windhundrennen für die Besitzer der Hunde Grund, den Weg nach Gelsenkirchen anzutreten.

So verbringen manche Windhundbesitzer sogar einen Kurzurlaub auf dem Gelände des Windhundstadions und nutzen die umliegenden Flächen für ausgedehnte Spaziergänge.

By steviem Started February By Tomo. T Started October 30, By simon king Started March 14, Bunker Bash Bunker Bash Details. Start new topic. Recommended Posts.

Windhund Arena Konto Windhund Arena. - Vereine die in diesem Stadion spielen

Kalt wars aber schön.
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Windhund Arena
Windhund Arena


2 Kommentare zu „Windhund Arena“

  1. Es ist Gelöscht

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