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Schwerer Ladungsträger Borgward B IV at the Deutsche Panzermuseum Munster.
During World War II, the Wehrmacht used three remotely operated demolition tanks: the light Goliath, the medium Springer and the heavy Borgward IV. The Borgward IV was the largest of the vehicles and the only one capable of releasing its explosives before detonating; the two smaller vehicles were destroyed when their explosive charges detonated.
Borgward originally developed the B IV as an ammunition carrier, but it was found unsuitable. It was also tested as a remote minesweeper, but was too vulnerable to mines and too expensive. During the Battle of France , German engineers from the 1st Panzer Division converted 10 Panzer I Ausf. B's into demolition and mine clearing vehicles, using them to place timed charges on bunkers or minefields without losing the vehicle. The Waffenamt found the idea valuable, and ordered the B IV's development as a remote-controlled demolition vehicle. The first vehicles were delivered in 1942.
The Borgward IV was much heavier than the Goliath, and carried a much larger payload. The Borgward IV was operated by radio and the Goliath was wire guided, due to the Borgward IV's much longer range a driver in the vehicle would bring it independently to its destination before dismounting and conducting it to its target by radio. When it reached the target, the vehicle would drop the charge and leave the danger area. This put Borgward IV operators in great danger. While the Borgward IV was armored, its armor was inadequate by 1942-43, and its larger size than the Goliath made it much easier to spot.
Wildlife Control vehicle in Park Slope Brooklyn. newyorkdailyphoto.blogspot.com/2007/03/wildlife-control.html
Here is a good example of how digital electronics has now taken over the operating systems of these facilities. They can monitor all the data relating to the radio telescope and monitoring signals from space, and require so much less space than the old analogue units. The efficiency gains are obvious, but they'll never look as good as the old school electronic equipment.
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Man it's good to be out Light Painting again! LP during the day too (underground) - made a nice change. This is one of the old Mirus Control Rooms left over from the German Occupation. It was great permission to go inside this place to make my artwork - extremely grateful.
Project 366:
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To everyone across the world:
The circle of destruction is ongoing.
What is Trichotillomania?
Trichotillomania, is the compulsive urge to pull out one's own hair leading to noticeable hair loss, distress, and social or functional impairment. It is classified as an impulse control disorder by DSM-IV and is often chronic and difficult to treat.
To all the people who hate me, who tell me to go and kill myself, to all of you who misunderstand me, think that us Trichers are attention seekers, to the hundreds of thousands of people who tell me I look prettier with longer hair (and go out of their way to tell me), to every person who puts another person down because they do not understand…
Trichotillomania:
It hurts.
The comments hurt me/us so deeply and you don't care what impact you have. Don't fight what you don't understand. You may not like it or agree with it, but there is no reason to hurt us for it.
Bullying/hate is never acceptable, in any way shape or form.
We cannot control ourselves, it's an OCD/ICD.
If I could stop, I would have stopped years ago.
It's easy for non-trichers to put us down.
Many people are cruel/unsympathetic, because we do it to ourselves. They do not understand when we say we "cannot control the urges". It's easy to tell us to stop - but we can't. It's easy for people with a full head of hair to disregard hair as major part of their lives. It means the world to me and I would give anything for a wig. (Or shoulder length blonde hair.)
(Even Doctor's/Counselors don't really understand TTM and result to CBT, "sitting on hands" and medication.
TTM isn't life-threatening (or contagious) but it can destroy and damage lives, through depression, self confidence issues, relationships. It's much more than walking around with bald patches. You have to consider the emotional side too, which many people do not think about.
There are people who live with TTM positively, and to do so, in my opinion, is absolutely amazing.
There is no cure for TTM (as of 2011) and we will have to live with for our entire lives. Sometimes it's dormant, and we go through good periods with less pulling... but it always comes back and goes round in cycles.
(There are some success stories however, of people who appear to have stopped pulling, but for the majority of us. We never ever stop.)
Due to the physical side of TTM, many people are nervous to show their patches to society, in fear of the response or the feeling or rejection. Some people are even afraid to tell their families or partners. It's often mis-diagnosed or mistreated due to the fact that it isn't discussed well... People are unaware that this even exists!
I talk about it, because I can, and want more people to understand about it. Roughly 1 in 50 people have a form of Trich! There are millions of boys/girls/men/women across the world (of all ages) who feel on their own.
Trichotillomania is something I have think about every single day of my life. It's not something I can hide or lock away. Every mirror, every reflection, every photo, every time I see a friend with long hair, every boy/man, every day at college, every time I go to work, every time I walk out my front door.
If it weren't for the internet, I wouldn't be here. I would have been bald years ago, and felt completely isolated with Counselors telling me to sit on my hands.
I am who I am. We are who we are.
You cannot change that or bring us down.
I will continue to talk about this subject as it's a large part of my life. It's part of who I am.
Thankyou, and thankyou to all of you out there who are supportive. :)
June 13th 2011.
Links:
en.wikipedia.org/wiki/Trichotillomania
www.youtube.com/watch?v=CiBIXMBEqgE
www.youtube.com/watch?v=rWmhmbbvLxs
www.youtube.com/watch?v=b2Y4j-ukz5s
www.facebook.com/pages/Beckie0/143672659021353
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(No photoshop used on any of the side photographs....)
Just a few minutes after separation from its Vega launcher on 23 June, the Sentinel-2A satellite automatically activated its solar array and transmitter, oriented itself into an Earth-pointing mode, and started transmitting 'telemetry' – onboard status signals – to the ground.
Receipt of these first crucial data from the new mission marked the start of an intensive phase in the Main Control Room at ESOC, ESA's operations centre, Darmstadt, Germany.
For the next several days, an extended team of spacecraft engineers, systems specialists, flight dynamics experts and ground station technicians will shepherd Sentinel-2A through 'LEOP' – the launch and early orbit phase.
They will work around the clock to activate crucial systems and ensure the spacecraft’s health in the extreme environment of space. For Sentinel-2A, these will include release of the payload shutter lock, first transition to the nominal mode of operations and the first orbital manoeuvre – a burn using the spacecraft's thrusters – that is planned around 51 hours into the mission.
LEOP is also the first time that the mission operations team gets to work with the satellite in the real environment of space; despite the best preparations, unforeseen problems and challenges often arise that must be solved in real time by teams working and thinking on their feet.
As Europe's centre of excellence for satellite operation, ESOC is home to the engineering teams that control spacecraft in orbit, manage our global tracking station network, and design and build the systems on the ground that support missions in space. Since 1967, over 100 satellites belonging to ESA and its partners have been successfully flown from Darmstadt, Germany.
More about ESA spacecraft operations
Credit: ESA/T. Ormston - CC BY-SA IGO 3.0
c/n 212002.
Built 1969.
XW175 spent her entire career as a test aircraft and was fundamental in the development of Vectored thrust Aircraft Advanced Control, or ‘VAAC’ for short.
Retired in 2010, she is believed to eventually be destined for the RAF Museum, although she currently remains safely stored with the Defence School of Aeronautical Engineering (DSAE).
Seen on static display at the 2018 Cosford Airshow.
RAF Cosford, Shropshire, UK.
10th June 2018
The following extensive history for XW175 is from the fascinating Bedford Aeronautical Heritage Group website:-
“Harrier XW175 was unique as a military aircraft as it spent all of its working life at RAE Bedford and Boscombe Down in support of innovative STOVL research programmes.
A two-seat second development batch T2 aircraft, XW175 first flew in 1969. It was delivered to RAE Bedford from BAe in February 1975. The aircraft extended the VTOL legacy at RAE Bedford following the Bedstead and the Short's SC1, and operated in research and development tasks for future STOVL concepts.
In the early 1970’s RAE was tasked by MoD to enable Sea Harriers to recover to a vertical landing on a ship at night in poor visibility. XW175 was allocated as the trials aircraft and thus began its illustrious 38 year research career at RAE Bedford and then post 1996 at Boscombe Down.
During 1977/78 two sea trials were completed with HMS Hermes. The research programmes included recovery to the ship using MADGE guidance, Head Up Display symbology, ski-jump launch, auto-stabiliser and autopilot development, pilot work-load measurements using heart rate measurements and later Forward Looking Infra Red vision demonstrations.
In the early 1980’s, studies into future advanced STOVL aircraft concepts, as a planned replacement for the Harrier, indicated that flight control at low speed and hover would be more complex than the Harrier. This situation started a research programme into novel pilot control methods to address ASTOVL control and was led by XW175. The basic idea was that the pilot's control of the aircraft was to be as similar as possible to conventional aircraft thus significantly reducing type conversion time for pilots and the training costs.
To test the design principles the aircraft had to be converted to a fly-by-wire aircraft such that digital techniques could be implemented. The aircraft modifications were made at the College of Aeronautics, Cranfield, The installations provided a full authority fly-by-wire system with links to the aerodynamic surface actuators and the engine thrust and thrust vector control actuation. It retained the basic mechanical control system to provide flight safety and meet airworthiness requirements. This approach allowed software to be introduced without having to address the rigour required to meet the full flight safety standards of fly-by-wire aircraft. The aircraft was also fitted with the MODAS recording system and a telemetry system for trials monitoring. The aircraft became known as the Vectored thrust Aircraft Advanced Control (VAAC).
Over the period 1986-2004, several different control and safety concepts were developed with UK Universities and Industry. Simulation played a major role in concept testing and the Bedford Advanced Flight Simulator with its large motion capability was critical for this task. Concept designs were assessed against a range of flight specific tasks prior to flight trials. The most important task was the ability to land vertically on a rolling, pitching and heaving ship deck which was where the Bedford Advanced Flight Simulator with its visual and motion systems provided a risk free and realistic testing environment. This method also provided the confidence to proceed to flight trials and ultimately the first ever deck landing with what became known as the 'Unified' control technique.
The implementation allowed an untrained Harrier pilot to fly the aircraft like a conventional aircraft with the addition that there were no restrictions due to the conventional wing stall speed. Thus it made possible the continued control of the aircraft down to zero airspeed with the wing lift blending from aerodynamic control seamlessly to direct lift control from the engine without any additional effort required from the pilot, unlike the conventional Harrier. Initially the technique was not well received by the majority of experienced Harrier pilots.
Many further assessments were to slowly change the mind set with much discussion in two pilot camps as to the pros and cons of the technique. Between the mid 1980's and mid 1990's RAE collaborated with NASA Ames research centre into the application of advanced digital control techniques to support ASTOVL aircraft concepts. This joint platform provided not only an excellent exchange of ideas between UK and US pilots and scientists but also promoted pilot debate on the merits of such advanced control methods. Pilot acceptability remained unresolved up to the early part of the Joint Strike Fighter programme. Then the Naval Air Systems Command (NAVAIR) contribution to the programme through the JSF Program Office (JPO) became significant through a joint targeted programme in support of the JSF STOVL variant (Lockheed Martin F-35B).
In 2002 the Bedford Unified control concept was selected for the JSF STOVL variant. XW175 was also part of the Empire Test Pilots School's training syllabus for a few years at this time.
The JPO continued to support further STOVL developments with several ship trials with XW175 and HMS Illustrious, HMS Invincible and the French carrier Charles de Gaulle. These trials introduced guidance techniques for automatic recovery along side a ship with an automatic vertical landing capability, some 30 years after the original HMS Hermes trials with XW175 in 1977 and some 35 years after the certification of Civil automatic landing systems back in the BLEU days. Technology advancements had bridged this time period and the gradual acceptance of the new control concepts.
With the established STOVL flight control standard, XW175 in its new livery continued to support JSF recovery requirements to ships with a 60 knot airspeed approach and landing method referred to as 'Ship Rolling Vertical Landing' (SRVL). This approach speed provided JSF with ship recovery flexibility as a percentage of wing lift at this airspeed would offset engine direct lift and enhance safety margins.
In conjunction with this programme ship deck lighting was developed for poor visibility and night recovery to ships. This programme produced the new 'Bedford Array' of deck lights to provide an unambiguous touch down point irrespective of the ship deck motion. The 'Bedford Array' with SRVL provided an effective and alternative solution to ship recovery at night in poor visibility and hence operational flexibility.
Having conducted its last research trial in support of JSF development at Boscombe Down on 18 November 2008, XW175’s final resting place remains to be resolved. BAHG has expressed strong interest in bringing the aircraft back to Bedford, its spiritual home. It is to be hoped that an appropriate resting place can be found for this illustrious aircraft of the Harrier fleet, but which became so unique providing the MOD with many products over its lifetime due to the combined efforts of all the pilots, scientific staff and engineers who had the great privilege to work with her.”
Urbex Session : Abandoned Factory
Pour une image de meilleure qualité :http://www.flickr.com/photos/bestarns/
Success in weight loss comes at a price: eating the same thing (almost) every day to combat any sign of eating disorders.
I've shrunk back the rice and added green beads to what I eat every day (win!), but at the same time the struggle happens every day.
But that also means every day is a chance at a mini victory, and who doesn't like a victory every day?!?
Just like the controls i my like the up button sometimes work's the down/close button has a mind of its own and the stop button is pointless as it never works.
So this was our service workshop or one of them and the cause for the place shutting down due to a structurally unsafe floor that could have seen it ironically fall onto our accident repair centre below.
Those boots were killing me by the end of the day. i don't think it was a good idea doing the mile walk into town and back
Hojas, contraluz
solitarias noches
a veces alucino
con la sencillez
de la naturaleza
y lo enrevesado
de la mente
humana, empeñada
como un crio
en hacer...
los brillos
las sombras
las luces
y los destellos
los instantes
los caminos
la fauna,
el gremio,
la tormenta y
la música
On Barnhart Island, Massena, NY. Ten spillways are now open in an effort to increase the flow of water in the St. Lawrence River to reduce an historically high Lake Ontario. This combined with maximum flow at the Seaway Dam at Cornwall will result, after one week, an estimated drop of 1 centimeter of Lake Ontario's height. This 1 cm drop translates to a 1 METER rise of water downstream at Montreal that has just recovered from unprecedented spring flooding.
Excitement is rising in anticipation of the pending touchdown of NASA's InSight lander on Mars.
I was not successful finding the official control panel of this spacecraft online and was only able to find a decent facsimile for those who would like to assist the InSight Lander on it's descent. Instructions about how to operate the controls are unavailable except for those who are knowledgeable of steam locomotives, however.
This photo was taken by an Asahi Pentax 6 X 7 medium format film camera and SMC PENTAX 67 1:4 45mm lens and Hoya SMC Y[K2] 82mm filter using Kodak TX400 film, the negative scanned by an Epson Perfection V600 and digitally rendered with Photoshop.
French postcard by Post Card from the Art et Collections Affiche (San Sebastian, Spain) collection, no. 5841. Reprint from a Mutoscope card, USA. Illustration: Brown and Bigelow, no. 5801. Caption: Inflation control.
Join now our group Vintage Bikini Postcards. And take a look at our albums Sizzling Swimwear Postcards, Va-Va-Va-Voom Vintage Pin-ups, Beefcake, Beautiful Bikini Beach Babes and It's a Bikini World .
Yesterday I took my first trip since owning a DSLR to the USS Midway. The ship is now a museum in the San Diego Bay, but was most recently active in the early 90s during Operation Desert Storm. This is a shot of a desk at the back of the tactical control room where the critical strategic decisions were made.
It was pretty challenging getting a bracket off without people walking through, the lighting is pretty limited in the interior of the ship, and I didn't have a tripod. The ship does have some really cool scenes through, and they are ideal for HDR. Next time I go I'll make sure it's not a holiday weekend.
This is a 3 exposure HDR tone mapped in Photomatix. I set my camera on a radar machine and pointed towards the desk at the back of the room, it was the only area in the room that I could get 20 seconds worth of exposure without someone walking through the shot.
"Who controls the past controls the future. Who controls the present controls the past."
George Orwell
First 35mm in b&w.
more photos here on my blog.
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One of my earliest assignments during a career in electric utilities controls was as a project engineer for an Energy Management System that my employer was supplying to Tri=State Generation & Transmission in Colorado. I was there to check and correct some issues with custom steel dispatcher consoles that we supplied. The control system was still being programmed in the factory, but the consoles were in place, and some of Tri-State’s existing equipment was placed on the desktop areas for interim use in the new control center.
In today’s post-9/11 security environment, cameras in a control room are prohibited, but 1983 was a different time. Two examples of the technology of the time can be seen on the desktop – the big metal box is a CRT monitor, and the tractor-feed paper coming out of the box on the floor is going into an impact printer. The colors may not be accurate due to Kodachrome and artificial light, but I believe that they are the same as the locomotives of the Escalante Western, which served Tri-State’s Escalante Generating Station.
One other note – this trip provided the opportunity to shoot the final round trip of the Rio-Grande Zephyr.
Be on top of the chains when you need a perch
Be ready to fly away when it's answers you need to search.
- Quoted by self
"Forgiveness is the key that unlocks the door of resentment, the handcuffs of hate, the chains of bitterness and the shackles of selfishness"
- Anon
And how many of us actually realise this simple principle in life?
Clicked in my office parking lot.
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