1968 jeep kaiser m715 for sale

Hello all. Possibly looking to get my first Jeep. I’m interested in this 2011 Wrangler Sahara with 135k miles. Price is $13k usd.
Mostly just wondering is this a good price? Should I look at it or avoid it like the plague and why? If it’s not a good price what would be?
I’ve never had a jeep and I’ve been trying to do some research. Figured you guys would know best. Thanks
https://www.tradeguruonline.com/vdp/20080188/Used-2011-Jeep-Wrangler-Unlimited-4WD-4dr-Sahara-for-sale-in-Venice-FL-34285

Hello all. Possibly looking to get my first Jeep. I’m interested in this 2011 Wrangler Sahara with 135k miles. Price is $13k usd.
Mostly just wondering is this a good price? Should I look at it or avoid it like the plague and why? If it’s not a good price what would be?
I’ve never had a jeep and I’ve been trying to do some research. Figured you guys would know best. Thanks
https://www.tradeguruonline.com/vdp/20080188/Used-2011-Jeep-Wrangler-Unlimited-4WD-4dr-Sahara-for-sale-in-Venice-FL-34285

Hello all. Possibly looking to get my first Jeep. I’m interested in this 2011 Wrangler Sahara with 135k miles. Price is $13k usd.
Mostly just wondering is this a good price? Should I look at it or avoid it like the plague and why? If it’s not a good price what would be?
I’ve never had a jeep and I’ve been trying to do some research. Figured you guys would know best. Thanks
https://www.tradeguruonline.com/vdp/20080188/Used-2011-Jeep-Wrangler-Unlimited-4WD-4dr-Sahara-for-sale-in-Venice-FL-34285

Here are options for downloading or watching Glass Onion: A Knives Out Mystery streaming the full movie online for free on 123movies & Reddit, including where to watch the anticipated Mystery movie at home. Is Glass Onion: A Knives Out Mystery 2022 available to stream? Is watching Glass Onion: A Knives Out Mystery on Disney Plus, HBO Max, Netflix or Amazon Prime? Yes, we have found an authentic streaming option/service.
Watch Now – Glass Onion: A Knives Out Mystery Online Free
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The long-awaited “Knives Out” sequel is finally here, and while “Glass Onion” is a Netflix movie, it’s getting a hybrid release in theaters and on the streaming service at different times.
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Dental Implants in Local Area Cost Almost Nothing!
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This time murder is already in the air when Detective Benoit Blanc arrives in Greece upon the invitation of a billionaire to partake in a murder mystery party — though the luxurious vacation takes a turn when an actual murder takes place and Blanc peels back the layers of this unexpected crime.
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Daniel Craig gets the Jennifer Coolidge treatment as he returns as Blanc alongside an entirely new cast, including Kate Hudson, Leslie Odom Jr., Janelle Monáe and Kathryn Hahn. Rian Johnson is back as writer and director.
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Here’s how to watch “Glass Onion: A Knives Out Mystery” when it comes out.
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Is Glass Onion: A Knives Out Mystery in Movie Theaters?
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Glass Onion: A Knives Out Mystery had its global premiere at the Toronto Film Festival in September 2022, followed by a screening at London Film Festival in October. Now, the movie is getting Netflix’s widest theatrical release to date with a “sneak preview run” from November 23 to November 29, 2022, followed by a streaming release in December. So, you can either head to the theaters and make it a Thanksgiving watch or add it to your Christmas watch list. You can visit the film’s official website, to see showtimes near you.
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Is Glass Onion: A Knives Out Mystery Streaming Online?
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The murder mystery movie is getting a worldwide streaming release on Netflix, on December 23, 2022. So, if you can’t make it to the theatres in November when it premieres, you can always be a couch detective and solve the mystery with Blanc when the film arrives on streaming during the holidays.
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When is “Glass Onion” streaming on Netflix?
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If you aren’t able to see the murder mystery in theaters (and again, you only have a one week window to do so), it’ll be streaming on Netflix on Dec. 23, just in time for Christmas.
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Where to Watch Glass Onion: A Knives Out Mystery Online?
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While a streaming release date has not yet been announced, we can give an educated guess based on previous Walt Disney Studios films. Though there’s no set pattern, many Disney movies will stream close to 45 days after theatrical release, usually on the Friday after Disney+’s regular day to release new movies. If that’s the case, Glass Onion could be streaming on Disney+ as early as December 30 — or if the service wants to jump the gun, December 25 as an early Christmas present.
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However, Thor: Love and Thunder, which is also a Marvel movie, was released in theaters on July 8 before it came to Disney+ and digital platforms on Sept. 8, timed to Disney+ Day. If Glass Onion follows the same trajectory, we may be able to stream it from the comfort of our homes by mid-January.
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Will Glass Onion: A Knives Out Mystery Be On HBO Max?
As of today, we also don’t know if HBO Max will stream the 2022 title on its site. It wouldn’t surprise us if the site acquires Glass Onion since the site tends to have little to no issue getting brand-new titles to stream on its service. However, we’ll fill you in when we know more.
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Is Glass Onion: A Knives Out Mystery Available On Hulu?
Viewers are saying that they want to view the new TV show Glass Onion on Hulu. Unfortunately, this is not possible since Hulu currently does not offer any of the free episodes of this series streaming at this time. It will be exclusive to the MTV channel, which you get by subscribing to cable or satellite TV services. You will not be able to watch it on Hulu or any other free streaming service.
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What is Glass Onion: A Knives Out Mystery about?
The sequel sees a group of friends gather at a lavish private estate on a Greek island. They range from a governor to a scientist to a former model and more. Someone turns up dead, and the culprit could be any of them, according to Netflix.
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Your Memory is Photographic if You Can Name 16/30 of These Shows Correctly
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The Cast of Glass Onion
The sequel of Knives Out stars “a whole new cast” according to Director Rian Johnson. See below:
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Where can I watch Glass Onion UK?
If you don’t want to watch the movie in a cinema, Glass Onion: A Knives Out Mystery will be available on Netflix globally on December 23rd, 2022.
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Is glass onion a sequel to Knives Out?
Glass Onion: A Knives Out Mystery is a 2022 American murder mystery film written and directed by Rian Johnson, who produced it with Ram Bergman. In the sequel to Knives Out (2019), Daniel Craig reprises his role as Benoit Blanc, a master detective taking on a new case.
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Why is it called Glass Onion?
In a recent interview with Netflix’s Tulum, Johnson explained that the film’s title, Glass Onion: A Knives Out Mystery, pays homage both to the 1968 Beatles song of the same name and to detective Benoit Blanc’s love of symbols.

On a bit of a whim, I found an FJ for sale and I am considering trading in my current vehicle. For all intents and purposes, the money would be a wash or in my favor.
FJ 2007 120k miles Always in a southern state (no snow)
Current car 2018 Jeep Renegade AWD 40k miles Perfectly safe and good gas mileage, but not fun
Can y’all weigh in on if I’m crazy to trade in paid off little commuter for this 100k+ mile FJ? Opinion on the maintenance of a higher mileage like this; or is this even high mileage for an FJ?
Side note: I may or may not be asking in order to justify to my wife. For the record she’s already in support of the idea of a better car for our lifestyle, but not sold on the jump in mileage.
TIA

I am posting my question here in the collapse subreddit but I am not sure I am in the right place. But hear me out. My question has to do with the rollout of the “Advanced Clean Cars II” rule that originated with the California Air Resources Board (CARB) and California generally. There are a number of other states that will follow the CARB rules. NY is among these states and is where I live. ACC II is well-intended and is supposed to provide a structure for transition away from fossil-fuel vehicles. But as I attempt to think through the implications, I have to wonder if the ACC II policy may end up collapsing the auto industry and auto sales in the US and it will cause it to happen “sooner than expected”. I know there are many on this sub that would welcome that outcome. But in a country that has been so dependent on cars it will be a big change.
In 2021 NY passed legislation that would transition new car sales to 100% EV in 2035. Governor Hochul signed it and then passed it off to the NY Department of Environmental Conservation (DEC) to come up with an implementation plan. DEC then announced adoption of the CARB ACC II rule in late 2022 as part of the NY EV mandate. ACC II calls for EV quotas to take effect gradually starting with the 2025 auto model year which would begin with a 25% EV sales quota. PHEVs could count towards the quota but could only satisfy up to 20% of the quota for each model year. Automakers face a penalty if they fail to meet the EV quota. By 2030 the quota is 70% EV new car sales.
I was thinking about this EV mandate in CA but also in NY, CT, MA, MD, NJ, and others in terms of the effect on existing dealerships in these states. Tesla doesn’t sell through a dealer network but all the other automakers do. Tesla will have no problem qualifying. But when I think about the typical Toyota dealership, I can see a big problem that will arrive with the 2025 model year. Stats from NY DMV show 5.7% of new car sales in 2022 were EVs. This includes PHEVs like RAV4 Prime, Jeep 4Xe, etc. Battery Electric Vehicles (BEV) were only 2%. I am not sure about 2023 but it’s likely to be only slightly more than 2022. But with the 2025 model year, Toyota would have to sell 20% BEVs of its new car sales in those ACC II states like NY. But at this point Toyota only has the bZ4X BEV right now in 2023 and less than 2000 have been sold so far this year in the US (source: Bard). They might have another model in 2025 but it would be completely new. They have the Mirai fuel cell car but there is zero hydrogen infrastructure in NY to fuel it. So Toyota would have to either pay a big fine per vehicle, or buy “credits” {presumably from Tesla) that buy them out of the quota.. Or they would have to somehow increase BEV availability and sales by a factor of 10x in less than 2 years! Google Bard says that one way they could comply is to limit the sale of ICE cars so that even low sales of BEVs would equal 20% of the total. This would mean very few Toyotas could be sold until the company could actually produce enough BEVs to meet the increasingly high EV quota. Maybe Toyota would have to increase sales far more than 10x?
By 2030 the EV quota will be 68%. I don’t see how these progressively stricter quotas are mathematically possible to meet. I can’t see how any Toyota dealership in the ACC II states can survive more than 3 years. Maybe they just stay in business on service and used cars? Or does it all fall down? Maybe we are all heading for e-bikes sooner than we thought?
I guess Toyota could write off these states but that would be hard. CA, NY, NJ, MA, MD, etc are a huge share of the US market. And what of the consumers? It’s not hard to believe there will be a shortage of new cars. What few cars that are available will be the expensive ones. So e-bikes it is!
I am hoping some redditors out there will have some insight into the auto industry that I lack. Or redditors who might have insight into how ACC II will work in California? Will this hasten in the end of the auto age? Maybe it’s already happening? Google Bard tells me that year over year auto registrations in CA and NY have declined for several years..

Shipping should work out to around 6$ for most USA locations, flat rate to Canada (around 8$)
Condition is Record/ Jacket, EX=excellent (a touch under near mint, maybe a few light creases/hairlines, plays flawlessly) Happy to answer any inquiries or send pictures, just send me a message.
New & Sealed
Atheist – Unquestionable Presence (2019 France, Limited Edition /350 Red Transparent Vinyl, Season Of Mist SOM 278LP) Comes with regular outer sleeve with Hype Sticker, never played: 80$
Black Pumas ‎– Black Pumas (2021 USA, Limited Edition Clear with Red Smoke) Sealed: 30$
Calling All Captains – Slowly Getting Better (2021, Limited Edition /400, Clea Green Translucent Split, New Damage Records NDRV075) Sealed: 25$
Counting Crows ‎– Butter Miracle Suite One (2021, 12” EP, BMG 538670411) Sealed: 12$
Muse ‎– Black Holes And Revelations (Europe Reissue, Warner Records 0825646350919) Sealed: 28$
Our Lady Peace ‎– Happiness... Is Not A Fish That You Can Catch (2020 Limited Edition Smoke Vinyl, Columbia 88985445601) Sealed: 35$
Pink Floyd – Atom Heart Mother (2016 USA, 180g Remastered, Pink Floyd Records PFRLP5) Sealed: 30$
Soundgarden – Badmotorfinger (2016 USA, A&M Records B0025674-01) Sealed: 30$
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Rock
10cc ‎– Look Hear? (1980, Mercury SRM-1-3838) NM/EX: 6$
Balance ‎– Balance (1981, Portrait FR 37357) VG+/VG+: 5$
Big Country ‎– Steeltown (1984, Vertigo VOG 1 3343) EX/VG+: 5$
Billy Idol ‎– Whiplash Smile (1986, Chrysalis CHX 41514) VG+/EX: 10$
The Boomtown Rats ‎– In The Long Grass (1984, Vertigo VOG 1 3346) VG+/VG+: 7$
Brutal Knights ‎– Living By Yourself (2008, 12” 45 RPM, Gatefold, Deranged Records DY115) NM/NM: 5$
Chris de Burgh ‎– Spanish Train And Other Stories (1975, A&M SP-4568) VG/VG: 5$
Foreigner ‎– Reaction To Action (1984, 12” Atlantic 78 68800) VG+/EX: 5$
Ian Anderson ‎– Walk Into Light (1983, Chrysalis CHS 41443) VG+/G+: 5$
Jethro Tull ‎– Living In The Past (1972, Harcover 2x LP, Chrysalis 2CH 1035) VG+/VG+: 10$
Kayak ‎– Phantom Of The Night (1978, GRT 9098-7039) EX/VG+: 8$
Lighthouse ‎– Thoughts Of Movin' On (1971, Gatefold, GRT 9230-1010) VG+/VG+: 5$
Mick Jagger ‎– Primitive Cool (1987, Columbia OC 40919) NM/NM: 5$
The Moody Blues ‎– Seventh Sojourn (Gatefold, Threshold THS 7) VG+/VG+: 5$
The Moody Blues ‎– Long Distance Voyager (1981, Gatefold, Threshold TRL-1-2901) EX/EX: 5$
Network ‎– Network (1977, Epic PE 34979) EX/VG: 5$
The Doobie Brothers ‎– What Were Once Vices Are Now Habits (1974, Warner Bros. Records W 2750) VG/G+: 5$
Stevie Ray Vaughan And Double Trouble ‎– Couldn't Stand The Weather (1984, Epic FE 39304) VG+/VG: 25$
Tony Banks – A Curious Feeling (1979, Polydor CA-1-2207) VG+/VG+: 8$
Trillion ‎– Trillion (1978, Epic PE 35460) EX/VG : 5$
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Classical (Take 35% off this list if you buy more than one)
Bach ; ‎ I Musici– Concert In A Minor / Concerto In D Minor / Brandenburg Concerto No. 3 (1963, Mono, Philips PHM 500-008) VG+/NM: 2$
Bach, Brahms. Sibelius – Brandenburg Concerto No. 2 In F / Brandenburg Concerto No. 3 In G / Hungarian Dances / Finlandia (Music Treasures Of The World MT 19) NM/Generic: 5$
Beethoven ‎– From The Private Collection Of Don Gabor, The Musical Life Of Ludwig Van Beethoven (Remington Musirama RE-33-1361) VG+/VG: 5$
Beethoven, The Chicago Symphony Orchestra, Vladimir Horowitz – Beethoven’s Greatest Hits Volume 1 (1971, RCA Red Seal LSC-5010) EX/EX: 4$
Beethoven - Wilhelm Kempff ‎– Sonaten - Pathétique · Mondschein - Moonlight · Appassionata (Germany, Deutsche Grammophon 139 300) EX/EX: 5$
Christoph Eschenbach / Béla Bartók ‎– Werke Von Béla Bartók (Germany import, Telefunken SMT 1265) VG+/VG+: 5$
Haydn, Max Goberman, Vienna State Opera Orchestra ‎– The Symphonies Of Haydn Vol. 4: Symphony No. 9 In C, Symphony No. 10 In D, Symphony No. 11 In E-Flat (1967 USA, Odyssey 32-16-0081) VG+/VG+: 2$
Herbert von Karajan, Berlin Philharmonic ‎– Rossini - Smetana - Ravel – Sibelius (1978, Deutsche Grammophon 2545 049) VG/G+: 8$
J. Sibelius - Eesti NSV Riiklik Sümfooniaorkester, Peeter Lilje ‎– Symphony No. 1 (1987 USSR, Мелодия С10 24897 006) EX/G+: 15$
Jean-Christian Michel, Quatuor Avec Orgue – Requiem (France Issue, Riviera 521 029) EX/EX : 8$
Johann Strauss, Jr. - Oslo Philharmonic Orchestra, Øivin Fjeldstad ‎– Waltzes (RCA Camden CAS 623) VG/VG+: 2$
Johann Strauss, Jr. - Ferenc Fricsay, Berlin Radio Symphony Orchestra ‎– Emperor Waltz (Deutsche Grammophon Resonance 2535 134) VG+/VG+: 2$
Karajan – Karajan In Rehearsal = Karajan En Répétition (1968 German Issue, Deutsche Grammophon 643 201) EX/EX: 5$
Liszt, Jean Costa – Oeuvres Pour Orgue (France, Musidisc 30 RC 702) VG+/P : 20$
The Manhattan Pops Orchestra – The Pride & Passion – Italy (1965 USA, Time Records S/2185) VG+/VG+: 2$
Marilyn Horne, Henry Lewis – Arias From French Operas (1968, London Records Of Canada Ltd. OS 26064) VG+/VG+: 4$
Mussorgsky, Chicago Symphony ‎– Pictures At An Exhibition = Bilder Einer Ausstellung (1981 German Issue, Deutsche Grammophon 2531 354) NM/VG+: 5$
Peter Frankl ‎– Recital Schumann (1981 Reissue, Accord 30 RC 875) VG/VG: 2$
Ravel - Charles Dutoit / Orchestre Symphonique De Montréal ‎– Bolero - La Valse - Rapsodie Espagnole - Alborada Del Gracioso (1982, London Records LDR 71059) NM/EX : 2$
The Red Army Ensemble, Colonel Boris Alexandrov ‎– The Red Army Ensemble (Vox Productions STPL 515.070) VG+/VG+: 2$
Rimsky-Korsakov ‎– Scheherazade (USA, Music Treasures Of The World MT 18) VG+/Generic: 2$
Tchaikovsky, Kenneth Alwyn, The London Symphony Orchestra ‎– 1812 Overture · Capriccio Italien · Marche Slave (1959 UK for Sales in USA, London Records CS 6038) VG+/EX: 8$
Tchaikovsky, Vienna Symphony Orchestra, Michael Gielen ‎– 1812 Overture “Serenade for Strings” (1976 USA, Everest SDBR 3394) VG+/VG+: 8$
Tchaikovsky - D. Oistrakh, USSR State Symphony Orchestra, K. Kondrashin ‎– Concerto For Violin And Orchestra In D Major, Op. 35 (USSR, Mono, Mezhdunarodnaya Kniga НД 03820(а)) VG+/Generic: 25$
Sir William Walton / Dame Edith Sitwell / Vera Zorina / Jacques Ibert / The Philadelphia Orchestra / Eugene Ormandy – Façade / Divertissement (1963, Columbia Masterworks ML 5849) NM/VG+: 4$

Direct and to the point. I am a residential real estate broker and this year has not been well for me. I have an opportunity to sell my paid off 2016 jeep grand Cherokee summit (Hemi) with 56k miles, the sale could help me financially. Should I sell the Jeep for around 26k to a dealer or take my chance selling privately and make more potentially. As for transportation I’m pretty much remote my kids school is walking distance my wife has a car and would I would not need nothing too fancy.

I cant find any 2008 jeep srt8 6.1L for sale
Checking market prices currently
Before they sell for 1800kd before covid
So i mean after covid and inflation should be around 2500
But i cant find any for sale.. 4sale opensooq olx
what you guys think the market price of them Around 150k to 200k mileage.
Thank you

Global Info Research announces the release of the report “Global High Resolution Desktop Raman Spectrometers Market 2023 by Manufacturers, Regions, Type and Application, Forecast to 2029” . The report is a detailed and comprehensive analysis presented by region and country, type and application. As the market is constantly changing, the report explores the competition, supply and demand trends, as well as key factors that contribute to its changing demands across many markets. Company profiles and product examples of selected competitors, along with market share estimates of some of the selected leaders for the year 2023, are provided. In addition, the report provides key insights about market drivers, restraints, opportunities, new product launches or approvals, COVID-19 and Russia-Ukraine War Influence.
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According to our (Global Info Research) latest study, the global High Resolution Desktop Raman Spectrometers market size was valued at USD million in 2022 and is forecast to a readjusted size of USD million by 2029 with a CAGR of % during review period. The influence of COVID-19 and the Russia-Ukraine War were considered while estimating market sizes.
Key Features:
Global High Resolution Desktop Raman Spectrometers market size and forecasts, in consumption value), sales quantity, and average selling prices, 2018-2029
Global High Resolution Desktop Raman Spectrometers market size and forecasts by region and country, in consumption value, sales quantity, and average selling prices, 2018-2029
Global High Resolution Desktop Raman Spectrometers market size and forecasts, by Type and by Application, in consumption value, sales quantity, and average selling prices, 2018-2029
Global High Resolution Desktop Raman Spectrometers market shares of main players, shipments in revenue, sales quantity, and ASP, 2018-2023
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The Primary Objectives in This Report Are:
To determine the size of the total market opportunity of global and key countries
To assess the growth potential for High Resolution Desktop Raman Spectrometers
To forecast future growth in each product and end-use market
To assess competitive factors affecting the marketplace
This report profiles key players in the global High Resolution Desktop Raman Spectrometers market based on the following parameters - company overview, production, value, price, gross margin, product portfolio, geographical presence, and key developments.
​
Request Free Sample Copy Or buy this report at:
https://www.globalinforesearch.com/reports/1535473/high-resolution-desktop-raman-spectrometers
The High Resolution Desktop Raman Spectrometers market is segmented as below:
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Market segment by Type
Invasive Raman Spectrometers
Non-invasive Raman Spectrometers
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Market segment by Application
Biology and Medical
Food and Agriculture
Physics and Chemistry
Others
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Major players covered
Horiba
Renishaw
Thermo
Zolix
OPTOSKY
Bruker
Oceanhood
WITec
JASCO
Skyray Instrument
Gangdong Technology
Kaiser Optical
Agilent Technologies
TSI
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The Main Contents of the Report, includes a total of 15 chapters:
Chapter 1, to describe High Resolution Desktop Raman Spectrometers product scope, market overview, market estimation caveats and base year.
Chapter 2, to profile the top manufacturers of High Resolution Desktop Raman Spectrometers, with price, sales, revenue and global market share of High Resolution Desktop Raman Spectrometers from 2018 to 2023.
Chapter 3, the High Resolution Desktop Raman Spectrometers competitive situation, sales quantity, revenue and global market share of top manufacturers are analyzed emphatically by landscape contrast.
Chapter 4, the High Resolution Desktop Raman Spectrometers breakdown data are shown at the regional level, to show the sales quantity, consumption value and growth by regions, from 2018 to 2029.
Chapter 5 and 6, to segment the sales by Type and application, with sales market share and growth rate by type, application, from 2018 to 2029.
Chapter 7, 8, 9, 10 and 11, to break the sales data at the country level, with sales quantity, consumption value and market share for key countries in the world, from 2017 to 2022.and High Resolution Desktop Raman Spectrometers market forecast, by regions, type and application, with sales and revenue, from 2024 to 2029.
Chapter 12, market dynamics, drivers, restraints, trends, Porters Five Forces analysis, and Influence of COVID-19 and Russia-Ukraine War.
Chapter 13, the key raw materials and key suppliers, and industry chain of High Resolution Desktop Raman Spectrometers.
Chapter 14 and 15, to describe High Resolution Desktop Raman Spectrometers sales channel, distributors, customers, research findings and conclusion.
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The analyst presents a detailed picture of the market by the way of study, synthesis, and summation of data from multiple sources by an analysis of key parameters. Our report on the High Resolution Desktop Raman Spectrometers market covers the following areas:
1.High Resolution Desktop Raman Spectrometers market sizing
2.High Resolution Desktop Raman Spectrometers market forecast
3.High Resolution Desktop Raman Spectrometers market industry analysis
4.Analyze the needs of the global High Resolution Desktop Raman Spectrometers business market
5.Answer the market level of global High Resolution Desktop Raman Spectrometers
6.Statistics the annual growth of the global High Resolution Desktop Raman Spectrometers production market
7.The main producers of the global High Resolution Desktop Raman Spectrometers production market
8.Describe the growth factor that promotes market demand
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Global Info Research is a company that digs deep into global industry information to support enterprises with market strategies and in-depth market development analysis reports. We provides market information consulting services in the global region to support enterprise strategic planning and official information reporting, and focuses on customized research, management consulting, IPO consulting, industry chain research, database and top industry services. At the same time, Global Info Research is also a report publisher, a customer and an interest-based suppliers, and is trusted by more than 30,000 companies around the world. We will always carry out all aspects of our business with excellent expertise and experience.
​
Contact Us:
Global Info Research
Web: https://www.globalinforesearch.com
CN: 0086-176 6505 2062
HK: 00852-5819 7708
US: 001-347 966 1888
Email: [email protected]
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First full time job with a decent commute that will get some snow in winters. It seems possible to get a car for $10k but it would be an older mediocre sedan. Looks like moving up in the $20k range opens options up all the way to 2-5 year old SUVs and sedans that come with a little more bells and whistles, including safety features and maybe AWD or 4WD.
I guess to put more concisely i can phrase it in a few different questions:

1. If I am experiencing snow in the winter on a longish commute is it worth having 4WD or AWD?
2. It seems many newer compact SUVs or crossovers are listed to having similar MPG to sedans around low to mid 30s, sedans usually being more mid 30s. Is this accurate?
3. Is it worth spending closer to $20k to get a newer vehicle vs buying an older car for cheaper knowing it wont last forever? With a longer commute I would like comfort to some extent which newer cars tend to offer
4. I am seeing a lot of cars for sale in my price range that are compact Mazda SUVs, Chevy Malibu, Jeep , Nissan Kicks and Nissan Rogue Sport, Toyota Corolla, Ford Escape, Jeep Cherokee and Jeep Compass, and Nissan Altima and not sure the general thought on these?

Obviously model, package, and year matter but any thoughts would greatly help

The Bureau of Alcohol, Tobacco, Firearms, and Explosives (ATF) issued an Advisory on the Final Rule regarding Receiver or Frame Identification in April 2022. The Federal Register states the effective date of this rule as August 24, 2022. The Final Rule requires that all firearms frames or receivers bear a serial number and undergo a background check before they can be sold. This rule has been put in place to help ensure public safety and ensure that firearms are being legally transferred between individuals and the firearm industry. The Final Rule affects federal firearms licensees (FFLs) by requiring them to place a serial number on all frames or receivers and submit a background check before they can be sold. This applies to both new and used firearms frames or receivers, including those that are partially complete.
The Biden Administration has also highlighted the need to address “ghost guns." A ghost gun is considered a firearm that has been assembled from an unfinished frame or receiver, or "nonfunctional frame". Nonfunctional frames are considered incomplete, but able to be completed with the intention of use. Which is why, in March, the ATF released the following public safety advisory to firearm distributors and manufacturers: "Some suppliers of partially complete frames or receivers appear to be attempting to willfully circumvent the rule by (1) selling parts from the type of firearms parts kit covered by the final rule in separate transactions or (2) coordinating with other distributors to sell, market or make available individual parts that, when put together, create a frame or receiver."
The ATF Advisory on the Final Rule is an important step forward in improving public safety by ensuring that firearms are being legally transferred between individuals and the firearm industry. It is important that all FFLs and individuals involved in the manufacture and sale of firearms frames or receivers adhere to the Final Rule and ensure that all firearms frames or receivers are identified and background checked before they are sold. The ATF Advisory also serves as a reminder to the public that the United States Justice Department is committed to ensuring the safety of the public and will continue to take steps to reduce the prevalence of violent crimes.
The Department of Justice, under Attorney General Merrick Garland, also announced a new regulation for gun owners that complete their own firearm frames. This new rule is meant to provide clarity for regulatory definitions. The regulation is based on the Gun Control Act of 1968, which requires all firearm frames to be regulated as a firearm.
The rule establishes that any frame created with associated templates or parts kit is considered a firearm frame under the law. If a frame has been cut, drilled, or machined in any way is still considered a firearm frame. In response to this ruling, an unnamed firearm parts manufacturer filed a preliminary injunction against the ATF Director Steven Dettelbach. The company argued that the rule would impose an undue burden on law-abiding gun owners, and is a violation of United States' citizens Second Amendment right to bear arms. In response, Dettelbach stated that the rule would not restrict any existing state laws or limit law-abiding citizens from owning firearms, and that the ATF's investigative priority remains on those who abuse gun ownership.
The rule requires that the lower receiver of a short-barreled rifle be completed in two separate transactions. The first transaction requires that the parts kit used to create the receiver be sold separately from the frame. The second transaction involves the assembly of the receiver parts kit onto the frame.
The ATF has been clear that it understands this rule has created some "inconvenience" to both firearm retailers and manufacturers. In an effort to smooth the waters, they have provided additional information and legal advice to help gun owners better understand the effort to control gun violence. President Biden and his administration have stated that their priority is to make our communities safer.
We urge all gun owners to take time to review the new rule carefully and seek legal advice if needed. The ATF will is continuing to crack down on violations, which means no matter how small the business, they will be eyeing you closely. If you are concerned about violations, fines, or even the loss of your federal firearm license, you are not alone. FastBound for free today, and ensure your compliance, so your business has a future.
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Original thread
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I've been dealing with a seemingly undiagnosable parasitic drain on my 15 Trailhawk Cherokee since January, all individual fuses pulled/units disconnected and drain was still present. There was water found in the spare tire compartment but couldn't figure out how that could have caused such a crazy short in the system.
Finally threw my hands up a month ago and put it up for sale through a consignment dealer, bought a ZJ and called it the luck of the draw. The consignment dealer told me yesterday that the last few times they've gone to move it it's started right up without a boost, they helped with diagnostic work on this so they're familiar with the drain and had been boosting it themselves prior.
We're both in agreement that it seems like it was a moisture issue that must have dried out now due to the warm weather and lack of rain. Obviously fixing the leak is step number 1 but does anyone know what could have been shorted out from a leak bringing water into the spare tire compartment?
Going to check on the tail light and rear hatch gaskets first, anything else I should look at? No sun roof on this vehicle but roof rack mounts possibly?
​
On the plus side, now I have 2 Jeeps. On the downside, now I have 2 Jeeps to fix up.
Ya win some, ya lose some!

I have been writing to government officials, and I ended up with a useful summary of the situation surrounding LEDs. --------------------------
Dear Decision Maker,
LED visible radiation is a human health hazard. LEDs are not point sources of light, but rather emit a directed energy beam of spatially non-uniform light from a flat surface. The FDA failed to comply with the Congressional mandate to publish performance standards for LED products to ensure the comfort, health, and safety of the public. The FDA has failed to publish restrictions for peak luminance, spatial uniformity, inverse square law dispersion, spectral power distribution, and square wave flicker. LED visible radiation devices have been documented to cause seizures, migraines, panic attacks, eye pain, and eye injury, in addition to the health impacts caused by light pollution such as increased risk of thyroid, breast, and prostate cancer, obesity, heart disease, mood disorders, and early mortality. LED visible radiation creates discriminatory barriers that prevent equal access. Because of the documented hazards to human health and well being and lack of FDA regulation, there is no legal basis for using any LED product, and the sale, installation, or operation of an LED product creates a liability. LED lights are not energy efficient as compared to incandescent or HPS, as falsely claimed by the Department of Energy and the LED lighting industry. As per the DOE, "Energy efficiency is the use of less energy to perform the same task or produce the same result." Since LEDs emit an entirely different type of visible radiation and do not provide uniform illumination or produce the same result, LED light sources cannot be energy efficient as compared to point source emitters. LED products emit a hazardous, low-quality light, not an energy-efficient light. The Soft Lights Foundation has submitted multiple federal regulatory petitions to request compliance by federal agencies and to publish the required performance standards for LED products. June 12, 2022 - Petition to Food and Drug Administration to regulate LED products as required by the 1968 Radiation Control for Health and Safety Act. Docket Number: FDA-2022-P-1151 (https://www.regulations.gov/document/FDA-2022-P-1151-0001). For details, contact Jeffrey Shuren, Director, FDA CDRH. ([[email protected]](mailto:[email protected])). May 29, 2023 - Petition to the National Highway Traffic Safety Administration to comply with 21 USC 360ii and liaison with the FDA to publish performance standards for LED vehicle headlights. (http://www.softlights.org/wp-content/uploads/2023/06/NHTSA-Petition-to-Collaborate-with-FDA.pdf) May 30, 2023 - Petition to Department of Energy to comply with 21 USC 360ii and liaison with the FDA to publish performance standards for LED General Service Lamps and LED streetlights. (http://www.softlights.org/wp-content/uploads/2023/06/DOE-Petition-to-Collaborate-with-FDA.pdf) June 5, 2023 - Petition to US Access Board to comply with 21 USC 360ii and liaison with the FDA to publish performance standards for LED products to ensure equal access for those who are neurologically intolerant of LED visible radiation. (https://www.softlights.org/wp-content/uploads/2023/06/Access-Board-Petition-to-Collaborate-with-FDA-1.pdf) Please use this information to inform your decision making regarding LED products. Sincerely, Mark Baker President Soft Lights Foundation www.softlights.org [[email protected]](mailto:[email protected])

Good morning and thanks for looking. Have a nice mix of coins for sale today. Shipping will be via padded bubble mailer first class tracked for items weighing 12 oz or less and is $5. Heavier items will ship sfrb, or priority padded envelope and will be $10. Payment by Zelle or Venmo preferred. Payment by Crypto or Cash App are acceptable if you wish to cover the 3.5% withdrawal fee. Proof
******US Coins\\**
Gold (Prices include shipping on gold)
1854 Type 1 $1 AU+ $345
1853 $2.50 Liberty Head PCGS AU53 $700
1908 $2.50 Indian Head Lightly Polished $405
1911 $10 Indian Head PCGS MS62 $1,425 Sold
Silver (Buy any 3 Get Free shipping) Graded Morgans- For more pics chat me.
1986 Silver Eagle BU (Few splotches of color on obverse) $42
2007 W Early Release ASE PR69 NGC $70
2013 5 oz ATB National Park with Mint box, no cert. This is the collector's version not the lower grade bullion coin. $190
2019 P America Memorial Park 5 oz ATB SP70 NGC $215
1882 CC GSA Morgan Dollar W/Box and Cert $335
1883 CC GSA Morgan Dollar W/Box and Cert $320
1878 S MS63 PCGS $144
1880 SMS65 PCGS $340
1883 O PCGS MS63 $85
1884 O PCGS MS63 $75
1885 PCGS MS63 $80
1885 OMS64 NGC $200 Sold
1885 O MS64 PCGS $100
1887 MS64 PCGS Rattler $115
1889 MS64 NGC $110
1899 O MS64 PCGS $100
1900 O MS64 PCGS $103
1904 O MS64 NGC $100
1904 O ANACS old holder (ANA) MS62 + toning $73
1945 S Walking Liberty MS64 PCGS $90
1936 S Bay Bridge Commemorative Half BU -My grade is MS65 Selling at MS64 Bid $190
Other US Coins
1971, 1972, 1973 40% Silver Ikes in OGP $39 for the 3 or $14 each
2019 W Proof Shield Cent - Only year Lincoln Cent with the W Mintmark PR69 PCGS
2012 Silver Proof Set $115
2012 Presidential Dollars Coin Set $60
1848 Large Cent XF- Few flecks of environmental- $75
1869 3 cent nickel -Problem free $170
1881 3 cent nickel unc details- Wire Brushed $40
1909 S Indian Head Cent PCGS F15 $365
1910 S Lincoln Cent MS63 RB NGC $122
1922 D Weak D MS64 RB NGC $900
1931S MS63 RB NGC $175
1931 S MS64 RB NGC (small dark line on this one, front and back of coin) didn't notice it when I bought it but once I did it's all I see hence the discounted price) $185
1883 No Cents Liberty Head V Nickel earlier die state MS64 PCGS $185
1883 No Cents Liberty Head V Nickel late die state MS64 PCGS $185
1951 Neutron Irradiated Silver Dime, encased in an American Museum of Atomic Energy encasement.
-These have an interesting history; they were basically a marketing tool for nuclear power. They would irradiate the dime and then give it back encased. $16
\*World Coins*\**
1847 and 1883 Kingdom of Hawaii Full set- Cent, Dime, Quarter, Half and Dollar $1860 **firm**
1847 Hawaii cent AU NGC -A really nice chocolatey brown coin with a sharp strike. Small fleck of environmental on the reverse
1883 Dime VF raw - Nicely struck VF, light corrosion, old cleaning
1883 Quarter AU PCGS - Nicely struck, plenty of luster, almost proof like depth to fields, traces of old cleaning, has retoned nicely over time
1883 Half Dollar AU PCGS - Nice even patina, well struck crest, old cleaning though it has retoned nicely
1883 Dollar VF raw - A few hits from circulation on the front, light cleaning on the reverse, good strike, nice even patina
Gold
1875 Netherlands 10 Gulden AU $395
1876 Netherlands 10 Gulden BU $410
Silver
1953 5 Pesos Mexico $23
1968Mexico Olympics $20
1977 & 1978 100 Pesos $50 for both
1984 Nicely toned Libertad $50
1831 5 Francs $30
2002 10 Kreuzer Unc $40
1934 Chinese Junk Dollar Raw XF has some PVC $150
1934 ChineseJunk Dollar PCGS AU cleaned $160
Graded Brazil Lot - 1867 200 R Bust Type NGC MS64, 1852 500R NGC AU58, 1889 2000R Empire AU58 $200 for all 3
1967 Panama Proof Set $62
Coin Books and Supplies
Sigma Metalytics Precious Metals Verifier Base Unit $750
Just ordered a pro and don't need an extra- Includes the calibration disk and manual if I can find it. If anyone's interested let me know what you want to see, and I'll post a video to Imgur
Dansco Albums (Shipping is $10 for priority padded envelope on Dansco albums)
6170 Early Dollars 1794 - 1803 new in wrapper $35
6152 Liberty Seated Half Dollar 1839 - 1891 new in wrapper $40
7150 Liberty Head Half Dollars 1892 - 1915 new in wrapper $35
7011 Coins of the World new without wrapper $40

morryde.com/products/jeep-trail-kitchen-kit/
This thing is out of the box but otherwise brand new. I bought it for a custom fit and it did not work out the way I had hoped and shipping it back seems to be a huge hassle. It is a really cool setup that I wish fit my needs but the other modifications I would need to make it work are not worth the effort and potential damage to my rig.
I also have the fold out counter option as well
I paid over $900 for the kitchen and counter. Yours for $850.
I am in the Denver area.

2013 nissan juke
2013 nissan rogue
2013 Ford escape
2014 jeep compass
2014 chevy equinox
2009-2012 subaru forester
I've recently became in need of a new car. There seems to be many of these for sale. Which one is best and more reliable? Which ones tear up most and you wouldn't buy? Some people say jeep compasses are terrible, are they? Which of these cars have you had the least issues from? Please help!!

Check this out for Lilly Pulitzer Jeep For Sale. Find the best deals for you by looking at the current promo codes and coupons on that page. You'll always find the newest coupons, promo codes, and deals on that page. Choose one to apply to your order and save money.

The Airbus A300 is a wide-body airliner developed and manufactured by Airbus. In September 1967, aircraft manufacturers in the United Kingdom, France, and West Germany signed a memorandum of understanding to develop a large airliner. West Germany and France reached an agreement on 29 May 1969 after the British withdrew from the project on 10 April 1969. European collaborative aerospace manufacturer Airbus Industrie was formally created on 18 December 1970 to develop and produce it. The prototype first flew on 28 October 1972.
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi). Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck. The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year. The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version. Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992). It is also the basis for the oversize Beluga transport (1994).
Launch customer Air France introduced the type on 23 May 1974. After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders. It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range. During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds. Production ceased in July 2007 after 561 deliveries. As of March 2023, there were 228 A300 family aircraft in commercial service.
Origins:
During the 1960s, European aircraft manufacturers such as Hawker Siddeley and the British Aircraft Corporation, based in the UK, and Sud Aviation of France, had ambitions to build a new 200-seat airliner for the growing civil aviation market. While studies were performed and considered, such as a stretched twin-engine variant of the Hawker Siddeley Trident and an expanded development of the British Aircraft Corporation (BAC) One-Eleven, designated the BAC Two-Eleven, it was recognized that if each of the European manufacturers were to launch similar aircraft into the market at the same time, neither would achieve sales volume needed to make them viable.[2] In 1965, a British government study, known as the Plowden Report, had found British aircraft production costs to be between 10% and 20% higher than American counterparts due to shorter production runs, which was in part due to the fractured European market. To overcome this factor, the report recommended the pursuit of multinational collaborative projects between the region's leading aircraft manufacturers.[3]: 49 [4][5]: 2–13
European manufacturers were keen to explore prospective programs; the proposed 260-seat wide-body HBN 100 between Hawker Siddeley, Nord Aviation, and Breguet Aviation being one such example.[2][6]: 37–38 National governments were also keen to support such efforts amid a belief that American manufacturers could dominate the European Economic Community;[7] in particular, Germany had ambitions for a multinational airliner project to invigorate its aircraft industry, which had declined considerably following the Second World War.[3]: 49–50 During the mid-1960s, both Air France and American Airlines had expressed interest in a short-haul twin-engine wide-body aircraft, indicating a market demand for such an aircraft to be produced.[3][8] In July 1967, during a high-profile meeting between French, German, and British ministers, an agreement was made for greater cooperation between European nations in the field of aviation technology, and "for the joint development and production of an airbus".[2][9]: 34 The word airbus at this point was a generic aviation term for a larger commercial aircraft, and was considered acceptable in multiple languages, including French.[9]: 34
Shortly after the July 1967 meeting, French engineer Roger Béteille was appointed as the technical director of what would become the A300 program, while Henri Ziegler, chief operating office of Sud Aviation, was appointed as the general manager of the organization and German politician Franz Josef Strauss became the chairman of the supervisory board.[2] Béteille drew up an initial work share plan for the project, under which French firms would produce the aircraft's cockpit, the control systems, and lower-center portion of the fuselage, Hawker Siddeley would manufacture the wings, while German companies would produce the forward, rear and upper part of the center fuselage sections. Addition work included moving elements of the wings being produced in the Netherlands, and Spain producing the horizontal tail plane.[2][6]: 38
An early design goal for the A300 that Béteille had stressed the importance of was the incorporation of a high level of technology, which would serve as a decisive advantage over prospective competitors. As such, the A300 would feature the first use of composite materials of any passenger aircraft, the leading and trailing edges of the tail fin being composed of glass fibre reinforced plastic.[5]: 2–16 [10] Béteille opted for English as the working language for the developing aircraft, as well against using Metric instrumentation and measurements, as most airlines already had US-built aircraft.[10] These decisions were partially influenced by feedback from various airlines, such as Air France and Lufthansa, as an emphasis had been placed on determining the specifics of what kind of aircraft that potential operators were seeking. According to Airbus, this cultural approach to market research had been crucial to the company's long-term success.[10]
Workshare and redefinition:
On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to start development of the 300-seat Airbus A300.[6]: 38 [11]: 43 [12]: 57 At this point, the A300 was only the second major joint aircraft programme in Europe, the first being the Anglo-French Concorde.[9] Under the terms of the memorandum, Britain and France were each to receive a 37.5 per cent work share on the project, while Germany received a 25 per cent share. Sud Aviation was recognized as the lead company for A300, with Hawker Siddeley being selected as the British partner company.[2] At the time, the news of the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back BAC's proposed competitor, the BAC 2–11, despite a preference for the latter expressed by British European Airways (BEA).[9]: 34 Another parameter was the requirement for a new engine to be developed by Rolls-Royce to power the proposed airliner; a derivative of the in-development Rolls-Royce RB211, the triple-spool RB207, capable of producing of 47,500 lbf (211 kN).[13] The program cost was US$4.6 billion (in 1993 Dollars).[14]
​
In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. It had been feared that the original 300-seat proposal was too large for the market, thus it had been scaled down to produce the A250.[5]: 2–14 [8][15] The dimensional changes involved in the shrink reduced the length of the fuselage by 5.62 metres (18.4 ft) and the diameter by 0.8 metres (31 in), reducing the overall weight by 25 tonnes (55,000 lb).[10][16]: 16 For increased flexibility, the cabin floor was raised so that standard LD3 freight containers could be accommodated side-by-side, allowing more cargo to be carried. Refinements made by Hawker Siddeley to the wing's design provided for greater lift and overall performance; this gave the aircraft the ability to climb faster and attain a level cruising altitude sooner than any other passenger aircraft.[10] It was later renamed the A300B.[9]: 34 [15]
Perhaps the most significant change of the A300B was that it would not require new engines to be developed, being of a suitable size to be powered by Rolls-Royce's RB211, or alternatively the American Pratt & Whitney JT9D and General Electric CF6 powerplants; this switch was recognized as considerably reducing the project's development costs.[11]: 45 [15][16]: 16–17 To attract potential customers in the US market, it was decided that General Electric CF6-50 engines would power the A300 in place of the British RB207; these engines would be produced in co-operation with French firm Snecma.[8][10] By this time, Rolls-Royce had been concentrating their efforts upon developing their RB211 turbofan engine instead and progress on the RB207's development had been slow for some time, the firm having suffered due to funding limitations, both of which had been factors in the engine switch decision.[5]: 2–13 [15][16]: 17–18
On 10 April 1969, a few months after the decision to drop the RB207 had been announced, the British government announced that they would withdraw from the Airbus venture.[6]: 38–39 [15] In response, West Germany proposed to France that they would be willing to contribute up to 50% of the project's costs if France was prepared to do the same.[15] Additionally, the managing director of Hawker Siddeley, Sir Arnold Alexander Hall, decided that his company would remain in the project as a favoured sub-contractor, developing and manufacturing the wings for the A300, which would later become pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[5]: 2–13 [9]: 34 [16]: 18 Hawker Siddeley spent £35 million of its own funds, along with a further £35 million loan from the West German government, on the machine tooling to design and produce the wings.[6]: 39 [15]
Programme launch:
On 29 May 1969, during the Paris Air Show, French transport minister Jean Chamant and German economics minister Karl Schiller signed an agreement officially launching the Airbus A300, the world's first twin-engine widebody airliner.[2] The intention of the project was to produce an aircraft that was smaller, lighter, and more economical than its three-engine American rivals, the McDonnell Douglas DC-10 and the Lockheed L-1011 TriStar.[10] In order to meet Air France's demands for an aircraft larger than 250-seat A300B, it was decided to stretch the fuselage to create a new variant, designated as the A300B2, which would be offered alongside the original 250-seat A300B, henceforth referred to as the A300B1. On 3 September 1970, Air France signed a letter of intent for six A300s, marking the first order to be won for the new airliner.[6]: 39 [10][16]: 21
In the aftermath of the Paris Air Show agreement, it was decided that, in order to provide effective management of responsibilities, a Groupement d'intérêt économique would be established, allowing the various partners to work together on the project while remaining separate business entities.[2] On 18 December 1970, Airbus Industrie was formally established following an agreement between Aérospatiale (the newly merged Sud Aviation and Nord Aviation) of France and the antecedents to Deutsche Aerospace of Germany, each receiving a 50 per cent stake in the newly formed company.[3]: 50 [6]: 39 [10] In 1971, the consortium was joined by a third full partner, the Spanish firm CASA, who received a 4.2 per cent stake, the other two members reducing their stakes to 47.9 per cent each.[10][16]: 20 In 1979, Britain joined the Airbus consortium via British Aerospace, which Hawker Siddeley had merged into, which acquired a 20 per cent stake in Airbus Industrie with France and Germany each reducing their stakes to 37.9 per cent.[3]: 53 [5]: 2–14 [6]: 39
Prototype and flight testing:
Airbus Industrie was initially headquartered in Paris, which is where design, development, flight testing, sales, marketing, and customer support activities were centered; the headquarters was relocated to Toulouse in January 1974.[8][10] The final assembly line for the A300 was located adjacent to Toulouse Blagnac International Airport. The manufacturing process necessitated transporting each aircraft section being produced by the partner companies scattered across Europe to this one location. The combined use of ferries and roads were used for the assembly of the first A300, however this was time-consuming and not viewed as ideal by Felix Kracht, Airbus Industrie's production director.[10] Kracht's solution was to have the various A300 sections brought to Toulouse by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft, by which means none of the manufacturing sites were more than two hours away. Having the sections airlifted in this manner made the A300 the first airliner to use just-in-time manufacturing techniques, and allowed each company to manufacture its sections as fully equipped, ready-to-fly assemblies.[3]: 53 [10]
In September 1969, construction of the first prototype A300 began.[16]: 20 On 28 September 1972, this first prototype was unveiled to the public, it conducted its maiden flight from Toulouse–Blagnac International Airport on 28 October that year.[6]: 39 [9]: 34 [11]: 51–52 This maiden flight, which was performed a month ahead of schedule, lasted for one hour and 25 minutes; the captain was Max Fischl and the first officer was Bernard Ziegler, son of Henri Ziegler.[10] In 1972, unit cost was US$17.5M.[17] On 5 February 1973, the second prototype performed its maiden flight.[6]: 39 The flight test program, which involved a total of four aircraft, was relatively problem-free, accumulating 1,580 flight hours throughout.[16]: 22 In September 1973, as part of promotional efforts for the A300, the new aircraft was taken on a six-week tour around North America and South America, to demonstrate it to airline executives, pilots, and would-be customers.[10] Amongst the consequences of this expedition, it had allegedly brought the A300 to the attention of Frank Borman of Eastern Airlines, one of the "big four" U.S. airlines.[18]
Entry into service:
On 15 March 1974, type certificates were granted for the A300 from both German and French authorities, clearing the way for its entry into revenue service.[18] On 23 May 1974, Federal Aviation Administration (FAA) certification was received.[16]: 22 The first production model, the A300B2, entered service in 1974, followed by the A300B4 one year later.[8] Initially, the success of the consortium was poor, in part due to the economic consequences of the 1973 oil crisis,[6]: 40 [8][9]: 34 but by 1979 there were 81 A300 passenger liners in service with 14 airlines, alongside 133 firm orders and 88 options.[18] Ten years after the official launch of the A300, the company had achieved a 26 per cent market share in terms of dollar value, enabling Airbus Industries to proceed with the development of its second aircraft, the Airbus A310.[18]
Design:
The Airbus A300 is a wide-body medium-to-long range airliner; it has the distinction of being the first twin-engine wide-body aircraft in the world.[8][9]: 34 [12]: 57, 60 [19] In 1977, the A300 became the first Extended Range Twin Operations (ETOPS)-compliant aircraft, due to its high performance and safety standards.[6]: 40 Another world-first of the A300 is the use of composite materials on a commercial aircraft, which were used on both secondary and later primary airframe structures, decreasing overall weight and improving cost-effectiveness.[19] Other firsts included the pioneering use of center-of-gravity control, achieved by transferring fuel between various locations across the aircraft, and electrically signaled secondary flight controls.[20]
The A300 is powered by a pair of underwing turbofan engines, either General Electric CF6 or Pratt & Whitney JT9D engines; the sole use of underwing engine pods allowed for any suitable turbofan engine to be more readily used.[12]: 57 The lack of a third tail-mounted engine, as per the trijet configuration used by some competing airliners, allowed for the wings to be located further forwards and to reduce the size of the vertical stabilizer and elevator, which had the effect of increasing the aircraft's flight performance and fuel efficiency.[3]: 50 [16]: 21
Airbus partners had employed the latest technology, some of which having been derived from Concorde, on the A300. According to Airbus, new technologies adopted for the airliner were selected principally for increased safety, operational capability, and profitability.[19] Upon entry into service in 1974, the A300 was a very advanced plane, which went on to influence later airliner designs. The technological highlights include advanced wings by de Havilland (later BAE Systems) with supercritical airfoil sections for economical performance and advanced aerodynamically efficient flight control surfaces. The 5.64 m (222 in) diameter circular fuselage section allows an eight-abreast passenger seating and is wide enough for 2 LD3 cargo containers side by side. Structures are made from metal billets, reducing weight. It is the first airliner to be fitted with wind shear protection. Its advanced autopilots are capable of flying the aircraft from climb-out to landing, and it has an electrically controlled braking system.
Later A300s incorporated other advanced features such as the Forward-Facing Crew Cockpit (FFCC), which enabled a two-pilot flight crew to fly the aircraft alone without the need for a flight engineer, the functions of which were automated; this two-man cockpit concept was a world-first for a wide-body aircraft.[8][16]: 23–24 [20] Glass cockpit flight instrumentation, which used cathode ray tube (CRT) monitors to display flight, navigation, and warning information, along with fully digital dual autopilots and digital flight control computers for controlling the spoilers, flaps, and leading-edge slats, were also adopted upon later-built models.[19][21] Additional composites were also made use of, such as carbon-fiber-reinforced polymer (CFRP), as well as their presence in an increasing proportion of the aircraft's components, including the spoilers, rudder, air brakes, and landing gear doors.[22] Another feature of later aircraft was the addition of wingtip fences, which improved aerodynamic performance and thus reduced cruise fuel consumption by about 1.5% for the A300-600.[23]
In addition to passenger duties, the A300 became widely used by air freight operators; according to Airbus, it is the best selling freight aircraft of all time.[20] Various variants of the A300 were built to meet customer demands, often for diverse roles such as aerial refueling tankers, freighter models (new-build and conversions), combi aircraft, military airlifter, and VIP transport. Perhaps the most visually unique of the variants is the A300-600ST Beluga, an oversize cargo-carrying model operated by Airbus to carry aircraft sections between their manufacturing facilities.[20] The A300 was the basis for, and retained a high level of commonality with, the second airliner produced by Airbus, the smaller Airbus A310.[19]
Operational history:
On 23 May 1974, the first A300 to enter service performed the first commercial flight of the type, flying from Paris to London, for Air France.[6]: 39 [18]
Immediately after the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product – notably Air France and Lufthansa, the first two airlines to place orders for the type.[3]: 50–52 [18] Following the appointment of Bernard Lathière as Henri Ziegler's replacement, an aggressive sales approach was adopted. Indian Airlines was the world's first domestic airline to purchase the A300, ordering three aircraft with three options. However, between December 1975 and May 1977, there were no sales for the type. During this period a number of "whitetail" A300s – completed but unsold aircraft – were completed and stored at Toulouse, and production fell to half an aircraft per month amid calls to pause production completely.[18]
During the flight testing of the A300B2, Airbus held a series of talks with Korean Air on the topic of developing a longer-range version of the A300, which would become the A300B4. In September 1974, Korean Air placed an order for four A300B4s with options for two further aircraft; this sale was viewed as significant as it was the first non-European international airline to order Airbus aircraft. Airbus had viewed South-East Asia as a vital market that was ready to be opened up and believed Korean Air to be the 'key'.[8][16]: 23 [18]
Airlines operating the A300 on short haul routes were forced to reduce frequencies to try and fill the aircraft. As a result, they lost passengers to airlines operating more frequent narrow body flights. Eventually, Airbus had to build its own narrowbody aircraft (the A320) to compete with the Boeing 737 and McDonnell Douglas DC-9/MD-80. The savior of the A300 was the advent of ETOPS, a revised FAA rule which allows twin-engine jets to fly long-distance routes that were previously off-limits to them. This enabled Airbus to develop the aircraft as a medium/long range airliner.
In 1977, US carrier Eastern Air Lines leased four A300s as an in-service trial.[18] CEO Frank Borman was impressed that the A300 consumed 30% less fuel, even less than expected, than his fleet of L-1011s. Borman proceeded to order 23 A300s, becoming the first U.S. customer for the type. This order is often cited as the point at which Airbus came to be seen as a serious competitor to the large American aircraft-manufacturers Boeing and McDonnell Douglas.[6]: 40 [8][18] Aviation author John Bowen alleged that various concessions, such as loan guarantees from European governments and compensation payments, were a factor in the decision as well.[3]: 52 The Eastern Air Lines breakthrough was shortly followed by an order from Pan Am. From then on, the A300 family sold well, eventually reaching a total of 561 delivered aircraft.[1]
In December 1977, Aerocondor Colombia became the first Airbus operator in Latin America, leasing one Airbus A300B4-2C, named Ciudad de Barranquilla.
During the late 1970s, Airbus adopted a so-called 'Silk Road' strategy, targeting airlines in the Far East.[3]: 52 [18] As a result, The aircraft found particular favor with Asian airlines, being bought by Japan Air System, Korean Air, China Eastern Airlines, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across the Bay of Bengal and South China Sea.
In 1977, the A300B4 became the first ETOPS compliant aircraft,[24] qualifying for Extended Twin Engine Operations over water, providing operators with more versatility in routing. In 1982 Garuda Indonesia became the first airline to fly the A300B4-200FFCC.[25] By 1981, Airbus was growing rapidly, with over 400 aircraft sold to over forty airlines.[26]
In 1989, Chinese operator China Eastern Airlines received its first A300; by 2006, the airline operated around 18 A300s, making it the largest operator of both the A300 and the A310 at that time. On 31 May 2014, China Eastern officially retired the last A300-600 in its fleet, having begun drawing down the type in 2010.[27]
From 1997 to 2014, a single A300, designated A300 Zero-G, was operated by the European Space Agency (ESA), centre national d'études spatiales (CNES) and the German Aerospace Center (DLR) as a reduced-gravity aircraft for conducting research into microgravity; the A300 is the largest aircraft to ever have been used in this capacity. A typical flight would last for two and a half hours, enabling up to 30 parabolas to be performed per flight.[28][29]
By the 1990s, the A300 was being heavily promoted as a cargo freighter.[16]: 24 The largest freight operator of the A300 is FedEx Express, which has 65 A300 aircraft in service as of May 2022.[30] UPS Airlines also operates 52 freighter versions of the A300.[31]
The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters; large numbers were being converted during the late 1990s.[16]: 24–25 The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world's freighter fleet after the Boeing 747 freighter.[32]
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shortened (A310), or modified into derivatives (A300-600ST Beluga Super Transporter). In 2006, unit cost of an −600F was $105 million.[14] In March 2006, Airbus announced the impending closure of the A300/A310 final assembly line,[33] making them the first Airbus aircraft to be discontinued. The final production A300, an A300F freighter, performed its initial flight on 18 April 2007,[34] and was delivered to FedEx Express on 12 July 2007.[35] Airbus has announced a support package to keep A300s flying commercially. Airbus offers the A330-200F freighter as a replacement for the A300 cargo variants.[36]
The life of UPS's fleet of 52 A300s, delivered from 2000 to 2006, will be extended to 2035 by a flight deck upgrade based around Honeywell Primus Epic avionics; new displays and flight management system (FMS), improved weather radar, a central maintenance system, and a new version of the current enhanced ground proximity warning system. With a light usage of only two to three cycles per day, it will not reach the maximum number of cycles by then. The first modification will be made at Airbus Toulouse in 2019 and certified in 2020.[37] As of July 2017, there are 211 A300s in service with 22 operators, with the largest operator being FedEx Express with 68 A300-600F aircraft.[38]
Variants:
A300B1 - The A300B1 was the first variant to take flight. It had a maximum takeoff weight (MTOW) of 132 t (291,000 lb), was 51 m (167 ft) long and was powered by two General Electric CF6-50A engines.[16]: 21 [39]: 41 Only two prototypes of the variant were built before it was adapted into the A300B2, the first production variant of the airliner.[6]: 39 The second prototype was leased to Trans European Airways in 1974.[39]: 54
A300B2 -
A300B2-100:
Responding to a need for more seats from Air France, Airbus decided that the first production variant should be larger than the original prototype A300B1. The CF6-50A powered A300B2-100 was 2.6 m (8.5 ft) longer than the A300B1 and had an increased MTOW of 137 t (302,000 lb), allowing for 30 additional seats and bringing the typical passenger count up to 281, with capacity for 20 LD3 containers.[40]: 10 [41][39]: 17 Two prototypes were built and the variant made its maiden flight on 28 June 1973, became certified on 15 March 1974 and entered service with Air France on 23 May 1974.[39]: 27, 53 [40]: 10
A300B2-200:
For the A300B2-200, originally designated as the A300B2K, Krueger flaps were introduced at the leading-edge root, the slat angles were reduced from 20 degrees to 16 degrees, and other lift related changes were made in order to introduce a high-lift system. This was done to improve performance when operating at high-altitude airports, where the air is less dense and lift generation is reduced.[42]: 52, 53 [43] The variant had an increased MTOW of 142 t (313,000 lb) and was powered by CF6-50C engines, was certified on 23 June 1976, and entered service with South African Airways in November 1976.[39]: 40 [40]: 12 CF6-50C1 and CF6-50C2 models were also later fitted depending on customer requirements, these became certified on 22 February 1978 and 21 February 1980 respectively.[39]: 41 [40]: 12
A300B2-320:
The A300B2-320 introduced the Pratt & Whitney JT9D powerplant and was powered by JT9D-59A engines. It retained the 142 t (313,000 lb) MTOW of the B2-200, was certified on 4 January 1980, and entered service with Scandinavian Airlines on 18 February 1980, with only four being produced.[39]: 99, 112 [40]: 14
A300B4 -
A300B4-100:
The initial A300B4 variant, later named the A300B4-100, included a centre fuel tank for an increased fuel capacity of 47.5 tonnes (105,000 lb), and had an increased MTOW of 157.5 tonnes (347,000 lb).[44][42]: 38 It also featured Krueger flaps and had a similar high-lift system to what was later fitted to the A300B2-200.[42]: 74 The variant made its maiden flight on 26 December 1974, was certified on 26 March 1975, and entered service with Germanair in May 1975.[39]: 32, 54 [40]: 16
A300B4-200:
The A300B4-200 had an increased MTOW of 165 tonnes (364,000 lb) and featured an additional optional fuel tank in the rear cargo hold, which would reduce the cargo capacity by two LD3 containers.[40]: 19 [42]: 69 The variant was certified on 26 April 1979.[40]: 19
A300-600 - The A300-600, officially designated as the A300B4-600, was slightly longer than the A300B2 and A300B4 variants and had an increased interior space from using a similar rear fuselage to the Airbus A310, this allowed it to have two additional rows of seats.[42]: 79 It was initially powered by Pratt & Whitney JT9D-7R4H1 engines, but was later fitted with General Electric CF6-80C2 engines, with Pratt & Whitney PW4156 or PW4158 engines being introduced in 1986.[42]: 82 Other changes include an improved wing featuring a recambered trailing edge, the incorporation of simpler single-slotted Fowler flaps, the deletion of slat fences, and the removal of the outboard ailerons after they were deemed unnecessary on the A310.[45] The variant made its first flight on 8 July 1983, was certified on 9 March 1984, and entered service in June 1984 with Saudi Arabian Airlines.[40]: 42 [39]: 58 A total of 313 A300-600s (all versions) have been sold. The A300-600 uses the A310 cockpits, featuring digital technology and electronic displays, eliminating the need for a flight engineer. The FAA issues a single type rating which allows operation of both the A310 and A300-600. A300-600: (Official designation: A300B4-600) The baseline model of the −600 series. A300-620C: (Official designation: A300C4-620) A convertible-freighter version. Four delivered between 1984 and 1985. A300-600F: (Official designation: A300F4-600) The freighter version of the baseline −600. A300-600R: (Official designation: A300B4-600R) The increased-range −600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are −600Rs. Japan Air System (later merged into Japan Airlines) took delivery of the last new-built passenger A300, an A300-622R, in November 2002. A300-600RC: (Official designation: A300C4-600R) The convertible-freighter version of the −600R. Two were delivered in 1999. A300-600RF: (Official designation: A300F4-600R) The freighter version of the −600R. All A300s delivered between November 2002 and 12 July 2007 (last ever A300 delivery) were A300-600RFs.
A310 (A300B10)-
Airbus had demand for an aircraft smaller than the A300. On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa. On 3 April 1982, the first prototype conducted its maiden flight and it received its type certification on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller 219 m2 (2,360 sq ft) wing, down from 260 m2 (2,800 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating. It was powered by the same GE CF6-80 or Pratt & Whitney JT9D then PW4000 turbofans. It can seat 220 passengers in two classes, or 240 in all-economy, and can fly up to 5,150 nmi (9,540 km). It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair and competed with the Boeing 767–200, introduced six months before. Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights. Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200. It has cargo aircraft versions, and was derived into the Airbus A310 MRTT military tanketransport.
Airbus A300-ST (Beluga)
Commonly referred to as the Airbus Beluga or "Airbus Super Transporter," these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus.
ICAO code: A3ST
Operators:
As of March 2023, there were 228 A300 family aircraft in commercial service. The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).[46]

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