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Sinclair College Opens World’s First Dedicated UAS Indoor Flying Pavilion
Dayton, OH – Sinclair College, home to the National UAS Training and Certification Center, is now home to the world’s first permanent, custom-built unmanned aerial systems (UAS) indoor flying facility following a ribbon cutting ceremony on Thursday, Dec. 17, coinciding with the 112th anniversary of the Wright Brothers’ first powered flight.
The UAS Indoor Flying Pavilion is the first facility in the world to be constructed and dedicated solely for UAS testing and flight operations. Covering 3,200 sq.ft. and featuring an interior ceiling height of 40 ft., the Pavilion includes a mezzanine flying deck to facilitate testing and instruction, and was constructed to allow GPS signal transmissions to support aircraft navigation.
“The new UAS Indoor Flying Pavilion marks another milestone in aviation and another important step for Sinclair in bringing the most advanced UAS capabilities to the Dayton region,” said Dr. Steve Johnson, President and CEO of Sinclair College. “Through the remarkable partnerships we’ve established, Sinclair is leading the way in what’s being called by industry leaders as the greatest aviation breakthrough since the first manned flight.”
As part of the National UAS Training and Certification Center, the new Pavilion provides space to test out vehicles, sensors and components in a controlled environment, further expanding research and development capabilities. Paired with the Center’s advanced manufacturing and rapid prototyping capabilities, sensor lab, and wind tunnel, the Pavilion will give students the opportunity to take a UAS project from the design phase through production and into flight tests in one location.
Further features of the Pavilion include:
• Fiber-optic network connection to the UAS simulation lab
• Customizable space supporting sense and avoid and other airspace integration challenges
• Controlled environment for high-risk and destructive testing
• Support for simulated cybersecurity attacks and mitigation strategies
Sinclair College is recognized as a national leader in UAS, supported by world-class partnerships, cutting-edge technology, and custom training programs designed to drive the expansion of the UAS industry. Sinclair’s curriculum focuses on real-world applications of emerging UAS and sensor technologies through classroom and online instruction, simulation and hands-on vehicle operations.
Fitness Connection Ltd is a small, friendly and intimate fitness / aquatic facility that is located in the heart of South Sound, Grand Cayman. We are dedicated to supporting our clients in whatever their needs may be.
Whether it is partaking in a group studio class while working out to the latest tunes, or enjoying the great outdoors while bopping around in an aerobic swim class. Perhaps you want a more relaxed type of class but also physically challenging too, such as Yoga or Pilates. Go check out: www.ecayonline.com/fitness-connection-grand-cayman-island...
dedicated to those spontaneous nowhere road trips.
Song List:
1. Replacements~ Bastards of Young
2. Perro del Mar~ It's all good. (lallala)
3.jackson 5 ~ ABC
4. Gang of Four ~ Natural's Not in it
5. L7 ~ Pretend we're dead
6. Germ~ Forming
7. Bright Eyes ~ Road tp Joy
8. Billy preston ~ Thats The Way God Planned it
9. Beatles ~ Ticket to Ride
10. Bratmobile ~ Panik
11. Go Betty Go ~ Your Worst Enemy
12. Led Zeppelin ~ Over the Hills and Far Away
13. Letters to Cleo ~ Rim Shak
14. Spice girls ~ Stop
DEDICATED TO RECLAIMING FOR THE PRESERVATION AND REUSE OF ANTIQUE AND VINTAGE INDUSTRIAL LIGHTING.
AVAILABLE EXCLUSIVELY FROM
The Frank Sinatra Starkey Hearing Technologies Celebrity Invitational is dedicated to the memory and music of Frank Sinatra and benefits the Barbara Sinatra Center for Abused Children. The Frank Sinatra Starkey Hearing Technologies Celebrity Invitational enjoys a rich history as one of the marquee golf and fundraising events in the Palm Springs, California desert. Each year, celebrities, amateur contestants, loyal sponsors and enthusiastic spectators from all over the country look forward to returning to this unique "celebrity friendly" event.
Known as "Frank's little party in the desert," Barbara and Frank Sinatra founded the Frank Sinatra Celebrity Invitational in 1988 to raise funds for the Barbara Sinatra Center for Abused Children at Eisenhower Medical Center, which opened in 1986. Through their efforts, and those of supporters throughout the world, the Frank Sinatra Starkey Hearing Technologies Celebrity Invitational is now one of the most successful events of it's kind.
The mission of the Barbara Sinatra Center for Abused Children is to provide counseling for victims of physical, sexual and emotional abuse and to focus on prevention, community education and breaking the generational cycle of abuse. Barbara Sinatra is quick to thank supporters of the "Frank Sinatra Starkey Hearing Technologies Celebrity Invitational, and she is proud to say "The children who come to us for help continue to receive the therapy they need and deserve; no child is turned away due to a family's inability to pay."
The Frank Sinatra Starkey Hearing Technologies Celebrity Invitational is a five (5) player team gross and net scramble golf tournament held at Eagle Falls Golf Course in Indio, California. The Fantasy Springs Resort Casino, also in Indio, is the tournament's hotel and venue for three nights of parties and a spectacular luncheon and fashion show.
One (1) celebrity and four (4) contestants are a team. The team of four (4) amateur players remains together for two (2) consecutive days. The celebrity contestant changes teams for the second day. Current USGA handicaps are verified and applied to all contestants.
2.8 (italian dueeotto) is the first publication entirely dedicated to sport photography. It is not a magazine. You will not find any sport news in it. Think about it as a completely new artwork which will bring you the tension and competitive spirit of athletes and the joy of sport all over the world.
That's why it calls a community of photographers who want to translate into images stories of sport and athletes, their concentration, their ability to overcome the limit, their dreams, their strength, their fears, their sweat.
2.8 will be out every 90 days.
You will find it in selected bookstore, you will find it on line, on 2.8's website and Amazon.it.
2.8 is a proud Italian product wich will embrace the different colors of the World through sport, photography and life.
For more informations:
info@dueeotto.com
www.facebook.com/pages/28/149184168508781
www.amazon.it/2-8-Phragma/dp/B006L49A0A/ref=sr_1_2?ie=UTF...
Submit photos and portfolios:
join@dueeotto.com
Details:
Edited by: Phragma
Paperback
Pages:100
Dim: 21cm X 27cm X 1cm
Weight: 600gr.
Language: English
(•) – The Lockheed Martin HC-130J Hercules The Combat King II is the U.S. Air Force's only dedicated fixed-wing personnel recovery platform and is flown by the Air Education and Training Command (AETC) and Air Combat Command (ACC). This C-130J variation specializes in tactical profiles and avoiding detection and recovery operations in austere environments. The HC-130J replaces HC-130P/Ns as the only dedicated fixed-wing Personnel Recovery platform in the Air Force inventory. It is an extended-range version of the C-130J Hercules transport. Its mission is to rapidly deploy to execute combatant commander directed recovery operations to austere airfields and denied territory for expeditionary, all weather personnel recovery operations to include airdrop, airland, helicopter air-to-air refueling, and forward area ground refueling missions. When tasked, the aircraft also conducts humanitarian assistance operations, disaster response, security cooperation/aviation advisory, emergency aeromedical evacuation, and noncombatant evacuation operations.
Features
Modifications to the HC-130J have improved navigation, threat detection and countermeasures systems. The aircraft fleet has a fully-integrated inertial navigation and global positioning systems, and night vision goggle, or NVG, compatible interior and exterior lighting. It also has forward-looking infrared, radar and missile warning receivers, chaff and flare dispensers, satellite and data-burst communications, and the ability to receive fuel inflight via a Universal Aerial Refueling Receptacle Slipway Installation (UARRSI).
The HC-130J can fly in the day; however, crews normally fly night at low to medium altitude levels in contested or sensitive environments, both over land or overwater. Crews use NVGs for tactical flight profiles to avoid detection to accomplish covert infiltration/exfiltration and transload operations. To enhance the probability of mission success and survivability near populated areas, crews employ tactics that include incorporating no external lighting or communications, and avoiding radar and weapons detection.
Drop zone objectives are done via personnel drops and equipment drops. Rescue bundles include illumination flares, marker smokes and rescue kits. Helicopter air-to-air refueling can be conducted at night, with blacked out communication with up to two simultaneous helicopters. Additionally, forward area refueling point operations can be executed to support a variety of joint and coalition partners.
Background
The HC-130J is a result of the HC/MC-130 recapitalization program and replaces Air Combat Command's aging HC-130P/N fleet as the dedicated fixed-wing personnel recovery platform in the Air Force inventory. The 71st and 79th Rescue Squadrons in Air Combat Command, the 550th Special Operations Squadron in Air Education and Training Command, the 920th Rescue Group in Air Force Reserve Command and the 106th Rescue Wing, 129th RQW and 176th Wing in the Air National Guard will operate the aircraft.
First flight was 29 July 2010, and the aircraft will serve the many roles and missions of the HC-130P/Ns. It is a modified KC-130J aircraft designed to conduct personnel recovery missions, provide a command and control platform, in-flight-refuel helicopters and carry supplemental fuel for extending range or air refueling.
In April 2006, the personnel recovery mission was transferred back to Air Combat Command at Langley AFB, Va. From 2003 to 2006, the mission was under the Air Force Special Operations Command at Hurlburt Field, Fla. Previously, HC-130s were assigned to ACC from 1992 to 2003. They were first assigned to the Air Rescue Service as part of Military Airlift Command.
General Characteristics
Primary function: Fixed-wing Personnel Recovery platform
Contractor: Lockheed Aircraft Corp.
Power Plant: Four Rolls Royce AE2100D3 turboprop engines
Thrust: 4,591 Propeller Shaft Horsepower, each engine
Wingspan: 132 feet, 7 inches (40.4 meters)
Length: 97 feet, 9 inches (29.57 meters)
Height: 38 feet, 9 inches (11.58 meters)
Operating Weight: 89,000 pounds (40,369 kilograms)
Maximum Takeoff Weight: 164,000 pounds (74,389 kilograms)
Fuel Capacity: 61,360 pounds (9,024 gallons)
Payload: 35,000 pounds (15,875 kilograms)
Speed: 316 knots indicated air speed at sea level
Range: beyond 4,000 miles (3,478 nautical miles)
Ceiling: 33,000 feet (10,000 meters)
Armament: countermeasures/flares, chaff
Basic Crew: Three officers (pilot, co-pilot, combat system officer) and two enlisted loadmasters
Unit Cost: $66 million (fiscal 2010 replacement cost)
Initial operating capability: 2013.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The second half of the Second World War saw the Focke-Wulf Fw190, in its various forms, emerge as the best of what was available to the Luftwaffe. The dedicated fighter version was a high performance, heavily armed machine. Its development had a precarious beginning, against a 1938 specification issued by the Technisches Amt, RLM. The first prototype took to the air on June 1, 1939. After a series of improvements and even radical changes, the design culminated in the fall of 1940 in the pre-series version Fw190A-0.
Development of the thoroughbred fighter continued in the guise of the Fw190D, which began to reach Luftwaffe units in the second half of 1944 and was the result of mounting an in-line Jumo213A-1 engine into a modified Fw190A-8 airframe. The Fw 190 D (nicknamed the Dora; or Long-Nose Dora, "Langnasen-Dora") was intended to improve on the high-altitude performance of the A-series enough to make it useful against the American heavy bombers of the era.
With the D version the power plant was changed from the radial engine of earlier models to a 12-cylinder inverted-V liquid-cooled engine. The Jumo 213A generated 1,750 PS (1,730 hp; 1,290 kW) and could produce 2,100 PS (2,100 hp; 1,500 kW) of emergency power with MW 50 injection, improving performance to 686 km/h (426 mph) at 6,600 m (21,700 ft). In order to fit the new engine in the Fw 190 fuselage while maintaining proper balance, both the nose and the tail of the aircraft were lengthened, adding nearly 1.52 m (5.0 ft) to the fuselage, bringing the overall length to 10.192 m (33.44 ft) versus the 9.10 m (29.9 ft) of the late war A-9 series. The lengthened tail required a straight-sided bay, 30 cm (12 in) long, spliced in forward of the rear angled joint and tail assembly of the fuselage. To further aid balance, the pilot's oxygen bottles were moved aft and located in the new bay. This gave the rear fuselage a "stretched" appearance.
Furthermore, the move to a V12 engine from a radial engine required more components to be factored into the design, most significantly the need for coolant radiators (radial engines are air-cooled). To keep the design as simple and as aerodynamic as possible, Tank used an annular radiator (the AJA 180 L) installed at the front of the engine, similar to the configuration used in the Jumo powered versions of the Junkers Ju 88. The annular radiator with its adjustable cooling gills resembled a radial engine installation, although the row of six short exhausts stacks on either side of the elongated engine cowling showed that the Jumo 213 was an inverted V12 engine.
While the first few Doras were fitted with the early flat-top canopy, these were later replaced with the newer rounded top "blown" canopy first used on the A-8 model, and it offered the pilot an improved all-around field of view, esp. backwards. With the wider canopy the shoulder and head armor plating design was changed, too. Some late-model Doras were also fitted with the broader-chord Ta 152 vertical stabilizer and rudder, often called "Big Tails" by the Luftwaffe ground crews and pilots. The centerline weapons rack was changed to an ETC 504 with a simplified and much smaller mounting and fairing.
The fighter lacked the higher rate of roll of its close coupled radial-engined predecessor. However, it was faster, with a maximum speed of 680 km/h (420 mph) at 6,600 meters (21,700 feet). Its 2,240 horsepower with methanol-water injection (MW 50) gave it an excellent acceleration in combat situations. It also climbed and dived more rapidly than the Fw 190A and was superior in turn rate, so that it proved well suited to the dive-and-zoom ambush tactics favored by the Schlageter fighter wing's pilots from November 1944 onward, when the wing converted to the Fw 190D. Many of the early models were not equipped with methanol tanks for the MW 50 boost system, which was in very short supply in any event. At low altitude, the top speed and acceleration of these examples were inferior to those of Allied fighters.
Sporting good handling and performance characteristics, the D-9 made an effective medium altitude, high speed interceptor, although its performance still fell away at altitudes above about 6,000 m (20,000 ft). When flown by capable pilots, the Fw 190D proved the equal of Allied types.
As it was used in the anti-fighter role, armament in the "D" was generally lighter compared to that of the earlier aircraft—usually the outer wing cannon were omitted so that the armament consisted of two 13 mm (0.51 in) cowling-mounted MG 131s, with 400 rounds per gun, and two wing root mounted 20 mm MG 151/20E cannon with 250 rounds per gun; all four weapons were synchronized to fire through the propeller arc. The wings of the Dora still were capable of carrying outer wing cannon, though, and also still had the electrical circuits and attachment points from the A-8 fighter for the underwing BR 21 rocket- propelled mortar rounds, although none appeared to have used these operationally.
The first Fw 190 D-9s started entering service in September 1944, with III./JG 54. It was quickly followed by other units including I./JG 26 which flew its last operations on the A-8s on 19 November 1944. Slightly more than 1.800 Doras were eventually built.
Due to the worsening situation some Doras were not only employed as daytime interceptors, a few of them were also transferred to night fighter units and used in “Wilde Sau (Wild boar)” tactics: instead of being guided towards their aerial targets through ground radar stations; the pilots were given a free hand to over-fly bombed areas to see if they could locate bombers using the ground fires below, and attack these individually. To improve these independent attacks, the Fw 190 D-9/R11 was a dedicated night fighter conversion which used a standardized Rüstsatz (equipment package); about thirty airframes in total were modified from regular day fighters in this way.
The D-9/R11 featured flame-dampening boxes fitted over the Jumo 213A’s exhaust stubs, muzzle flame dampers for the wing root guns and glare panels on the flanks for the pilot. A blind-flying radio equipment was added, as well as a PKS 12 radio direction finder, and window heaters, too. The Rüstsatz’ core element was a FuG 217 Neptun (Neptune) mid-VHF band radar system, which came with two alternative antenna arrangements. One version featured arrays of three dipole antenna elements vertically mounted fore and aft of the cockpit and above and below the wings. The other was a more obvious set of asymmetrical ‘antler’ Yagi dipole antennas on the wings’ leading edges. In both cases a small monitor was added to the upper left of the dashboard that displayed the radar’s acquisition. The FuG 217 worked on two switchable frequencies (158 and 187MHz) and had a forward search angle of 120°. Bomber-sized targets could be detected at a range between 400–4,000 m (440–4,370 yd). The radar could be combined with an additional “Elfe (Pixie)” device to automatically measure the target distance and fire the guns at a set range, but apparently only a handful D-9/R11 night fighters were outfitted with it. To compensate for the raised drag esp. of the FuG 217’s Yagi antenna arrays, most D-9/R11s with this arrangement were outfitted with new VDM all-metal four-blade propellers.
The Fw 190 D-9/R11’s primal operator was the Luftwaffe’s Nachtjagdgruppe 10 (NJGr 10). This unit was formed on 1 January 1944 at Werneuchen with 3 Staffeln (squadrons) and built from parts of I/Jagdgeschwader 300 (1st Group of 300th Fighter Wing), which contributed the Doras which had formerly been operated as pure daytime fighters. The night fighter conversion with the R11 package was done in the unit’s field workshops, and the machines were gradually introduced to frontline service, just as they became available. NJGr 10 was initially subordinated to the 1. Jagd-Division (1st fighter division), stationed at Döberitz in the West of Berlin, a unit which also operated radar-less Bf 109Gs and Fw 190As. On 6 March 1945, NJGr 10 transferred to Liebenwalde in Brandenburg, north of Berlin, where the 2. Staffel, in which the R11 Doras were concentrated, was primarily tasked with nocturnal interceptions of fast British Mosquito bombers and photo reconnaissance aircraft that tried to reach Berlin. However, after only a single month the whole unit was disbanded, and in April 1945 the remnants of NJGr 10 were absorbed by NJG 5 (Nachtjagdgeschwader/5th Night Fighter Wing), which rather operated heavy twin-engine night fighters like the Ju 88C against slower Allied bombers; the staff was integrated into NJG 5 but all single engine aircraft were passed to other units, where most were used as daytime fighters and lost their draggy radar equipment.
General characteristics:
Crew: 1
Length: 10.2 m (33 ft 6 in)
Wingspan: 10.5 m (34 ft 5 in)
Height: 3.35 m (11 ft 0 in)
Wing area: 18.3 m² (197 sq ft)
Airfoil: root: NACA 23015.3; tip: NACA 23009
Empty weight: 3,490 kg (7,694 lb)
Gross weight: 4,270 kg (9,414 lb)
Max takeoff weight: 4,840 kg (10,670 lb)
Powerplant:
1× Junkers Jumo 213A V-12 inverted liquid-cooled piston engine with 1,750 PS (1,726 hp; 1,287 kW)
and temporarily with 2,050 PS (2,022 hp; 1,508 kW)with MW 50 injection, driving a 3- or 4-
bladed constant-speed VDM propeller
Performance:
Maximum speed: 685 km/h (426 mph, 370 kn) at 6,600 m (21,700 ft)
710 km/h (440 mph; 380 kn) at 11,000 m (36,000 ft) with MW 50
Range: 835 km (519 mi, 451 nmi)
Service ceiling: 12,000 m (39,000 ft)
Rate of climb: 17 m/s (3,300 ft/min)
Wing loading: 233 kg/m² (48 lb/sq ft)
Power/mass: 0.30–0.35 kW/kg (0.18–0.21 hp/lb)
Armament:
2× 13 mm (0.512 in) MG 131 machine guns with 475 rpg in the upper cowling and
2× 20 mm (0.787 in) MG 151 cannon with 250 rpg in the wing roots,
all synchronized to fire through the propeller arc
1× ventral hardpoint for a 300 l drop tank or a 500 kg (1,102 lb) SC 500 bomb
The kit and its assembly:
This relatively simple what-if build was inspired by the thought that, while there were some Fw 190 A night fighters with radar in Luftwaffe service, no higher-performance Dora was (AFAIK) outfitted with these systems? This was spawned by a Revell 1:72 Fw 190 A-8/R11 kit in The Stash™, and upon inspection of the sprues I saw that the kit comes with an extra sprue for the FuG 217’s Yagi antennae (and a pair of underwing pods with two 20 mm MG 151/20 for an optional fighter bomber). Since I had an Academy Fw 190 D-9 without a real plan yet in The Stash™, too, I decided to combine both into the fictional Fw 190 D-9/R11 night fighter. Effectively, it’s a kind of kitbashing, because two OOB kits were merged, but since the radar elements and some other mods are rather small this technically is just a conversion of the stock Academy Dora.
The Academy Fw 190 is IMHO a really nice kit – robust, but easily built, with very good fit (requiring little PSR) and with sufficient detail. Only cosmetic changes were made, including lowered flaps and a different pilot seat, because the OOB part is bleak and very small, as if made for a pygmy – a classic Academy kit issue!
From the OOB kit I used the optional late “blown” canopy, the Yagi antennae were taken wholesale from the Revell kit (which will find a different use some day) and mounted in the same wing positions as on the Fw 190A. More night fighter flavor came with flame damper fairings over the exhausts (also taken from the Revell kit) and scratched muzzle fairings for the wing root cannons, made from heated styrene tube material and mounted to the kit’s gun barrel tips. Biggest change was the replacement of the OOB propeller with its deep three blades with a new 4-blade prop. Inspiration came from the propeller that was mounted to the supercharged Fw 190C “Känguruh” high-altitude prototypes. It was scratched from the OOB spinner, which was filled with 2C putty and mounted onto a metal axis. Four single propeller blades, left over from two KP Avia B.35 kits (these come with two-blade props, the blades have the same length as the original Fw 190 prop’s) were glued onto the now massive spinner. Inside of the fuselage a styrene tube adapter holds the construction and allows free spinning.
The ventral hardpoint/pylon was retained, even though I rather used the Revell kit’s 300 l drop tank instead of the Academy kit’s part, because it looks better. Shackles had to be improvised to make it compatible with the pylon, though.
Painting and markings:
A bit complicated, even though the model’s paint scheme was based on a real German night fighter camouflage from late 1944. This is a free interpretation of a scheme carried by a Bf 109G of 1./JG 300 in 1944 which was deployed in “Wilde Sau” night interception missions (and where the unit’s emblem stems from), found as a profile drawing (yet of dubious credibility). I slightly extrapolated the livery with the late war Luftwaffe nigh fighter camouflage practices and added personal twists. Late in the war, night fighters received a rather light livery, mostly uniform RLM 76 overall, and additional camouflage was later added in the field, e. g. irregular spots with RLM 75 and/or RLM 83, stripes or even net patterns. However, some aircraft also received black undersides again – partly as an ID measure for FlaK crews on the ground (frequently only a single wing was painted black for this purpose), but probably also as a defilade against the sky. Since this was frequently improvised with a washable soot paint, I adapted this for my model, too.
Mimicking the inspiring Bf 109’s look I gave the model an overall coat of RLM 76 (Humbrol 247), but I painted the rudders’ upper surfaces on the left wing and stabilizer with RLM 74 and 75, simulating cannibalized replacement parts. Similarly, the fuselage gun cowling and some access panels were left in bare metal. I also left the wings’ underside in bare metal/aluminum, with a leading-edge section in RLM 75 (I used Humbrol 106 as an approximation) and ailerons in RLM 76 – a frequent practice on late production Doras to save paint and speed up production.
The model then received a light black ink washing and some panel shading with lighter shades of blue grey. At this stage some decals were applied – national (simplified) markings, the unit emblem (the Revell Fw 190 A-8/R11 features the famous ‘Wild Boar’ emblem of NJGr 10) and stencils. As a member of a night fighter unit the aircraft does not carry any colored unit-related fuselage band anymore, what provides a slightly bleak look.
After this first stage the meandering RLM 75 camouflage pattern was added with Revell 77 (thinned acrylic paint), applied with a small blunt brush, dabbing the undulating lines around the markings. When this had dried up, I concocted a thin and translucent mix of very dark grey tempera, which was sparsely applied with a flat brush to all ventral surfaces and raised along the flanks into the upper camouflage, also covering the national markings but letting the original paint underneath and some markings shine through here and there. This effect was further enhanced through directional sanding on the leading edges, along the hull and at the panel lines, simulating flaking and wear and tear of the temporary dark paint, supported by some dry-brushing with light grey and silver. The tactical code (actually a 1:32 Bundesluftwaffe code number from a generic TL Modellbau sheet) was added on top of that, as if this marking had freshly been outlined with white, to make the aircraft easier to identify despite its improvised camouflage.
After some final soot stains behind the exhausts and around the gun muzzles with graphite the model was sealed with matt acrylic varnish (Italeri).
Admittedly, this is a rather simple what-if model, but the result looks quite convincing – after all, it’s a mix of real-world elements: the Fw 190D-9 existed, just as the R11 radar package, and even the paint scheme is heavily rooted in contemporary night fighter aircraft from the late 1944- early 1945 era.
Sinclair College Opens World’s First Dedicated UAS Indoor Flying Pavilion
Dayton, OH – Sinclair College, home to the National UAS Training and Certification Center, is now home to the world’s first permanent, custom-built unmanned aerial systems (UAS) indoor flying facility following a ribbon cutting ceremony on Thursday, Dec. 17, coinciding with the 112th anniversary of the Wright Brothers’ first powered flight.
The UAS Indoor Flying Pavilion is the first facility in the world to be constructed and dedicated solely for UAS testing and flight operations. Covering 3,200 sq.ft. and featuring an interior ceiling height of 40 ft., the Pavilion includes a mezzanine flying deck to facilitate testing and instruction, and was constructed to allow GPS signal transmissions to support aircraft navigation.
“The new UAS Indoor Flying Pavilion marks another milestone in aviation and another important step for Sinclair in bringing the most advanced UAS capabilities to the Dayton region,” said Dr. Steve Johnson, President and CEO of Sinclair College. “Through the remarkable partnerships we’ve established, Sinclair is leading the way in what’s being called by industry leaders as the greatest aviation breakthrough since the first manned flight.”
As part of the National UAS Training and Certification Center, the new Pavilion provides space to test out vehicles, sensors and components in a controlled environment, further expanding research and development capabilities. Paired with the Center’s advanced manufacturing and rapid prototyping capabilities, sensor lab, and wind tunnel, the Pavilion will give students the opportunity to take a UAS project from the design phase through production and into flight tests in one location.
Further features of the Pavilion include:
• Fiber-optic network connection to the UAS simulation lab
• Customizable space supporting sense and avoid and other airspace integration challenges
• Controlled environment for high-risk and destructive testing
• Support for simulated cybersecurity attacks and mitigation strategies
Sinclair College is recognized as a national leader in UAS, supported by world-class partnerships, cutting-edge technology, and custom training programs designed to drive the expansion of the UAS industry. Sinclair’s curriculum focuses on real-world applications of emerging UAS and sensor technologies through classroom and online instruction, simulation and hands-on vehicle operations.
Dedicated to St Chad & St Mary
Established in the year 669 when Chad visited the site as it was a scene of martyrdom when Christians were executed by the Roman Invaders for their faith
Extract from
Brahmeswara Temple is a Hindu temple dedicated to Shiva located in Bhubaneswar, Odisha, erected at the end of the 9th century CE, is richly carved inside and out. This Hindu temple can be dated with fair accuracy by the use of inscriptions that were originally on the temple. They are now lost, but records of them preserve the information of around 1058 CE. The temple is built in the 18th regnal year of the Somavamsi king Udyotakesari by his mother Kolavati Devi, which corresponds to 1058 CE.
HISTORY
Historians place the temple to belong to the late 11th century as ascertained from an inscription carried to Calcutta from Bhubaneswar. The inscription indicates that the temple was built by Kolavatidevi, the mother of Somavamsi king Udyota Kesari. It was built with four Natyasalas at a place known as Siddhatirtha in Ekamra (modern day Bhubaneswar). The inscription was recorded during the 18th renal year of Udyotha Kesari, corresponding to 1060 CE. Since the inscription is not in its original place, historians indicate the possibility of the reference to another temple, but based on the location and other features specified, it is ascertained that the inscription belongs to the temple. Also, another issue raised by Panigrahi is that the four cardinal temples are Angasalas (associate temples) and not Natyasalas (dance halls) as indicated in the inscription.
ARCHITECTURE
The temple is classified as a panchatanaya temple where apart from the main shrine, there are four subsidiary shrines in the four corners around the temple. The temple on account of its later origin, has perfectly developed structure compared to its predecessors. The vimana of the temple is 18.96 m tall. The temple is built with traditional architectural methods of wood carving, but applied on stone building. The buildings were built in a shape of full volume pyramid, and then they would be carved inside and outside.The basic structure of the Orissan temple has two connecting buildings. The smaller is the Jagmohana, or assembly hall. Behind it is the Shikhara, the towering sanctuary. Later temples have two additional halls in front - one for dancing, and the other for banquets.
The Brahmeswara shows quite a bit of affinity with the much earlier Mukteswar Temple, including the carved interior of the Jagmohana, and in the sculptural iconography such as the lion head motif, which appeared for the first time in the Mukteswara, and is here evident in profusion. There are quite a number of innovations, however, including the introduction of a great number of musicians and dancers, some holding lutes, on the exterior walls. For the first time in temple architectural history iron beams find their first use.
On sandstone walls there are symbolic decorations and the notion of godlike figures that helps the believer in his meditation. The carvings over the door frame contain beautiful flower designs as well as flying figures. Like the Rajarani, there are images of the eight directional Guardian Deities. There are also quite a number of tantric-related images, and even Chamunda appears on the western facade, holding a trident and a human head, standing on a corpse. Shiva and other deities are also depicted in their horrific aspects.
One of the lost inscriptions stated that a Queen Kolavati presented 'many beautiful women' to the temple, and it has been suggested that this is an evidence of the 'Devadasi' tradition, which assumed such importance in later Orissan temple architecture and temple life.
WIKIPEDIA
The Lockheed Martin HC-130J Hercules The Combat King II is the U.S. Air Force's only dedicated fixed-wing personnel recovery platform and is flown by the Air Education and Training Command (AETC) and Air Combat Command (ACC). This C-130J variation specializes in tactical profiles and avoiding detection and recovery operations in austere environments. The HC-130J replaces HC-130P/Ns as the only dedicated fixed-wing Personnel Recovery platform in the Air Force inventory. It is an extended-range version of the C-130J Hercules transport. Its mission is to rapidly deploy to execute combatant commander directed recovery operations to austere airfields and denied territory for expeditionary, all weather personnel recovery operations to include airdrop, airland, helicopter air-to-air refueling, and forward area ground refueling missions. When tasked, the aircraft also conducts humanitarian assistance operations, disaster response, security cooperation/aviation advisory, emergency aeromedical evacuation, and noncombatant evacuation operations.
Features
Modifications to the HC-130J have improved navigation, threat detection and countermeasures systems. The aircraft fleet has a fully-integrated inertial navigation and global positioning systems, and night vision goggle, or NVG, compatible interior and exterior lighting. It also has forward-looking infrared, radar and missile warning receivers, chaff and flare dispensers, satellite and data-burst communications, and the ability to receive fuel inflight via a Universal Aerial Refueling Receptacle Slipway Installation (UARRSI).
The HC-130J can fly in the day; however, crews normally fly night at low to medium altitude levels in contested or sensitive environments, both over land or overwater. Crews use NVGs for tactical flight profiles to avoid detection to accomplish covert infiltration/exfiltration and transload operations. To enhance the probability of mission success and survivability near populated areas, crews employ tactics that include incorporating no external lighting or communications, and avoiding radar and weapons detection.
Drop zone objectives are done via personnel drops and equipment drops. Rescue bundles include illumination flares, marker smokes and rescue kits. Helicopter air-to-air refueling can be conducted at night, with blacked out communication with up to two simultaneous helicopters. Additionally, forward area refueling point operations can be executed to support a variety of joint and coalition partners.
Background
The HC-130J is a result of the HC/MC-130 recapitalization program and replaces Air Combat Command's aging HC-130P/N fleet as the dedicated fixed-wing personnel recovery platform in the Air Force inventory. The 71st and 79th Rescue Squadrons in Air Combat Command, the 550th Special Operations Squadron in Air Education and Training Command, the 920th Rescue Group in Air Force Reserve Command and the 106th Rescue Wing, 129th RQW and 176th Wing in the Air National Guard will operate the aircraft.
First flight was 29 July 2010, and the aircraft will serve the many roles and missions of the HC-130P/Ns. It is a modified KC-130J aircraft designed to conduct personnel recovery missions, provide a command and control platform, in-flight-refuel helicopters and carry supplemental fuel for extending range or air refueling.
In April 2006, the personnel recovery mission was transferred back to Air Combat Command at Langley AFB, Va. From 2003 to 2006, the mission was under the Air Force Special Operations Command at Hurlburt Field, Fla. Previously, HC-130s were assigned to ACC from 1992 to 2003. They were first assigned to the Air Rescue Service as part of Military Airlift Command.
General Characteristics
Primary function: Fixed-wing Personnel Recovery platform
Contractor: Lockheed Aircraft Corp.
Power Plant: Four Rolls Royce AE2100D3 turboprop engines
Thrust: 4,591 Propeller Shaft Horsepower, each engine
Wingspan: 132 feet, 7 inches (40.4 meters)
Length: 97 feet, 9 inches (29.57 meters)
Height: 38 feet, 9 inches (11.58 meters)
Operating Weight: 89,000 pounds (40,369 kilograms)
Maximum Takeoff Weight: 164,000 pounds (74,389 kilograms)
Fuel Capacity: 61,360 pounds (9,024 gallons)
Payload: 35,000 pounds (15,875 kilograms)
Speed: 316 knots indicated air speed at sea level
Range: beyond 4,000 miles (3,478 nautical miles)
Ceiling: 33,000 feet (10,000 meters)
Armament: countermeasures/flares, chaff
Basic Crew: Three officers (pilot, co-pilot, combat system officer) and two enlisted loadmasters
Unit Cost: $66 million (fiscal 2010 replacement cost)
Initial operating capability: 2013
747-246F JA8132 a dedicated freighter was delivered to Japan Air Lines on 27th July 1979 and operated for them until purchased by Kalitta Air in 2006. It was eventually withdrawn from use and scrapped at Oscoda, MI in 2014.
Here she is at London Heathrow on 15th Oct 1998. Scanned from a colour negative
Macro shot of my dedicated near IR canon powershot a630. with the 720 nm pass filter. Interesting note the filter adapter for this camera came bent slightly out of round to to repair the filter threads I forced a UV filter onto the slightly bent tube to give me good threads for the expensive IR pass filters. and to protect the threads on the new UV filter since it is now removable I added a captive lenscap to the camera ( it is sitting on the cap )
What prompted the IR conversion was that the flash worked intermittently, and as I just purchased a T3i DSLR I had no use for a point and shoot anymore. upon dis-assembly I removed the IR cut filter and found the short in the flash so I repaired the flash and tested it out using a piece of exposed film for an IR pass filter. with the results confirming the functionality I then ordered a A640/a630 filter adapter tube, since the 630 has a bayonet mount for accessories.
I also have a 900nm ir pass filter but have not had much of a chance to use this set up yet due to the changing seasons and a lack of greens to set the white balance to.
Dedicated in 1849, the Roman Catholic Church is named after "The Nativity of the Blessed Virgin Mary". The parish boundaries include the areas of Rathcoole and Brittas and works in conjunction with the neighbouring parish of St. Finian's, Newcastle.
Our dedicated U.S. Fish and Wildlife Service volunteers in the Pacific Region gave an incredible 230,919 hours of their time to conservation in 2016. That is the equivalent of 28,864 eight-hour work days! These incredible folks deserve a huge thank you and during National Volunteer Week (April 23-29) we are aiming to do just that. This is one of a series of blogs about U.S. Fish and Wildlife Service volunteers. Share your story of service or honor an outstanding volunteer by telling us about it with #iServeBecause on Facebook or Twitter.
The Frank Sinatra Starkey Hearing Technologies Celebrity Invitational is dedicated to the memory and music of Frank Sinatra and benefits the Barbara Sinatra Center for Abused Children. The Frank Sinatra Starkey Hearing Technologies Celebrity Invitational enjoys a rich history as one of the marquee golf and fundraising events in the Palm Springs, California desert. Each year, celebrities, amateur contestants, loyal sponsors and enthusiastic spectators from all over the country look forward to returning to this unique "celebrity friendly" event.
Known as "Frank's little party in the desert," Barbara and Frank Sinatra founded the Frank Sinatra Celebrity Invitational in 1988 to raise funds for the Barbara Sinatra Center for Abused Children at Eisenhower Medical Center, which opened in 1986. Through their efforts, and those of supporters throughout the world, the Frank Sinatra Starkey Hearing Technologies Celebrity Invitational is now one of the most successful events of it's kind.
The mission of the Barbara Sinatra Center for Abused Children is to provide counseling for victims of physical, sexual and emotional abuse and to focus on prevention, community education and breaking the generational cycle of abuse. Barbara Sinatra is quick to thank supporters of the "Frank Sinatra Starkey Hearing Technologies Celebrity Invitational, and she is proud to say "The children who come to us for help continue to receive the therapy they need and deserve; no child is turned away due to a family's inability to pay."
The Frank Sinatra Starkey Hearing Technologies Celebrity Invitational is a five (5) player team gross and net scramble golf tournament held at Eagle Falls Golf Course in Indio, California. The Fantasy Springs Resort Casino, also in Indio, is the tournament's hotel and venue for three nights of parties and a spectacular luncheon and fashion show.
One (1) celebrity and four (4) contestants are a team. The team of four (4) amateur players remains together for two (2) consecutive days. The celebrity contestant changes teams for the second day. Current USGA handicaps are verified and applied to all contestants.
Image dedicated to a BBC tv presenter and her family , who sadly passed away this week - also to her colleagues who obviously miss her as well
Dedicated to Ali, but not fashinating as his works :)
seguendo il consiglio di Alberto ho ripreso nuovamente la statua che qualcuno di voi conosce già in modo da averla tutta su sfondo scuro.
Qui ci ho giocato un po', sotto un'altra versione e il vecchio scatto
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Do not use any of my images on websites, blogs or other media without my explicit written permission.
All rights reserved - Copyright © fotomie2009 - Nora Caracci
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Peace Monument, dedicated by the Dalai Lama of Tibet, 1999, FIU Center for the Study of Spirituality, Margulies Sculpture Park, Florida International University (FIU), Miami Florida
The Virginia Beach Historic Preservation Commission dedicated a state highway marker to commemorate the Meeting of Three Commanders on Wednesday.
The marker was placed close to Lynnhaven Colony Park on Shore Drive near where the meeting is believed to have taken place. The marker dedication ceremony will be held at the park shelter, 3125 Shore Drive.
Gen. André Lanata, Supreme Allied Commander Transformation of NATO Allied Command Transformation was the main speaker at the dedication ceremony. He is a French Air Force officer. Gen. Lanata will be joined by Virginia Beach Mayor Robert M. "Bobby" Dyer on the program.
The Meeting of Three Commanders occurred Sept. 18, 1781 between Gen. George Washington, commander-in-chief of the combined American and French armies, the Comte de Rochambeau, commander of the French expeditionary army, and Admiral François Joseph Paul de Grasse, commander of a large French fleet of warships. These commanders met aboard de Grasse's flagship on Lynnhaven Bay. It was here that the final strategies were devised that led to the stunning Franco-American victory at Yorktown.
The text for the marker was researched and developed by local historian Jorja Jean, who received a grant award from the Virginia Beach Historic Preservation Commission to fund the marker. The Virginia Board of Historic Resources approved the marker application at their June 2018 quarterly meeting. Virginia's historical marker program is the oldest such program in the nation.
The Virginia Beach Historic Preservation Commission is a City Council-appointed body that advises Council on issues related to the City's historic resources. The group seeks to preserve, protect and maintain the historic integrity of Virginia Beach and the former Princess Anne County through a program of advocacy and increased public awareness and involvement. The commission generally meets the first Wednesday evening of the month, except July and August, at 2101 Parks Ave., Suite 500. Please visit www.vbgov.com/historicpreservation for additional information about the Historic Preservation Commission.
Photography by Craig McCLure
19031
© 2019
ALL Rights reserved by City of Virginia Beach.
Contact photo[at]vbgov.com for permission to use. Commercial use not allowed.
The Virginia Beach Historic Preservation Commission dedicated a state highway marker to commemorate the Meeting of Three Commanders on Wednesday.
The marker was placed close to Lynnhaven Colony Park on Shore Drive near where the meeting is believed to have taken place. The marker dedication ceremony will be held at the park shelter, 3125 Shore Drive.
Gen. André Lanata, Supreme Allied Commander Transformation of NATO Allied Command Transformation was the main speaker at the dedication ceremony. He is a French Air Force officer. Gen. Lanata will be joined by Virginia Beach Mayor Robert M. "Bobby" Dyer on the program.
The Meeting of Three Commanders occurred Sept. 18, 1781 between Gen. George Washington, commander-in-chief of the combined American and French armies, the Comte de Rochambeau, commander of the French expeditionary army, and Admiral François Joseph Paul de Grasse, commander of a large French fleet of warships. These commanders met aboard de Grasse's flagship on Lynnhaven Bay. It was here that the final strategies were devised that led to the stunning Franco-American victory at Yorktown.
The text for the marker was researched and developed by local historian Jorja Jean, who received a grant award from the Virginia Beach Historic Preservation Commission to fund the marker. The Virginia Board of Historic Resources approved the marker application at their June 2018 quarterly meeting. Virginia's historical marker program is the oldest such program in the nation.
The Virginia Beach Historic Preservation Commission is a City Council-appointed body that advises Council on issues related to the City's historic resources. The group seeks to preserve, protect and maintain the historic integrity of Virginia Beach and the former Princess Anne County through a program of advocacy and increased public awareness and involvement. The commission generally meets the first Wednesday evening of the month, except July and August, at 2101 Parks Ave., Suite 500. Please visit www.vbgov.com/historicpreservation for additional information about the Historic Preservation Commission.
Photography by Craig McCLure
19031
© 2019
ALL Rights reserved by City of Virginia Beach.
Contact photo[at]vbgov.com for permission to use. Commercial use not allowed.