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Rittreck Six 6x6 SLR. 12 frames per 120 roll/24 per 220.
Fitted with 80mm Rittron f/2 lens.
The Rittreck Six was the progenitor of the better known Norita SLR, but was manufactured by Musashino Kōki.
See here for more information about the Rittreck/Norita series. camera-wiki.org/wiki/Rittreck_6×6_and_Norita_66
Also:
www.rangefinderforum.com/threads/rittreck-six-slr-repair-...
By all accounts this one is virtually unused. I find this easy to believe, because it's become fairly obvious to me that, at the time of its assembly, Musashino Kōki's quality control left a bit to be desired, unfortunately. So its proud owner's first roll of film through this camera would have been a profound disappointment.
This Rittreck was sent to me to by its owner in order to get it to actually work properly. On arrival, it had any number of faults. Frame spacing was inconsistent, and the shutter curtains were poorly adjusted because there was considerable tapering across the gate at the faster speeds.
The back closure was a little on the loose side (causing other issues with the counter reset and frame spacing), and its Rittron lens would focus beyond infinity by an unacceptable amount (subsequent checks confirmed it had been assembled with the back focus out of spec).
It's an unusual mechanism in as much that it relies on the correct amount of friction in a few places in order to achieve satisfactory frame spacing or indeed, to get the shutter cocking and advance working together at all. I can't help thinking a Rollei type approach to integrating wind release and lock into the counter dial, so that the lever (or knob in the case of a Rolleicord) is either free, or blocked, depending on the counter position, is a much more elegant (and reliable) solution.
The back door closure is a key part of getting the plot to come together correctly. A reset tab inside the top door slot not only resets the counter to "S" but also kicks the film roller into action when you begin advancing to the first frame. If the tab is not firmly depressed by a snug door, or the linkages inside the bottom cover of the body which are driven by the tab's lever are incorrectly adjusted with the wrong play or orientation, the framing may be haphazard or even non-existent (the shutter may not get cocked at all).
At various points of problem solving the mechanism I had the frame advancing without cocking the shutter, and the shutter cocking without winding on the film. It's a Goldilocks mechanism. Has to be just right, in order to function sweetly. Nevertheless I got there eventually and it now produces 12 beautifully even frames on a roll of 120.
The shutter is now exposing the gate consistently even at its 1/500 maximum speed. After first cleaning and lubricating the mechanism, this was achieved by increasing the second curtain tension to reduce the tapering across the gate. The alternative would have been reducing the first curtain tension (or I suppose a combination of both). But the first curtain must activate the timing levers, and as medium and slow speeds were still OK, I judged it better to speed up the second curtain to get them balanced across the gate.
It's not a particularly well understood point—but you do actually need a slight amount of widening of the slit across the gate if the fastest speeds of a focal plane shutter are going to be really good. This is because the curtains are still gathering speed as they travel across the film gate. Because the far end of the gate is thus, exposed for a shorter amount of time, the width of the slit between the curtain ends needs to enlarge fractionally during the run, in order to negate the underexposure that will occur from the curtains accelerating.
I had to estimate the amount of taper needed to achieve consistent exposure by eye using a CRT screen. On receipt it was clearly grossly excessive with the slit tripling in size from side to side, or more. I moderated this to around a 1/3 increase from right side to left side of the gate (as viewed from the rear). A test roll with several 1/500 & 1/250 images featuring lots of clear sky indicates that exposure is very even across an entire negative, so my adjustments were fairly reasonable.
The 80mm Rittron f/2 lens seems reasonably sharp and after the addition of a 0.25mm shim behind the optic module, is now focusing only to infinity at its stop.
Whilst I am in no hurry to work on another it was an interesting job, and a learning exercise. But also a reminder of why I mostly stick with classic German cameras, I seem to relate to those better...
WORDS AND IMAGES
COPYRIGHT TASMANIA FILM PHOTOGRAPHY 2022
ALL RIGHTS RESERVED
Reliable shrub giving cascades of white bouquets.
It's also one of the earliest shrubs to show green in spring.
Isaiah 11:6
The wolf also shall dwell with the lamb, and the leopard shall lie down with the kid; and the calf and the young lion and the fatling together; and a little child shall lead them. (This sounds as if we will have pets in heaven, does it not?)
Isaiah 11:7-9
The cow and the bear shall graze; their young ones shall lie down together; and the lion shall eat straw like the ox. The nursing child shall play by the cobra’s hole, and the weaned child shall put his hand in the viper’s den. They shall not hurt nor destroy in all My holy mountain, for the earth shall be full of the knowledge of the LORD as the waters cover the sea
Isaiah 65:25,
The wolf and the lamb shall feed together, and the lion shall eat straw like the bullock: and dust shall be the serpent's meat. They shall not hurt nor destroy in all my holy mountain, saith the LORD.
Dagupan Bus Co Inc
Bus No.: 1018
Bus Body: Santarosa Motor Works Inc
Bus Model: SR DaewooBus [Cityliner]
Engine: Doosan DE08TiS
Chassis: Daewoo Bus PL5UM52 - BS106
Seat Config.: 2x3 - 56
Seat Type: Regular
Class: Non Air Conditioned
photo rights reserved by B℮n
I would like to thank you very much for every visit you have made over the past year. Your presence and involvement have made my journey through the digital Flickr landscape all the more valuable. Thank you for all your complimentary, sweet and nice comments on my photos on Flickr. Always nice to read personal responses. I appreciate every comment, invite and fave ★. Thank you for a year of passion for photography and shared interests. It was fun and inspiring. As we close out the old year, I look forward to more moments together in the coming year. The rise of advanced cameras in mobile phones and the integration of AI have transformed the world of photography. Anyone can now easily take photos, increasing access to photography. Owning advanced equipment is no longer the sole determining factor for a good photo. At the same time, the integration of AI in photography opens new doors to creativity. While technologies improve image quality, the core of effective photography remains the story the photo tells and the context in which it was taken. In short, the photography world is now more dynamic and diverse than ever before, with new opportunities in the new year for everyone to express their creativity even more. My best wishes for 2024, make it a great photographic year シ
Photo of the mechanical movement STP1-11. This automatic timepiece is produced by the company Swiss Technology Production. With a height of 4.6 mm, it is a relatively thin timepiece. The fact that it has 26 jewels indicates that the timepiece uses jewels as bearings to reduce friction and increase durability. The jewels in this watch are synthetic rubies with a pinkish color. The pinkish jewel of the balance wheel is clearly visible on the front of the dial on this Armani watch. The STP1-11 is based on the ETA 2824-2 and Sellita SW200-1 movements, both common and reliable Swiss automatic movements with a vibration frequency of 28,800 BPH (Beats Per Hour). This means that the balance wheel moves back and forth 28,800 times in one hour. To calculate the vibrations per second, we divide the BPH by 3600 (the number of seconds in an hour). So, a timepiece with a vibration frequency of 28,800 BPH has 8 vibrations per second. This means that the balance wheel moves back and forth eight times in one second. A higher vibration frequency contributes to smoother movement of the second hand and possibly more accurate timekeeping. This macro photo was taken with a SIGMA 105mm F2.8 EX DG OS HSM Macro with Canon EF 25mm II Extension Tube.
Ik wil jullie van harte bedanken voor elk bezoek dat jullie hebben gebracht het afgelopen jaar. Jullie aanwezigheid en betrokkenheid hebben mijn reis door het digitale Flickr-landschap des te waardevoller gemaakt. Bedankt voor al jullie complimenteuze, lieve en leuke reacties op mijn foto's op Flickr. Altijd leuk om persoonlijke reacties te lezen. Ik waardeer elke reactie, uitnodiging en fave ★. Bedankt voor een jaar van passie voor fotografie en gedeelde interesses. Het was leuk en inspirerend. Terwijl we het oude jaar afsluiten, kijk ik uit naar meer momenten samen in het komende jaar. De opkomst van geavanceerde camera's in mobiele telefoons en de integratie van AI hebben de fotografiewereld getransformeerd. Iedereen kan nu eenvoudig foto's maken, waardoor de toegang tot fotografie is vergroot. Het bezitten van geavanceerde apparatuur is niet langer de enige bepalende factor voor een goede foto. Tegelijkertijd opent de integratie van AI in fotografie nieuwe deuren naar creativiteit. Terwijl technologieën de beeldkwaliteit verbeteren, blijft de kern van effectieve fotografie liggen in het verhaal dat de foto vertelt en de context waarin deze is genomen. Kortom, de fotografiewereld is nu dynamischer en diverser dan ooit tevoren, met nieuwe kansen in het nieuwe jaar voor iedereen om hun creativiteit nog meer tot uiting te brengen. Mijn beste wensen voor 2024, maak er een geweldig fotografisch jaar van シ
This is a very reliable and accurate assault rifle, combining elements of western and eastern rifles, this weapon system is designed for rough climates; whether it be the tundra and permafrost of russia, or the rainy and muddy forests of Chile, or the hot and shifting sands in the cities of egypt. This rifle will work for you. This rifle can be chambered in either 5.56 or 7.62 by swapping the lower plastic frame, the bolt, and barrel. this rifle can also use AR15 style magazines, Mini-14 magazines, or AK type magazines.
Cost:1350$ USD.
Needed something to work on, so I walked over the bridge for some inspiration.
I'll never get tired of this spot...
Reliably a class 44 working, and this time proving no exception, Peak no. 44008 makes its way into Toton Yard with tanks from the British Celanese plant at Spondon. Taken around 6.30pm on 4th July 1977.
The bridge in shot carried the hump shunting lines to the west yard and in earlier busier years it would be usual to find shunters slowly pushing trainloads over the bridge for sorting. The bridge still remains, although looking sorry for itself, but the tracks have long since gone.
An Air Force Lockheed Martin F-22 "Raptor" assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018. The Lockheed Martin F-22 "Raptor" is the U.S. Air Force’s premium fifth-generation fighter asset.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 "Raptor" is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 "Eagle" and F-16 "Fighting Falcon". Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 "Eagle" and F-16 "Fighting Falcon" or the newer F-35 "Lightning II", which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G "Growler". Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 "Raptor" is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF. It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 "Phantom II" that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
This Mitzi by Reliable has a flip hair-do, when I got her it was in a ponytail and I suppose it has been stored that way for years so it's still not perfect.
Here is my little bro Patrick, ole Mr. Reliable. Every time I have called him in a pinch for this project he has been more than willing to step up and help me out. I guess I should mention he pretty much lends a hand with anything else I need him for. He is a great brother. I took off from work the past 2 days to play catch up on things around the house but mostly yard work. To say I am wore out and tired would be an understatement. To go out and shoot this photo took every last bit of energy and stamina I had. I didn't want to do anything complicated but I also didn't want to take a picture of a toy or myself. Thanks Patrick!
Please hit the letter L and view this large!
Camera Info:
Canon 7D, Canon EF 50mm 1:1.4, f/2.2, 1/60s, ISO 100
Strobist Info: See setup shot here.
-Canon 430EXII's Camera Left and in front of subject, 1/16 Power, @24mm zoom, about 7 feet high, 2 feet away from subject inside 40 inch Wescott softbox.
-Canon 430EXII Camera right and behind subject, 1/32 at 105mm Zoom fired bare, 8 feet high and 10 feet away from subject, fired bare.
-Flashes triggered with Interfit Strobies.
Follow me on Twitter @matthewcoughlin.
October 10, 1992: The classic steam era Louisville & Nashville Railroad herald, as it appears on the cab of K-2a class 4-6-2 "Pacific" 152. Boston, Kentucky.
The Incom Corporation's T-44 K-Wing fighter was developed as a multi-role deep space, orbital and high atmospheric fighter. Commissioned by the Jedi Order, the intent was to make it as easy as possible to fly (using highly vectorable thrusters and multiple control surfaces - both inertial and aerodynamic, managed by a direct bio-limbic interface) to allow the Jedi pilots to focus their full Force powers on weapons targeting and the wider tactical direction of large fighter squadrons.
So easy and reliable it was to fly, it was decided to test it initially on Podludix Zaa, the Jedi Order's most incompetent pilot. Yoda himself said, "Very simple to pilot, this fighter is. Pilot it, anyone can if Pokludix Zaa can. Yes, hhmmmmm".
When Pokludix was finally recovered from the mangled wreckage of the prototype K-Wing (in the fateful few seconds after takeoff when he lost control, he forgot to hit the eject button), he had suffered only minor injuries. Fortunately his remarkably unexpressive face and inscrutable fixed smile remained unscarred and his successful Corellian Poker career continued unabated.
Built for the Alphabet Fighter tournament at FBTB
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Abused And Abandoned Jungle Dogs.
No# 1 wife and I have been desperately trying
to arrange some reliable transportation ;-(--
Try as we might things have not worked out.
We've been having back to back monsoon
rain storms so there's no way I'm going
to take no# 1 wife to the temple in
the scooter/sidecar. No Way !
5 or 6 jungle dogs need their booster shots .
They all were due on the 15th of August .
Right now we are stuck, like
stuck in the mud kind of stuck !
2 wheeled bike is out of the question.
No# 1 has been in contact with the nuns.
So far things are under control out there.
We'll keep trying to come up with a plan ;-)
A Big Thank You for your donations.
We are always in desperate need
of funding to help the innocent
animals dumped in this
dangerous jungle.
Thank You.
Jon&Crew.
Please help with your temple dog donations here.
www.gofundme.com/saving-thai-temple-dogs.
Please,
No Political Statements, Awards, Invites,
Large Logos or Copy/Pastes.
© All rights reserved.
.
Packards were very suitable for ambulance conversion. They were strong and reliable. And don't forget to mention they had a separate chassis which made it easy for constructing special bodies on it.
This ambulance body was made by Versteegen, Den Bosch, NL. It was in use by Droog, Naaldwijk.
This complete new designed Packard range was styled by Richard 'Dick' Teague (US, 1923-1991). The Packard Clipper Custom was positioned under the Patrician and Caribbean.
For model year 1955 the old pre-war L8 engine was left behind and a modern V8 was introduced.
New for model year 1955 was the wraparound panoramic windscreen on a Packard mass production car.
In 1954 the Packard Motor Car Company, Detroit, Michigan, merged with Studebaker Corporation, South Bend, Indiana, to form Studebaker-Packard Corporation, South Bend.
5360 cc V8 petrol engine.
Performance: 245 bhp.
Production Packard Clipper series: 1941-1942/1946-1947/1953-1957.
Production Clipper/Clipper Custom this series: late 1954-1955.
Production this Clipper version: model year 1955.
Original old type Dutch reg. number: 1957 (issued after Ambulance conversion, not valid anymore).
Image source:
Hans Waldeck, Packard-ziekenauto's in Nederland, Uit het Nederlands Ambulance Archief, De Wijk, 2022.
Original photographer, place and date unknown.
Seen on the Dutch Studebaker Packard Club meeting on the occasion of the 25th anniversary of this club.
See also: www.spcn.nl/
Plus: studebakerdriversclub.com/
Bleiswijk, Hoekeindseweg, May 20, 2024.
© 2024 Sander Toonen Halfweg | All Rights Reserved
Even when the Maples and Oaks and Beeches don't turn colour you know you can rely on good old Sumac it always turns this lovely colour in Fall.
Plus it feeds the birds too-what a guy!
This was my submission for the Lego Nintendo Switch Contest. The contest was hosted my BrickinNick. I chose to recreate Totally Reliable Delivery Service in Legos. Let me know what you think.
These arrived today and I'm excited!
Found a new "local" place for film goodies; it's on Vancouver Island, but one-day delivery to Metro Vancouver. I ordered some Blazinal, my go to developer for B&W; a new B&W developer called Black/White & Green; and some iso 100 Lomography in 120 format.
Blazinal is used exactly the same as Rodinal. I don't know if it's the same formula, just re-packaged, but it's very easy to use and reliable, and the bottle I'm still using was opened June 6, 2021, so it has good shelf life.
I'm very interested to use this Black/White & Green developer. It's made in Canada by Flic Film, and described as having long shelf-life and to give sharp negatives with fine grain. Apparently, it's not as sharp as Rodinal and it gives a less contrasty negative. For me however, the only downside, from what I've read, is that it takes longer to work its magic; Ilford HP5+ for example, takes 15.25 minutes at the 1:49 instructed dilution at 20°C. In Blazinal (Rodinal), it takes 6 minutes in 1:25 dilution at 20°C. I'll try B/W&G this weekend and see!
The Royal Navy's aircraft carrier 'HMS Queen Elizabeth' is manoevered alongside the MOD jetty at Glenmallan in Loch Long on 15th March 2021. Asssiting are tugs Ayton Cross, SD Dependable, SD Resourceful and, out of sight, SD Tempest.
Locomotive Services Limited's Class 47, 47805 / D1935 "Roger Hosking MA 1925-2013" leads Statesman Rail's Settle & Carlisle circular as it roars through Hartford as 1Z60.
Crewe Diesel Preservation Group's Class 47/7, 47712 "Lady Diana Spencer" - on long-term hire to LSL - was leading the railtour from Wolverhampton with 47805 originally tucked inside working in multiple with it.
However after a technical issue, 47712 had to be run round at Crewe, leaving 47805 to keep things on the move (not for the first time recently) and take The Statesman north solo whilst 47712 sat it out on the rear.
What is it about the LBD that makes it such a must have in our wardrobe? Is it that most women suit the colour or is it that it is suitable for most occasions.
Stay Safe and Well
This jewel-bright image taken with the NASA/ESA Hubble Space Telescope features the spiral galaxy NGC 2903. Hubble captured this image using the Advanced Camera for Surveys (ACS) and Wide Field Camera 3 (WFC3), installed in 2002 and 2009 respectively. Interestingly, Hubble observed this particular galaxy in 2001, before the ACS and the WFC3 were installed. The 2021 image boasts higher resolution, which means NGC 2903 is more finely detailed than in the 2001 image. The ACS and WFC3 collectively cover a wide range of ultraviolet, optical, and infrared wavelengths, so the 2021 image also has improved wavelength coverage to that of its 20-year-old predecessor. Hubble’s Wide Field Planetary Camera 2 (WFPC2) took the 2001 image. The WFPC2 was Hubble’s workhorse instrument from 1993 until 2009 when the WFC3 replaced it.
One of Hubble’s most remarkable features is its incredible longevity, made possible by its successful servicing missions that corrected imperfections in the observatory’s mirror, updated its technical systems, and removed old instruments and installed new ones. The juxtaposition of the 2001 and 2021 images of NGC 2903 – both remarkable images for their time – highlights the value of a stable, accessible platform in space that can reliably collect data, not only year after year, but decade after decade.
Text credit: European Space Agency (ESA)
Image credit: ESA/Hubble, NASA, and L. Ho, J. Lee and the PHANGS-HST Team
For more information: www.nasa.gov/image-feature/goddard/2021/hubble-gets-galac...
More Bumblebee shots they are pretty reliable for my test shots, got the flash about right now, have a couple of cheap puffer diffusers coming which should just finish it off quite nicely, assuming I can work out how to mount them LOL.
YONGNUO YN24EX with home made diffusers, Raynox DCR-250, handheld.
On Saturday, 20 May 2017, the Hereios ask the question, “If you had just one shot?”
I did not take pictures before digital cameras, so I’m in the habit of using 4 or 5 (or 20) shots to get the best angle, find the best light, or just for “insurance”. If I’m going to accept this challenge, I need a tried and true subject – preferably one that stays put.
There was some lovely sunshine this morning, and no wind. My front yard Calendula are usually reliable in the garden, as well as in the camera. I gave it a try – just one.
A malfunctioning Henschel locomotive awaits towing from Zánka-Köveskál station on July 28, 2025, with Lake Balaton visible in the background.
Hungarian State Railways is currently leasing 13 + 2 of these ex-DSB units from Nordic Re-Finance, via MÁV Rail Tours, under a five-year agreement. So far, their reliability has been questionable – to say the least.
You can read more about this topic in our latest article over at uuuuu.hu.