View allAll Photos Tagged Sensors
Agfa Optima 200 Sensor (second version).
German viewfinder camera produced c.1969.
So this poor camera will be scavenged for spare parts :-(
Why that ? You might ask.
Well, because it has several problems, transport and shutter not working properly, it is worth almost nothing in the collectors market but still it can provide me with lots of screws, nuts., springs, etc. etc.
Besides that this demolition will cure my curiosity about the technical workings of such an auto-exposure camera. Almost nothing to find about repairs on the Internet so publishing some images will perhaps help others in their repair quests.
Sensor X3foveon, cámara sd1 Merrill y lente sigma 15-30 ya veterana.
Todas las fotografías del volcán y su laguna realizadas con está cámara, con archivos que van desde los 45 mb hasta 58 mb.
Extended description in first comment
All rights reserved © Francesco "frankygoes" Pellone
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Shot some macro photos with the Nikon 55mm f3.5 Macro lens in our backyard.
Our backyard
Knoxville, Tennessee
Monday, June 12th, 2023
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This shot with Rolleiflex T, Tessar 3,5/75mm + Rolleinar 1
Fomapan 100, Kodak D76 1+1, 10 min
CanoScan 9000F Mark II
APS-C and 35mm sensor cleaning kits came in the mail this week, photographed on white paper.
Nikon D200
Tokina AT-X SD 80-200mm f/2.8 AI
Lit with 1 Vivitar 285 bounced from the wall
I spent most of the day yesterday shooting at Niagara Falls. Started an hour before sunrise. Just me and one intrepid Japenese tourist were at the Horseshoe Falls. In the early morning cold the mist from the falls turned into rain. I had to find a spot far enough upwind to stay dry. Took some shots as the sun rose and then left. From this angle you can see a vortex of sorts created by the enormous volume of water churning below the falls.
This is an HDR black and white image. I'm not big on HDR and so use it infrequently, when it is appropriate. I feel it is the only thing that would do justice to the majesty of this natural wonder. A little additional magic in PS5 and viola. BTW, what looks like a dirty sensor is really droplets of water on the AR filter.
These two Olympus DSLRs are some of the most interesting cameras in my collection. They were made in the years when digital SLRs had not yet taken their definitive form, and manufacturers experimented a lot with the look and design of their cameras. The E-300 has a Kodak CCD-sensor, while the later E-330 was already built on a conventional CMOS-sensor (it was Olympus' first CMOS-sensor SLR). While the E-330 is ergonomically and technically more advanced than the E-300, for example, it has a large tilt LCD screen, the OK button to confirm selection is in the center of the joypad, the E-300 still has a more "expensive" look and more pleasant tactile feel, thanks to the metal body parts and overall monolithic construction. But most importantly, the Kodak CCD-sensor gives more beautiful photos, than CMOS sensor, without much trouble with processing. These cameras have 8 megapixel sensors and even today are suitable for high quality shooting, despite the 4/3 format, thanks to the quality of the Olympus lenses. Notice the Porro prism viewfinder system, and the mirror that shifts sideways rather than upward as on traditional DSLRs. These cameras cost next to nothing today, and it allows you to try these fun, vintage technologies almost for free. I highly recommend you try these cameras, especially the E-300.
.....shooting against the sun is so appealing......but not what "doctors " recommend ......sensor will get sick.....and die...........
Encara que parega que el sensor estiga brut, realment són gavines volant i avisant del temporal que s'apropava.
Aunque parezca que el sensor esté sucio, realmente son gaviotas volando y avisando del temporal que se acercaba.
EXPLORE, 26 de març de 2009, #245
If you would like to use any pic from my gallery, don't hesitate contact me, I'll reply you gladly.
I'm currently film testing this little beauty, it has been tested and cleaned up with a new colour and some tlc. She's ready to rock and roll all over again! On sale very soon!
Agfa Selectronic Sensor 35mm Film Camera
Sullo sfondo, monte Morello
Agfa Optima 500 Sensor
Fomapan 100, ID-11 1+1 10 min.
CanoScan 9000F Mark II
I diritti delle mie immagini sono riservati. E' vietato qualsiasi uso, senza il mio preventivo consenso:
mattia.camellini@alice.it
The Lockheed EC-121 Warning Star was a United States Navy and United States Air Force Airborne early warning and control radar surveillance aircraft. A military version of the Lockheed L-1049 Super Constellation, it was designed to serve as an airborne early warning system to supplement the Distant Early Warning Line, using two large radomes, a vertical dome above and a horizontal one below the fuselage. EC-121s were also used for intelligence gathering (SIGINT).
It was introduced in 1954 and retired from service in 1978, although a single specially modified EW aircraft remained in service with the U.S. Navy until 1982. The U.S. Navy versions when initially procured were designated WV-1 (PO-1W), WV-2, and WV-3. Warning Stars of the U.S. Air Force served during the Vietnam War as both electronic sensor monitors and as a forerunner to the Boeing E-3 Sentry AWACS. U.S. Air Force aircrews adopted the civil nickname, "Connie" (diminutive of Constellation) as reference, while naval aircrews used the term "Willie Victor" based on a slang version of the NATO alphabet and the naval version of the aircraft's pre-1962 designation of WV-1, WV-2 or WV-3.
Development:
Since 1943 the Lockheed Constellation had been in USAAF service as the C-69. The use of the Constellation by the U.S. Navy for patrol and airborne early warning duties was first investigated in 1949, when the Navy acquired two Lockheed L-749 Constellations. First flown on 9 June 1949, the PO-1W carried large, long-range radars in massive radomes above and below the fuselage. As the radomes produced considerable more side area, the fins of the PO-1W had to be increased. After the PO-1W, which was redesignated WV-1 in 1952, had proved that it was possible to operate large radars on aircraft, the U.S. Navy ordered the WV-2 based on the L-1049 Super Constellation. The WV-1s were later transferred to the Federal Aviation Agency in 1958–1959.
The WV-2/EC-121D was initially fitted with a dorsal AN/APS-45 height finder radar and a ventral AN/APS-20 air search radar. These radars were later upgraded to AN/APS-103 and AN/APS-95 radars, although not simultaneously. The crew commonly numbered 18, six officers (two pilots, two navigators, two weapons controllers) and 12 enlisted personnel (two flight engineers, one radio operator, two crew chiefs, five radar operators, two radar technicians). However, when North Korea shot down a Navy EC-121 in 1969, a crew of 31 was on board.
Orders were placed totaling 142 PO-2W Constellations based on the Lockheed L-1049 Super Constellation with deliveries beginning in 1953. The type was redesignated WV-2 in 1954. The WV-2 was familiarly known to its crews as "Willy Victor". In 1962, with standardization of aircraft designations within the Department of Defense, the WV-2 then became the EC-121K. A total of 13 of these were converted to WV-2Q electronic intelligence aircraft (which became EC-121M in 1962), and nine were converted to WV-3 weather reconnaissance aircraft (WC-121N in 1962). The EC-121K was also operated by Training Squadron 86 (VT-86) at NAS Glynco, Georgia for training of Student Naval Flight Officers destined to fly both the EC-121 and the Grumman E-2 Hawkeye. When NAS Glynco was closed and VT-86 transferred to NAS Pensacola, Florida in 1973, the squadron's last EC-121 was also flown to NAS Pensacola for transfer to the collection of the National Museum of Naval Aviation where it remains today. A single aircraft became an NC-121K, an electronic warfare variant assigned to Tactical Electronic Warfare Squadron 33 (VAQ-33) at NAS Key West, Florida. This aircraft was the last EC-121 in operational service, flying until 25 June 1982.
The Air Force received 10 RC-121C and 74 EC-121D Warning Stars also based on the L-1049 beginning with diversions from the Navy contracts in October 1953. The 10 RC-121Cs became trainers, designated TC-121C. Between 1966 and 1969, 30 retired Navy EC-121s were transferred to the USAF and converted in EC-121Rs as sensor-monitoring aircraft. Of the 74 EC-121s, 42 were converted to the EC-121H upgrade beginning in 1962, and in 1969, 15 of the remaining EC-121Ds and seven of the EC-121Hs were further upgraded into the final operational variant, the EC-121T, which served as an AWACS prototype in Southeast Asia in 1972. Five EC-121Ds were modified to be broadcasting aircraft for psychological warfare operations, the predecessors of the EC-130 Commando Solo.
Operational service:
U.S. Navy-
WV-2s served from 1956 to 1965 in two "barrier" forces, one off each coast of the North American continent. These barrier forces consisted of five surface picket stations each manned by radar destroyer escorts and an air wing of WV-2s that patrolled the picket lines at 1,000-4,000 m (3,000-12,000 ft) altitude in six- to 20-hour missions. Their objective was to extend early warning coverage against surprise Soviet bomber and missile attack as an extension of the DEW Line.
The Atlantic Barrier (BarLant) consisted of two rotating squadron detachments, VW-13 and VW-15 home based at NAS Patuxent River, MD. and one squadron, VW-11, permanently based at Naval Station Argentia, Newfoundland. The mission was to fly orbits to the Azores and back. There was an AEW Training Unit based at NAS Patuxent River, Maryland. BarLant began operations on 1 July 1956, and flew continuous coverage until early 1965. The Barrier was shifted to cover the approaches between Greenland, Iceland, and the United Kingdom (GIUK) barrier in June 1961. Aircraft from Argentia were staged through NAS Keflavik, Iceland, to extend coverage times.
The Pacific Barrier (BarPac) began operations with one squadron based at NAS Barbers Point, Hawaii, operating from a deployment base at Naval Station Midway, on 1 July 1958. Its orbits overlapped the radar picket stations of the ships of Escort Squadron Seven (CORTRON SEVEN), from roughly Adak Island to Midway. Normally four or five WV-2s were required at any single time to provide coverage over the entire line.
Barrier Force operations were discontinued by September 1965 and their EC-121K aircraft placed in storage. However Navy EC-121 operations continued until 1975 in four other squadrons. VQ-1 and VQ-2 operated EC-121M intelligence gathering aircraft at NAF Atsugi, Japan, and Naval Station Rota, Spain, respectively. VW-4 operated Willy Victors between 1954 and 1975 as Hurricane Hunters, with its primary base at NAS Jacksonville, Florida and a forward base at Naval Station Roosevelt Roads, Puerto Rico, while its Pacific counterpart, VW-1, flew out of Agana, Guam, tracking typhoons. The aircraft was also operated by Training Squadron 86 (VT-86) at NAS Glynco, Georgia for training Student Naval Flight Officers and by Tactical Electronic Warfare Squadron 33 (VAQ-33) for the Fleet Electronic Warfare Systems Group (FEWSG) at NAS Norfolk, Virginia and later at NAS Key West, Florida. At the time of its retirement on June 25, 1982 VAQ-33 aircraft (Buno 141292) was the last NC-121K operated by the Navy.
Variants:
U.S. Navy variants-
*WV-1
Two prototypes, L-749A Constellation, designated PO-1W before 1952
*EC-121K (WV-2)
Main USN variant, designated PO-2W before 1952; 244 ordered, 142 produced (the rest went to the USAF).
*JC-121K
One modified EC-121K used as a U.S. Army avionics testbed
*NC-121K
Unknown number modified as special mission aircraft
*YEC-121K
One modified avionics testbed
*EC-121L (WV-2E)
One modified WV-2, testbed for rotating radar dome with an AN/APS-70 radar
*EC-121M (WV-2Q)
Electronic intelligence collection variant, 13 modified WV-2
*WC-121N (WV-3)
Weather reconnaissance variant, eight modified WV-2
*EC-121P
Unknown number modified from EC-121K as anti-submarine variant
*JEC-121P
Three EC-121P used by the USAF
U.S. Air Force variants-
*RC-121C
10 produced, initial USAF variant
*JC-121C
Two converted from C-121C and one TC-121C as avionics testbeds
*TC-121C
Nine RC-121C modified before 1962 as crew trainers
*EC-121D
73 produced 1953-55 as main USAF variant and one converted from C-121C, originally designated RC-121D
*EC-121D Quick Look
One testbed for QRC-248 IFF transponder interrogator
*EC-121H
42 USAF upgrades in 1962, 35 EC-121D and seven WV-2s transferred from the Navy
*EC-121J
Two USAF EC-121D modified with upgraded electronics
*EC-121M Rivet Top
One EC-121D testbed for Rivet Gym cryptologic linguist electronics suite, originally designated EC-121K
*EC-121Q
Four EC-121D modified with upgraded electronics for USAF Gold Digger missions
*EC-121R
30 EC-121K / EC-121P transferred to USAF in 1966–1967 and converted to Batcat sensor signal processor
*EC-121S
Five converted for Pennsylvania Air National Guard from USAF C-121 transports
*EC-121T
Final USAF variant. A total of 22 Ts were converted from 15 EC-121D and seven EC-121H. One is on display at Peterson Air and Space Museum.
*XW2V-1
Proposed naval development with new features such as four Allison T56-A8 turboprop engines, L-1649A Starliner wings and Bomarc missiles for defense. None built; was designated L-084 due to the large differences from its predecessors. (wiki)
141309 is on display at the McClellan Aviation Museum marked as USAF EC-121D 53-0552. Photo Credit's: photo by S.W. Robbins. (Kodachrome Slide dated December 1982)
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Nikon D810 Photos Pro Women's Surfing Sports Photography With New Tamron SP 150-600mm F/5-6.3 Di VC USD Lens for Nikon!
Beautiful athletic swimsuit bikini wetsuit model goddesses!
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Nikon D810 Photos Pro Women's Surfing Van's US Open Sports Photography Tamron SP 150-600mm F/5-6.3 Di VC USD !
I shot in DX mode which crops away the extra pixels and takes me 1.5X closer while allowing for up to 7 FPS with the Nikon D810's Nikon MB-D12 Battery Grip using the 8 AA battery option! 8 Duracles took me through around 3,000 shots no problem--maybe more! I was shooting at the equivalent of 900mm with the 1.5x crop factor! Pretty close! Had I gone with the Nikon D4s, I would have gotten 12 fps, but no DX crop factor, as the sensor has only around 14mp, compared to the d810's 36 megapixels! Sure the larger pixel size on the Nikon D4s full frame sensor comes in handy indoors or at night, but in the brigth sun, there's more than enough light for the smaller pixels in crop mode! Sure we lose some pixels from the outer edges when shooting in DX crop mode, but most of those pixels would be cropped away in lightroom anyway. And the smaller files make the memory cards last longer, while also upping the FPS to 7 shots per second! Not quite 12 FPS< but still awesome and enough I felt!
What a beautiful way to test the Nikon D810 and Tamron 150-600mm zoom lens for sports photography!
Athletic graceful girl goddesses! Tall, thin, fit and in shape! Pro women's surfers form the van's us open wearing both long wetsuits and bikini bottoms with shorty wetsuit tops/summer wetsuits. Sexy, beautiful beach babes and water goddesses all! Many are professional swimsuit bikini / surf lifestyle models too!
Tamron SP 150-600mm F/5-6.3 Di VC USD Autofocus lens for Nikon AF-D Cameras.
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+++ 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 OV-10 Bronco was initially conceived in the early 1960s through an informal collaboration between W. H. Beckett and Colonel K. P. Rice, U.S. Marine Corps, who met at Naval Air Weapons Station China Lake, California, and who also happened to live near each other. The original concept was for a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was not interested in close air support.
The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston engines. Weapons were to be mounted on the centerline to get efficient aiming. The inventors favored strafing weapons such as self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.
Beckett and Rice developed a basic platform meeting these requirements, then attempted to build a fiberglass prototype in a garage. The effort produced enthusiastic supporters and an informal pamphlet describing the concept. W. H. Beckett, who had retired from the Marine Corps, went to work at North American Aviation to sell the aircraft.
The aircraft's design supported effective operations from forward bases. The OV-10 had a central nacelle containing a crew of two in tandem and space for cargo, and twin booms containing twin turboprop engines. The visually distinctive feature of the aircraft is the combination of the twin booms, with the horizontal stabilizer that connected them at the fin tips. The OV-10 could perform short takeoffs and landings, including on aircraft carriers and large-deck amphibious assault ships without using catapults or arresting wires. Further, the OV-10 was designed to take off and land on unimproved sites. Repairs could be made with ordinary tools. No ground equipment was required to start the engines. And, if necessary, the engines would operate on high-octane automobile fuel with only a slight loss of power.
The aircraft had responsive handling and could fly for up to 5½ hours with external fuel tanks. The cockpit had extremely good visibility for both pilot and co-pilot, provided by a wrap-around "greenhouse" that was wider than the fuselage. North American Rockwell custom ejection seats were standard, with many successful ejections during service. With the second seat removed, the OV-10 could carry 3,200 pounds (1,500 kg) of cargo, five paratroopers, or two litter patients and an attendant. Empty weight was 6,969 pounds (3,161 kg). Normal operating fueled weight with two crew was 9,908 pounds (4,494 kg). Maximum takeoff weight was 14,446 pounds (6,553 kg).
The bottom of the fuselage bore sponsons or "stub wings" that improved flight performance by decreasing aerodynamic drag underneath the fuselage. Normally, four 7.62 mm (.308 in) M60C machine guns were carried on the sponsons, accessed through large forward-opening hatches. The sponsons also had four racks to carry bombs, pods, or fuel. The wings outboard of the engines contained two additional hardpoints, one per side. Racked armament in the Vietnam War was usually seven-shot 2.75 in (70 mm) rocket pods with white phosphorus marker rounds or high-explosive rockets, or 5" (127 mm) four-shot Zuni rocket pods. Bombs, ADSIDS air-delivered/para-dropped unattended seismic sensors, Mk-6 battlefield illumination flares, and other stores were also carried.
Operational experience showed some weaknesses in the OV-10's design. It was significantly underpowered, which contributed to crashes in Vietnam in sloping terrain because the pilots could not climb fast enough. While specifications stated that the aircraft could reach 26,000 feet (7,900 m), in Vietnam the aircraft could reach only 18,000 feet (5,500 m). Also, no OV-10 pilot survived ditching the aircraft.
The OV-10 served in the U.S. Air Force, U.S. Marine Corps, and U.S. Navy, as well as in the service of a number of other countries. In U.S. military service, the Bronco was operated until the early Nineties, and obsoleted USAF OV-10s were passed on to the Bureau of Alcohol, Tobacco, and Firearms for anti-drug operations. A number of OV-10As furthermore ended up in the hands of the California Department of Forestry (CDF) and were used for spotting fires and directing fire bombers onto hot spots.
This was not the end of the OV-10 in American military service, though: In 2012, the type gained new attention because of its unique qualities. A $20 million budget was allocated to activate an experimental USAF unit of two airworthy OV-10Gs, acquired from NASA and the State Department. These machines were retrofitted with military equipment and were, starting in May 2015, deployed overseas to support Operation “Inherent Resolve”, flying more than 120 combat sorties over 82 days over Iraq and Syria. Their concrete missions remained unclear, and it is speculated they provided close air support for Special Forces missions, esp. in confined urban environments where the Broncos’ loitering time and high agility at low speed and altitude made them highly effective and less vulnerable than helicopters.
Furthermore, these Broncos reputedly performed strikes with the experimental AGR-20A “Advanced Precision Kill Weapons System (APKWS)”, a Hydra 70-millimeter rocket with a laser-seeking head as guidance - developed for precision strikes against small urban targets with little collateral damage. The experiment ended satisfactorily, but the machines were retired again, and the small unit was dissolved.
However, the machines had shown their worth in asymmetric warfare, and the U.S. Air Force decided to invest in reactivating the OV-10 on a regular basis, despite the overhead cost of operating an additional aircraft type in relatively small numbers – but development and production of a similar new type would have caused much higher costs, with an uncertain time until an operational aircraft would be ready for service. Re-activating a proven design and updating an existing airframe appeared more efficient.
The result became the MV-10H, suitably christened “Super Bronco” but also known as “Black Pony”, after the program's internal name. This aircraft was derived from the official OV-10X proposal by Boeing from 2009 for the USAF's Light Attack/Armed Reconnaissance requirement. Initially, Boeing proposed to re-start OV-10 manufacture, but this was deemed uneconomical, due to the expected small production number of new serial aircraft, so the “Black Pony” program became a modernization project. In consequence, all airframes for the "new" MV-10Hs were recovered OV-10s of various types from the "boneyard" at Davis-Monthan Air Force Base in Arizona.
While the revamped aircraft would maintain much of its 1960s-vintage rugged external design, modernizations included a completely new, armored central fuselage with a highly modified cockpit section, ejection seats and a computerized glass cockpit. The “Black Pony” OV-10 had full dual controls, so that either crewmen could steer the aircraft while the other operated sensors and/or weapons. This feature would also improve survivability in case of incapacitation of a crew member as the result from a hit.
The cockpit armor protected the crew and many vital systems from 23mm shells and shrapnel (e. g. from MANPADS). The crew still sat in tandem under a common, generously glazed canopy with flat, bulletproof panels for reduced sun reflections, with the pilot in the front seat and an observer/WSO behind. The Bronco’s original cargo capacity and the rear door were retained, even though the extra armor and defensive measures like chaff/flare dispensers as well as an additional fuel cell in the central fuselage limited the capacity. However, it was still possible to carry and deploy personnel, e. g. small special ops teams of up to four when the aircraft flew in clean configuration.
Additional updates for the MV-10H included structural reinforcements for a higher AUW and higher g load maneuvers, similar to OV-10D+ standards. The landing gear was also reinforced, and the aircraft kept its ability to operate from short, improvised airstrips. A fixed refueling probe was added to improve range and loiter time.
Intelligence sensors and smart weapon capabilities included a FLIR sensor and a laser range finder/target designator, both mounted in a small turret on the aircraft’s nose. The MV-10H was also outfitted with a data link and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or the Lockheed Martin Sniper Advanced Targeting Pod (ATP). Also included was the Remotely Operated Video Enhanced Receiver (ROVER) to provide live sensor data and video recordings to personnel on the ground.
To improve overall performance and to better cope with the higher empty weight of the modified aircraft as well as with operations under hot-and-high conditions, the engines were beefed up. The new General Electric CT7-9D turboprop engines improved the Bronco's performance considerably: top speed increased by 100 mph (160 km/h), the climb rate was tripled (a weak point of early OV-10s despite the type’s good STOL capability) and both take-off as well as landing run were almost halved. The new engines called for longer nacelles, and their circular diameter markedly differed from the former Garrett T76-G-420/421 turboprop engines. To better exploit the additional power and reduce the aircraft’s audio signature, reversible contraprops, each with eight fiberglass blades, were fitted. These allowed a reduced number of revolutions per minute, resulting in less noise from the blades and their tips, while the engine responsiveness was greatly improved. The CT7-9Ds’ exhausts were fitted with muzzlers/air mixers to further reduce the aircraft's noise and heat signature.
Another novel and striking feature was the addition of so-called “tip sails” to the wings: each wingtip was elongated with a small, cigar-shaped fairing, each carrying three staggered, small “feather blade” winglets. Reputedly, this installation contributed ~10% to the higher climb rate and improved lift/drag ratio by ~6%, improving range and loiter time, too.
Drawing from the Iraq experience as well as from the USMC’s NOGS test program with a converted OV-10D as a night/all-weather gunship/reconnaissance platform, the MV-10H received a heavier gun armament: the original four light machine guns that were only good for strafing unarmored targets were deleted and their space in the sponsons replaced by avionics. Instead, the aircraft was outfitted with a lightweight M197 three-barrel 20mm gatling gun in a chin turret. This could be fixed in a forward position at high speed or when carrying forward-firing ordnance under the stub wings, or it could be deployed to cover a wide field of fire under the aircraft when it was flying slower, being either slaved to the FLIR or to a helmet sighting auto targeting system.
The original seven hardpoints were retained (1x ventral, 2x under each sponson, and another pair under the outer wings), but the total ordnance load was slightly increased and an additional pair of launch rails for AIM-9 Sidewinders or other light AAMs under the wing tips were added – not only as a defensive measure, but also with an anti-helicopter role in mind; four more Sidewinders could be carried on twin launchers under the outer wings against aerial targets. Other guided weapons cleared for the MV-10H were the light laser-guided AGR-20A and AGM-119 Hellfire missiles, the Advanced Precision Kill Weapon System upgrade to the light Hydra 70 rockets, the new Laser Guided Zuni Rocket which had been cleared for service in 2010, TV-/IR-/laser-guided AGM-65 Maverick AGMs and AGM-122 Sidearm anti-radar missiles, plus a wide range of gun and missile pods, iron and cluster bombs, as well as ECM and flare/chaff pods, which were not only carried defensively, but also in order to disrupt enemy ground communication.
In this configuration, a contract for the conversion of twelve mothballed American Broncos to the new MV-10H standard was signed with Boeing in 2016, and the first MV-10H was handed over to the USAF in early 2018, with further deliveries lasting into early 2020. All machines were allocated to the newly founded 919th Special Operations Support Squadron at Duke Field (Florida). This unit was part of the 919th Special Operations Wing, an Air Reserve Component (ARC) of the United States Air Force. It was assigned to the Tenth Air Force of Air Force Reserve Command and an associate unit of the 1st Special Operations Wing, Air Force Special Operations Command (AFSOC). If mobilized the wing was gained by AFSOC (Air Force Special Operations Command) to support Special Tactics, the U.S. Air Force's special operations ground force. Similar in ability and employment to Marine Special Operations Command (MARSOC), U.S. Army Special Forces and U.S. Navy SEALs, Air Force Special Tactics personnel were typically the first to enter combat and often found themselves deep behind enemy lines in demanding, austere conditions, usually with little or no support.
The MV-10Hs are expected to provide support for these ground units in the form of all-weather reconnaissance and observation, close air support and also forward air control duties for supporting ground units. Precision ground strikes and protection from enemy helicopters and low-flying aircraft were other, secondary missions for the modernized Broncos, which are expected to serve well into the 2040s. Exports or conversions of foreign OV-10s to the Black Pony standard are not planned, though.
General characteristics:
Crew: 2
Length: 42 ft 2½ in (12,88 m) incl. pitot
Wingspan: 45 ft 10½ in(14 m) incl. tip sails
Height: 15 ft 2 in (4.62 m)
Wing area: 290.95 sq ft (27.03 m²)
Airfoil: NACA 64A315
Empty weight: 9,090 lb (4,127 kg)
Gross weight: 13,068 lb (5,931 kg)
Max. takeoff weight: 17,318 lb (7,862 kg)
Powerplant:
2× General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each,
driving 8-bladed Hamilton Standard 8 ft 6 in (2.59 m) diameter constant-speed,
fully feathering, reversible contra-rotating propellers with metal hub and composite blades
Performance:
Maximum speed: 390 mph (340 kn, 625 km/h)
Combat range: 198 nmi (228 mi, 367 km)
Ferry range: 1,200 nmi (1,400 mi, 2,200 km) with auxiliary fuel
Maximum loiter time: 5.5 h with auxiliary fuel
Service ceiling: 32.750 ft (10,000 m)
13,500 ft (4.210 m) on one engine
Rate of climb: 17.400 ft/min (48 m/s) at sea level
Take-off run: 480 ft (150 m)
740 ft (227 m) to 50 ft (15 m)
1,870 ft (570 m) to 50 ft (15 m) at MTOW
Landing run: 490 ft (150 m)
785 ft (240 m) at MTOW
1,015 ft (310 m) from 50 ft (15 m)
Armament:
1x M197 3-barreled 20 mm Gatling cannon in a chin turret with 750 rounds ammo capacity
7x hardpoints for a total load of 5.000 lb (2,270 kg)
2x wingtip launch rails for AIM-9 Sidewinder AAMs
The kit and its assembly:
This fictional Bronco update/conversion was simply spawned by the idea: could it be possible to replace the original cockpit section with one from an AH-1 Cobra, for a kind of gunship version?
The basis is the Academy OV-10D kit, mated with the cockpit section from a Fujimi AH-1S TOW Cobra (Revell re-boxing, though), chosen because of its “boxy” cockpit section with flat glass panels – I think that it conveys the idea of an armored cockpit section best. Combining these parts was not easy, though, even though the plan sound simple. Initially, the Bronco’s twin booms, wings and stabilizer were built separately, because this made PSR on these sections easier than trying the same on a completed airframe. One of the initial challenges: the different engines. I wanted something uprated, and a different look, and I had a pair of (excellent!) 1:144 resin engines from the Russian company Kompakt Zip for a Tu-95 bomber at hand, which come together with movable(!) eight-blade contraprops that were an almost perfect size match for the original three-blade props. Biggest problem: the Tu-95 nacelles have a perfectly circular diameter, while the OV-10’s booms are square and rectangular. Combining these parts and shapes was already a messy PST affair, but it worked out quite well – even though the result rather reminds of some Chinese upgrade measure (anyone know the Tu-4 copies with turboprops? This here looks similar!). But while not pretty, I think that the beafier look works well and adds to the idea of a “revived” aircraft. And you can hardly beat the menacing look of contraprops on anything...
The exotic, so-called “tip sails” on the wings, mounted on short booms, are a detail borrowed from the Shijiazhuang Y-5B-100, an updated Chinese variant/copy of the Antonov An-2 biplane transporter. The booms are simple pieces of sprue from the Bronco kit, the winglets were cut from 0.5mm styrene sheet.
For the cockpit donor, the AH-1’s front section was roughly built, including the engine section (which is a separate module, so that the basic kit can be sold with different engine sections), and then the helicopter hull was cut and trimmed down to match the original Bronco pod and to fit under the wing. This became more complicated than expected, because a) the AH-1 cockpit and the nose are considerably shorter than the OV-10s, b) the AH-1 fuselage is markedly taller than the Bronco’s and c) the engine section, which would end up in the area of the wing, features major recesses, making the surface very uneven – calling for massive PSR to even this out. PSR was also necessary to hide the openings for the Fujimi AH-1’s stub wings. Other issues: the front landing gear (and its well) had to be added, as well as the OV-10 wing stubs. Furthermore, the new cockpit pod’s rear section needed an aerodynamical end/fairing, but I found a leftover Academy OV-10 section from a build/kitbashing many moons ago. Perfect match!
All these challenges could be tackled, even though the AH-1 cockpit looks surprisingly stout and massive on the Bronco’s airframe - the result looks stockier than expected, but it works well for the "Gunship" theme. Lots of PSR went into the new central fuselage section, though, even before it was mated with the OV-10 wing and the rest of the model.
Once cockpit and wing were finally mated, the seams had to disappear under even more PSR and a spinal extension of the canopy had to be sculpted across the upper wing surface, which would meld with the pod’s tail in a (more or less) harmonious shape. Not an easy task, and the fairing was eventually sculpted with 2C putty, plus even more PSR… Looks quite homogenous, though.
After this massive body work, other hardware challenges appeared like small distractions. The landing gear was another major issue because the deeper AH-1 section lowered the ground clearance, also because of the chin turret. To counter this, I raised the OV-10’s main landing gear by ~2mm – not much, but it was enough to create a credible stance, together with the front landing gear transplant under the cockpit, which received an internal console to match the main landing gear’s length. Due to the chin turret and the shorter nose, the front wheel retracts backwards now. But this looks quite plausible, thanks to the additional space under the cockpit tub, which also made a belt feed for the gun’s ammunition supply believable.
To enhance the menacing look I gave the model a fixed refueling boom, made from 1mm steel wire and a receptor adapter sculpted with white glue. The latter stuff was also used add some antenna fairings around the hull. Some antennae, chaff dispensers and an IR decoy were taken from the Academy kit.
The ordnance came from various sources. The Sidewinders under the wing tips were taken from an Italeri F-16C/D kit, they look better than the missiles from the Academy Bronco kit. Their launch rails came from an Italeri Bae Hawk 200. The quadruple Hellfire launchers on the underwing hardpoints were left over from an Italeri AH-1W, and they are a perfect load for this aircraft and its role. The LAU-10 and -19 missile pods on the stub wings were taken from the OV-10 kit.
Painting and markings:
Finding a suitable and somewhat interesting – but still plausible – paint scheme was not easy. Taking the A-10 as benchmark, an overall light grey livery (with focus on low contrast against the sky as protection against ground fire) would have been a likely choice – and in fact the last operational American OV-10s were painted in this fashion. But in order to provide a different look I used the contemporary USAF V-22Bs and Special Operations MC-130s as benchmark, which typically carry a darker paint scheme consisting of FS 36118 (suitably “Gunship Gray” :D) from above, FS 36375 underneath, with a low, wavy waterline, plus low-viz markings. Not spectacular, but plausible – and very similar to the late r/w Colombian OV-10s.
The cockpit tub became Dark Gull Grey (FS 36231, Humbrol 140) and the landing gear white (Revell 301).
The model received an overall black ink washing and some post-panel-shading, to liven up the dull all-grey livery. The decals were gathered from various sources, and I settled for black USAF low-viz markings. The “stars and bars” come from a late USAF F-4, the “IP” tail code was tailored from F-16 markings and the shark mouth was taken from an Academy AH-64. Most stencils came from another Academy OV-10 sheet and some other sources.
Decals were also used to create the trim on the propeller blades and markings on the ordnance.
Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and some exhaust soot stains were added with graphite along the tail boom flanks.
A successful transplantation – but is this still a modified Bronco or already a kitbashing? The result looks quite plausible and menacing, even though the TOW Cobra front section appears relatively massive. But thanks to the bigger engines and extended wing tips the proportions still work. The large low-pressure tires look a bit goofy under the aircraft, but they are original. The grey livery works IMHO well, too – a more colorful or garish scheme would certainly have distracted from the modified technical basis.
I was just messing about witha few mirror shots of the cam today, this was a closely cropped & enlarged one, you can just see the apperature (ive forgotten the name for the actual slides)
If you look clsely right inside you cna see me holding my camera with flashgun on top, right?
Look just to the right hand side of me and you can see another peson... there was sno one there, i went back and the head like object couldve been the terracotta plate seen in other pictures but there is no body, it isnt possible for the door to swing that far across :s
what is it??
WHat do you think? :p
32/01/08
Agfa Optima Sensor
Agfa Optima Sensor 535
Agfa Optima Sensor 335
Three sisters of a family of eight.
The Agfa Optima Sensor, left, was made in Portugal.
Agfa Sensor Cameras
Agfa Silette LK Sensor
Agfa Optima 200 Sensor
Agfa Optima 500 Sensor
Agfa Selectronic Sensor
Agfa Selectronic S Sensor
Agfa started that series in the early 1970ies, the new identifier of all models was the red-orange dot as shutter button, a feature Agfa used successfully for all following cameras. The name "Sensor" refers to that shutter button, the new design should guarantee a very soft and shake-free release.
All models share basically the same body, which includes another characteristic feature: with the film advance lever at the bottom also the exposed film has to be rewound. Furthermore the exposed frames have an extra container in the film chamber, so they are protected when the door is opened accidentally.
Other shared characteristics are a manual focus lens with the minimum focus distance of 1 m, an f-stop range from f/2.8 to f/22 and the lack of a filter thread. All models have an exposure meter, a bright frame viewfinder with parallax marks, a cable release thread (due to the red button it's on the back), a hot shoe, a tripod bush and a frame counter at the bottom, which has to be reset manually.
In the mid 70ies these cameras were replaced by the very compact Optima Sensor Electronic models, which kept some features like the peculiar rewind mechanism.
The models in detail:
The Silette LK is clearly the budget model, fully manual and fully mechanical (no battery required), 3-element 2.8/45 Color-Agnar lens in Parator shutter, unlike the other models the lens barrel is plastic made. Shutter speeds from 1/30 to 1/300 s and B, coupled exposure meter with Selenium cell whose needle is visible in the viewer and on top, ISO range from 25 to 400.
Optima 200: 3-element 2.8/42 Color-Apotar lens in Paratic shutter, zone focusing. Like all previous Agfa Optima cameras the Optima 200 has a programmed automatic exposure, in the viewfinder a red/green signal displays sufficient light. Shutter speeds from 1/30 to 1/200 s. A Selenium cell is used, so the camera also doesn't require a battery, ISO range (of the variant here) 25 to 160. If a flash is mounted in the hot shoe, the camera uses 1/30 s and switches into flash-matic mode, guide number (m) from 11 to 27.
Optima 500: like the Optima 200, but with a CdS-cell for the exposure meter instead of a Selenium cell, so a 625 PX battery is required. ISO range from 25 to 400, shutter speeds from 1/30 to 1/500 s. Furthermore the shutter features a B-setting with the full f-stop range. Afaik the Optima 500 was the only model which was available in black and silver.
Selectronic: 3-element 2.8/45 Color-Apotar lens in Paratronic shutter. Aperture priority automatic exposure mode, the f-stop ring has no click-stops. Both F-stop and shutter speed (1/500 to 1/30 s, symbol for slower speeds) are displayed in the viewfinder. Slowest shutter speed up to 15 s. CdS-cell (behind the right one of the two eyes), two 625 PX batteries are required, ISO range from 25 to 400. Behind the left eye is a light bulb, it is lit when the shutter is open, it also indicates full batteries when the test button is pressed.
Self-timer, no B-setting, no flash-matic mode.
Price about DM 350,-
Selectronic S, the top model. Like the Selectronic, but with 4-element 2.8/45 Color-Solinar lens and rangefinder.
Price about DM 450,-
Olympus E-500 ( KODAK CCD sensor ) + Olympus Zuiko Digital ED 50mm f/2.0 Macro
OLYMPUS DIGITAL CAMERA
Agfa Optima 1535 Sensor • Agfa Paratronic Solitar S 1:2.8/40
Ilford Pan 400 film developped in Caffenol CLCS 80min @15°-20°C
Scanned with Plustek OpticFilm 120 at 2400dpi with Silverfast AI Studio
Walferdange • Luxembourg
Caffenol CLCS
500 ml Filtered Water
8gr Anhydrous Washing Soda
5gr Vitamin C
0.5gr KBr
20gr Instant coffee ("Cora")
60 sec. slow agitations then let stand for 79 minutes
Olympus E-500 ( KODAK CCD sensor ) + Olympus Zuiko Digital ED 50mm f/2.0 Macro
OLYMPUS DIGITAL CAMERA
Shot at FL-Studios. Post-processing done in Capture One 20.
The heresy continues... that Goerz (taking lens) dates back to around 1904. Such gentle rendering. Perfect match for digital!
~~~ GAS info ~~~
Ebony RW45e
SK Makro-Symmar HM 5,6/120
Linhof Quick Release Plate
Press 'L' for fullscreen.
Thanks for visiting!
El sensor que está en segundo plano es inductivo y detecta cuando el piñón de ataque del prelanzador está en reposo (LED verde) y cuando está accionado (LED rojo). Este único LED está encima del panel de instrumentos al lado del cuenta revoluciones del rotor y se ilumina en verde o rojo según el sensor detecta o no el piñón de ataque. Es un elemento que nos indica que una vez prelanzado, el piñón a descendido completamente y se puede iniciar el despegue al pasar de color rojo a color verde.
Vestigio en la costa de Brookins, Oregon. Si respiraba muy fuerte se hacía polvo, una especie de coral fino como el papel y hueco
Star War's Blockade Runner vessel for Mobile Frame Zero: Intercept Orbit use. Equipped with Turbolaser, Escape Pods, Sensor Array, and Frigate Engines.
The shutter held open for Digital Modul M sensor cleaning, while the battery is removed for charging. To the left is Som Berthiot Flor converted to Leica M mount.
CCD Sesnor - it is definitely different rendering to CMOS. I really do like this sensor and camera. It's the last CCD nikon sensor made in 2009 10 mpxls. Cost used $120 AUD ($80 USD)
Fujifilm X-T1 Systemkamera mit APS-C-Sensor - der vollständige Bericht - hier:
www.ralfs-foto-bude.de/kameratest/kamerahersteller/fujifi...