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This postcard view of Ilkeston Road, Heanor is recognisable to this day, however, it is unfortunate that the postcard's printer's saw fit to erase the trolleybus wires from the picture, especially as any out-of-town views of the Notts & Derby trolleybus system are far and few between. www.google.co.uk/maps/@53.011993,-1.35129,3a,73.6y,314.03...
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
After Mil Helicopters' Mi-28 combat helicopter did not find takers, the design bureau decided in the 2000s to take a huge development step forward and question the basic helicopter layout. The result was the Mil Mi-62 (NATO reporting name: Hepcat), a single-seat attack gyrodyne/compound helicopter: a VTOL aircraft with a helicopter-like rotor system that is driven by its engine for take-off and landing but basically relies on conventional means of propulsion to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, as well as conventional wings, even though these alone would not keep the aircraft in the air.
The Mi-62 featured a tip-jet-powered rotor that burned a mixture of fuel and compressed air, bled from two wing-root-mounted jet engines. The rotor was only driven during the start/landing phase and at low speed. The air for the rotor was produced by compressors driven through a clutch off the main engines, though, which was fed through ducting up to the rotor head. Two Progress AI-222-25 turbofans, each rated at 24.52 KN (5.512 lbf), provided thrust for translational flight while the rotor autorotated, enabling VTOL and STOL start with overload. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.
Each engine supplied air for a pair of opposite rotor blades. The rotor blades were a symmetrical airfoil around a load-bearing spar. The airfoil was made of carbon fiber and light alloy because of center of gravity concerns. The compressed air was channeled through three tubes within the blade to tip-jet combustion chambers, where the compressed air was mixed with fuel and burned, driving the rotor. As a torque-less rotor system, no anti-torque correction system was required. Propeller pitch was controlled by the rudder pedals for low-speed yaw control. To support handling at low speed, bleed air from the main engines was also ducted to a control vent system in the tail.
Transition from helicopter to autogiro took place at around 60 mph by extinguishing the tip-jets, and at higher speeds up to half the lift was provided by the fixed wings. At high cruising speed, the Mi-62 almost behaved like a standard aircraft. Cruising speed was to be at about 500 km/h (312 mph), coupled with a range of up to 1400 km (870 ml).
Since the speed of the advancing rotor tip is a primary limitation to the maximum speed of a helicopter, this arrangement allowed a faster maximum speed than pure helicopters such as the Mi-24/35 or the AH-64. The elimination of the tail rotor is a qualitative advantage, too, because the torque-countering tail rotor can use up to 30% of engine power. Furthermore, the vulnerable boom and rear gearbox are fairly common causes of helicopter losses in combat. The Mi-62’s entire transmission presents a comparatively small target to ground fire, and is a rather simple/rigid arrangement with much less moving parts than a standard helicopter.
The Mi-62 was designed as an alternative to Kamov's successful Ka-50/52 program, and regarded as a heavier alternative. While the Ka-50 was designed to be small, fast and agile to improve survivability and lethality, the Mi-62 was to rely on speed, quick acceleration and decelleration as well as on good low altitude handling, coupled with sufficient protection against small caliber weapons. Since operation would be primarily at low level and using the landscape as cover, not much emphasis was put on stealth features, even though many passive protection elements like RAM were incorporated into the aircraft.
One of the program priorities was to enhance the helicopter's survivability. With this goal in mind, the configuration and systems' arrangement were chosen, assemblies designed, and structural materials tested, beyond the robust rotor propulsion system. The following measures to enhance pilot survivability were taken:
• Engines were placed on both sides of the airframe to prevent a single hit from destroying both engines
• The gyroplane could fly on a single engine in various modes – even with a damaged rotor a controlled landing glide was possible
• The cockpit was armored and screened with combined steel/aluminum armor and armored Plexiglas
• The hydraulic steering system compartment was armored and screened
• Vital units were screened by less important ones
• Self-sealing fuel tanks were filled with polyurethane foam
• Composites were used to preserve the helicopter's efficiency when its load-carrying elements are damaged
• A two-contour rotor-blade spar was developed, integrating the air ducts
• Control rod diameter was increased by positioning most of them inside the armored cockpit
• The powerplant and compartments adjacent to the fuel tanks were fire-protected
• The hydraulic system is capable of operating for 30 minutes if the oil system is damaged
• The power supply systems, control circuits etc. were made redundant and placed on opposite sides of the airframe
The armor consisted of spaced-aluminum plates with a total weight of more than 300 kg. The armor is fitted into the fuselage load-bearing structure, which reduces the total weight of the helicopter. GosNIIAS tests confirmed the pilot's protection up to 20mm caliber cannon rounds and shell fragments.
Another unique feature of the Mi-62 is the use of a rocket-parachute ejection system in case of an emergency. The helicopter emergency-escape system uses the K-37-800 ejection seat that was developed by the Zvezda Scientific Production Association (Chief Designer Guy Severin). The pilot's safety was also ensured by the undercarriage design. The undercarriage is capable of absorbing large loads in an emergency landing, and the cockpit has a crunch zone of up to 10-15% upon impact.
Basic armament consists of a twin-barreled Sh2A42 30-mm gun. The gun is mounted in a shallow turret which can rotate full 360° near the center of fuselage. It has 460 rounds of ammunition, firing high-fragmentation, explosive incendiary rounds and armor-piercing rounds.
The cannon has a dual-feed, which allows for a cyclic rate of fire between 300 to 900 RPM. Its effective range varies from 1500 meters for ground vehicles to 2,500 meters for air targets. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.
Beyond that, the aircraft carries a substantial load of weapons in six external hardpoints under the stub wings. An total of some 2.000 kg mixed ordnance, including AAMs, AGMs, gun and unguided rocket pods which include the S-13 and S-8 rockets, can be carried. Even unguided and guided (IR, optical, laser) bombs have been successfully tested, so that the Mi-62 could eventually replace early Su-25 combat aircraft in the CAS role. The "dumb" rocket pods can be upgraded to laser guided with the proposed Ugroza system.
The main armament against moving ground targets consists of up to sixteen laser-guided Vikhr anti-tank missiles (transl. Vortex or whirlwind) with a maximum range of some 8 km. The laser guidance is reported to be virtually jam-proof and the system features automatic guidance to target, enabling evasive action immediately after missile launch.
Like the Ka-50, the Mil gyrodyne was from the outset to be operated by a single pilot only. Mil’s designers concluded after thorough research of helicopter combat in Afghanistan and other war zones that the typical attack mission phases of low-level approach, pop-up target acquisition and weapon launch would not simultaneously demand navigation, maneuvering and weapons operation of the pilot. Thus, with well-designed support automation, a single pilot was expected to carry out the entire mission alone.
During operational testing from 1995 to 1996 the workload on the pilot was found to be similar to that of a fighter-bomber pilot, and the pilot could perform both flying and navigation duties. Later flight tests of the Mi-62 prototypes proved that its handling was more like an aircraft with VTOL capabilities than a standard helicopter, so that jet pilots could master it with some training.
Initially the Mi-62 was to be have been fitted with the Merkury Low-Light TV (LLTV) system. Due to a lack of funding, the system was late and experienced reliability and capability issues. As a result, focus shifted to Forward Looking Infra-Red (FLIR) systems, including the Shkval-N sighting system with an infrared sensor. Many versions were tried; on some the original "Shkval" was supplemented by a thermal imaging system, while others saw a complete replacement by the "Samshit" day-and-night system, which has become the final sensor standard, mounted in a chin sensor turret.
The fire control system automatically shares all target information among the four Mi-62 of a typical flight in real time, allowing one helicopter to engage a target spotted by another, and the system can also input target information from ground-based forward scouts with personnel-carried target designation gear.
The Mi-62 was, after a lengthy development and constant lack of funds, eventually adopted for service in the Russian army in 2015. It is currently manufactured by the new Russian Helicopters company that was founded in 2009 in Moscow, and built at the Mil Moscow Helicopter Plant. It has been introduced to both Air Force (Mi-62 sans suffix, ‘Hepcat A’) and Naval Aviation (Mi-62K, ‘Hepcat B’) and is being used as a heavily armed attack helicopter against both ground and airborne targets.
The navalized Mi-62K derivative has been selected as the new ship-borne attack type for the Russian Naval Aviation (Aviatsiya Voenno-morskogo Flota Rossii). It will feature folding rotor blades and life-support systems for the crew, who will fly in immersion suits. The fuselage and systems will be given special anti-corrosion treatment and a new fire-control radar will be capable of operating in "Sea Mode" and of supporting anti-ship missiles. Aviatsiya Voenno-morskogo Flota Rossii will need no fewer than 20 Mi-62, which will be operated together with Ka-52Ks.
The first Mi-62K is tentatively slated to enter squadron service by late 2014 or early 2015, coinciding with the delivery of the first carrier of the new Mistral class amphibious assault ships, ordered by the Russian Defense Ministry. These small carriers will contain rotary-wing assets, formed into aviation groups, and each of these groups is planned to include eight attack and eight assault/transport helicopters.
General characteristics
Crew: One
Length (fuselage only): 13,46 m (44 ft 1 in)
Rotor diameter: 15,40 m (50 ft 5 1/2 in)
Height: 4.60 m (15 ft 1 in)
Disc area: 186.3 m² (1.998 ft²)
Empty weight: 7,700 kg (17,000 lb)
Loaded weight: 9,800 kg / 10,400 kg (21,600 lb / 22,930 lb)
Max. takeoff weight: 10,800 kg (23,810 lb)
Powerplant
2× Progress AI-222-25 turbofans, 24.52 KN (5.512 lbf) each plus
4× rotor tip jet burning compressed air/fuel, 4.4 kN (1,000 lbf) thrust each
Performance
Never exceed speed: 550 km/h (297 knots, 342 mph) in dive
Maximum speed: 515 km/h (278 knots, 320 mph) in level flight
Cruise speed: 370 km/h (200 knots, 230 mph)
Range: 545 km (339 ml)
Combat radius: 800 km (500 ml)
Ferry range: 1400 km (870 ml) with 4 drop tanks
Service ceiling: 5,500 m (18,000 ft)
Rate of climb: 10.7 m/s (2,105 ft/min)
Armament
1× turret-mounted, wtin-barreled 30 mm Shipunov Sh2A42 cannon (460 rounds total, dual feeding AP or HE-Frag) under the fuselage
6×wing hardpoints with a capacity of 2,000 kg and provisions to carry combinations of launch pods for 80 mm S-8 rockets or 122 mm S-13 rockets, APU-6 Missile racks or up to 20× 9K121 Vikhr anti-tank missiles, 6× Vympel R-73 (NATO: AA-11 Archer) air-to-air missiles, Kh-25 semi-active laser guided tactical air-to-ground missiles, 4× 250 kg (550 lb) bombs or 2x 500 kg (1,100 lb) bombs, plus 23 mm UPK-23-250 gun pods (240 rounds each) or 500 l (130 US gal) external fuel tanks.
Two compartments in the lower fuselage with flare and chaff countermeasure dispensers, typically 4× UV-26 dispensers each (total 512 chaff/flare cartridges in each pod)
The kit and its assembly:
Another entry for the “Za Rodinu - The Anthony P Memorial Build” at whatifmodelers.com, and this time it’s a modern and rather exotic whif. Helicopters are rare among whiffers, so I thought I’d give that subject a chance, and I actually had the basis kit in store for some time, as I intended to build it for another GB but never got that kick to start it.
The fictional Mi-62 is a conversion of a snap-fit kit from Kotobukiya from a series of generic, roughly 1:72 scale mecha vehicles that do not belong to a specific series or movie, but they seem to be intended to go well with Gundam or Dougram. These are rather toy-like, sturdy things, but they have potential for more – especially the gyroplanes (two different types exist).
These seem to be unmanned drones/UAVs, though, and that immediately leads to the conversions I made. Most important change is a manned cockpit with a clear canopy (from a KP Su-25) and the respective, scratched interior.
Another big change was the deletion of the original, gigantic gatling gun under the fuselage, replaced by a much smaller twin cannon turret. That left a lot of ground clearance – as a late modification I decided to chop the landing gear and the respective fin/wing endplates by more than 1cm, so that the gyroplane would sit closer to the ground.
Further small cosmetics include an asymmetrical radome and a protruding pitot boom, some antenna bulges, new engine exhausts, chaff dispensers in the fuselage flanks, and free-standing main wheels.
The ordnance comes from a Dragon Soviet-Air-To-Ground-Ordnance kit, hung onto six new wing hardpoints (from a 1:144 F-4E and an ESCI Ka-34 in 1:72, IIRC).
Painting and markings:
Choosing a proper scheme was tricky. The helicopter was to look realistic, but still exotic, at least for Russian standards. I considered various options:
● An all-mid-grey livery, inspired by current Mi-35 attack helicopters. Too dull & simple!
● A trefoil-style scheme in khaki and olive drab, with blue undersides. Flashy, but IMHO rather old-school.
I finally found an original scheme on a Ka-62 prototype (shown at MAKS-2009): a wraparound scheme in olive drab, medium grey and chocolate brown. The colors are enamels, I used Olive Drab ANA 613 (ModelMaster #2050), German Uniform “Feldgrau” (ModelMaster #2014) Grey and German Armor Red Brown (Humbrol 160), later highlighted through dry-brushing with lighter shades of the basic tones and a black ink wash, standard process.
The interior was to be Russian-style, too, but instead of the eye-boggling turquoise I went for PRU Blue (Humbrol 230) inside of the cockpit. Still looks odd, but it’s not so bright.
As a twist I decided to use Russian Navy markings – and the real world introduction of Mistral Class ships was a good excuse for a naval version of this attack helicopter. The Naval Aviation used to and does employ many land-based aircraft and helicopters, incl. e. g. the Mi-24, in similar liveries to the Air Force or Army cousins.
The markings were puzzled together from various aftermarket decal sheets from Begemot , Authentic Decals and TL Modellbau, as well as from the scrap box. After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
The sign, the form, the name — all the attributes of the sign system create a hindrance ... Reality is not captured by these bodies!
Sein fester Blick ist entschlossen auf die Ausgangstür des Supermarktes gerichtet. In Minutenabständen verlassen Italiener*innen den Store und der Mann, der auf einem alten Hocker sitzt, verabschiedet die vorbeiziehenden Menschen. Er ist die Freundlichkeit in Person.
David schaut mich lächelnd an, als ich ihm die Hand reiche und mich zu ihm setze. Ich krame mein Handy aus der Tasche und tippe ein paar Wortfetzen in meine Übersetzungsapp, denn David kommt aus Mali und spricht Französisch.
Zwischen dem langsamen Wortaustausch gestikuliere ich mit Mimik und Händen und auch David zeigt mir mit Gesichtsausdrücken und Malbewegungen, dass er mir wohlgesonnen ist. Wir verstehen uns auf Anhieb.
David lebt seit sieben Monaten auf der Straße und derzeit hier, unter dieser Treppe. Er bekam in Italien kein Asyl und fällt somit durch das Raster der hiesigen Gesellschaft. Keine Sozialleistungen, kein Anspruch auf Mindestversorgung, keine Zukunft. David ist nicht erwünscht und hat keine Identität.
Dass er nicht erwünscht ist, hat er längst verstanden und akzeptiert. Auch Zuhause in seiner Heimat hatte David ein schweres Leben: Beide Eltern wurden erschossen. Ich nehme an, dass David um sein Leben rannte, als er sein Mali verließ.
Ich unterbreche kurz das Gespräch und spreche mich mit den anderen vom Projekt Seehilfe ab. Elli nickt, Philipp gibt mir die Karte des Vereins, ich reiche David die Hand und wir machen einen Einkauf im Supermarkt. Früchte, Wasser, ein leckeres Gebäckstück und Creme für die Haut. Und ein Rucksack.
Als wir uns vor dem Supermarkt wieder setzen und ich David sage, dass wir von nun an Freunde sind, fängt er an zu weinen. Ich setze mich neben David und lege meinen Arm um seine Schulter. In diesen Momenten bricht im obdachlosen Geflüchteten etwas auf, das in unbegrenzter Trauer überquillt.
In diesem Moment verlässt ein gut betuchter Mann im Polohemd den Supermarkt und stellt sich zu uns. Er betrachtet David genau und stellt eine Frage auf Italienisch, die ich nicht verstehe. Ich bitte ihn: „Do you want to give some money to this poor man?“
Doch der Mann winkt mit wedelndem Zeigefinger ab „No, no, no.“, und läuft zu seinem fetten Mercedes-Benz. Irritiert und wütend laufe ich dem Mann hinterher und frage ihn erneut, ob er David nicht helfen möchte. Keine Chance. Der Reiche düst ab. Für mich ist dieses Verhalten unfassbar. David wird es täglich erleben.
Ich setze mich noch einmal zu David. Schaue mit ihm in Richtung Supermarkt. Trotz verweintem Gesicht grüßt er die Italiener*innen, manche werfen ihm ihr Restgeld in den kleinen Plastikbecher. Und langsam beginne ich zu verstehen:
David wird in diesem System keine Chance haben. Er warf sich schutzsuchend in die Arme Europas, wurde fallengelassen und fällt seither jeden Tag. Niemand wird ihm Arbeit geben und David hat kein Recht auf ein Dach über dem Kopf. Kein Recht auf Nahrung, kein Recht auf medizinische Versorgung.
Zudem ist David ein Mensch von tausenden, die sowohl von der europäischen Gesellschaft, als auch von Politiker*innen wohlfeil ignoriert werden. Menschen wie David dürfen nach den „westlichen Werten“ hier nicht existieren.
Mein lieber Freund David. Angesichts Deines Leides fehlen mir die Worte und ich wünsche Dir von tiefstem Herzen, dass Du eines Tages frei, sicher, und behütet sein wirst. Friede mit Dir.
_
P.S. Zwei später fuhren Elli, Philip und ich nochmal zum Supermarkt und trafen David dort an. Wir versorgten ihn mit Isomatte und Schlafsack. David strahlte über beide Wangen. Wenigstens wird er nicht auf dem nackten Boden schlafen müssen.
Engineers prepare Orion's Launch Abort System for the Ascent Abort-2 flight test on July 2, 2019.
Credit: NASA/Rad Sinyak
Dryers.
Probably a german system (Wesumat or California Rohé?). The car is a Mercedes W110, built between 1961 and 1968, I presume that this system is from the 60's.
I borrowed these pictures from here: www.guide-lavage.com/pagetype.asp?pagetype=xml&revue=...
There is a nice article (in french) about the car wash in mercedes-benz history and there is also some other nice photos!
Edited NASA visualization of the shape of our solar system (where "shape" means the bubble surrounding the sun and immediate objects, like planets). I like the term "deflated croissant" used in the caption...
Please note this is not an image taken by a spacecraft but a visualization from a computer program.
Image source: www.nasa.gov/feature/goddard/2020/uncovering-our-solar-sy...
Original caption: Scientists have developed a new prediction of the shape of the bubble surrounding our solar system using a model developed with data from NASA missions.
All the planets of our solar system are encased in a magnetic bubble, carved out in space by the Sun’s constantly outflowing material, the solar wind. Outside this bubble is the interstellar medium — the ionized gas and magnetic field that fills the space between stellar systems in our galaxy. One question scientists have tried to answer for years is on the shape of this bubble, which travels through space as our Sun orbits the center of our galaxy. Traditionally, scientists have thought of the heliosphere as a comet shape, with a rounded leading edge, called the nose, and a long tail trailing behind.
Research published in Nature Astronomy in March and featured on the journal’s cover for July provides an alternative shape that lacks this long tail: the deflated croissant.
The shape of the heliosphere is difficult to measure from within. The closest edge of the heliosphere is more than ten billion miles from Earth. Only the two Voyager spacecraft have directly measured this region, leaving us with just two points of ground-truth data on the shape of the heliosphere.
From near Earth, we study our boundary to interstellar space by capturing and observing particles flying toward Earth. This includes charged particles that come from distant parts of the galaxy, called galactic cosmic rays, along with those that were already in our solar system, travel out towards the heliopause, and are bounced back towards Earth through a complex series of electromagnetic processes. These are called energetic neutral atoms, and because they are created by interacting with the interstellar medium, they act as a useful proxy for mapping the edge of the heliosphere. This is how NASA’s Interstellar Boundary Explorer, or IBEX, mission studies the heliosphere, making use of these particles as a kind of radar, tracing out our solar system’s boundary to interstellar space.
An illustration showing the Sun's bubble of influence, the heliosphere, with a long tail like a comet's
Some research suggests that the heliosphere has a long tail, much like a comet, though a new model points to a shape that lacks this long tail.
Credits: NASA’s Scientific Visualization Studio/Conceptual Imaging Lab
Download from NASA Goddard's Scientific Visualization Studio.
To make sense of this complex data, scientists use computer models to turn this data into a prediction of the heliosphere’s characteristics. Merav Opher, lead author of the new research, heads a NASA- and NSF-funded DRIVE Science Center at Boston University focused on the challenge.
This latest iteration of Opher’s model uses data from NASA planetary science missions to characterize the behavior of material in space that fills the bubble of the heliosphere and get another perspective on its borders. NASA’s Cassini mission carried an instrument, designed to study particles trapped in Saturn’s magnetic field, that also made observations of particles bouncing back towards the inner solar system. These measurements are similar to IBEX’s, but provide a distinct perspective on the heliosphere’s boundary.
Additionally, NASA’s New Horizons mission has provided measurements of pick-up ions, particles that are ionized out in space and are picked up and move along with the solar wind. Because of their distinct origins from the solar wind particles streaming out from the Sun, pick-up ions are much hotter than other solar wind particles — and it’s this fact that Opher’s work hinges on.
“There are two fluids mixed together. You have one component that is very cold and one component that is much hotter, the pick-up ions,” said Opher, a professor of astronomy at Boston University. “If you have some cold fluid and hot fluid, and you put them in space, they won’t mix — they will evolve mostly separately. What we did was separate these two components of the solar wind and model the resulting 3D shape of the heliosphere.”
Considering the solar wind’s components separately, combined with Opher’s earlier work using the solar magnetic field as a dominant force in shaping the heliosphere, created a deflated croissant shape, with two jets curling away from the central bulbous part of the heliosphere, and notably lacking the long tail predicted by many scientists.
“Because the pick-up ions dominate the thermodynamics, everything is very spherical. But because they leave the system very quickly beyond the termination shock, the whole heliosphere deflates,” said Opher.
The shape of the heliosphere is more than a question of academic curiosity: The heliosphere acts our solar system’s shield against the rest of the galaxy.
An illustration showing the heliosphere being pelted with cosmic rays from outside our solar system
Our heliosphere blocks many cosmic rays, shown as bright streaks in this animated image, from reaching the planets of our solar system.
Credits: NASA’s Goddard Space Flight Center/Conceptual Image Lab
Download from NASA Goddard's Scientific Visualization Studio.
Energetic events in other star systems, like supernova, can accelerate particles to nearly the speed of light. These particles rocket out in all directions, including into our solar system. But the heliosphere acts as a shield: It absorbs about three-quarters of these tremendously energetic particles, called galactic cosmic rays, that would make their way into our solar system.
Those that do make it through can wreak havoc. We’re protected on Earth by our planet’s magnetic field and atmosphere, but technology and astronauts in space or on other worlds are exposed. Both electronics and human cells can be damaged by the effects of galactic cosmic rays — and because galactic cosmic rays carry so much energy, they’re difficult to block in a way that’s practical for space travel. The heliosphere is spacefarers’ main defense against galactic cosmic rays, so understanding its shape and how that influences the rate of galactic cosmic rays pelting our solar system is a key consideration for planning robotic and human space exploration.
The heliosphere’s shape is also part of the puzzle for seeking out life on other worlds. The damaging radiation from galactic cosmic rays can render a world uninhabitable, a fate avoided in our solar system because of our strong celestial shield. As we learn more about how our heliosphere protects our solar system — and how that protection may have changed throughout the solar system’s history — we can look for other star systems that might have similar protection. And part of that is the shape: Are our heliospheric lookalikes long-tailed comet shapes, deflated croissants, or something else entirely?
Whatever the heliosphere’s true shape, an upcoming NASA mission will be a boon for unraveling these questions: the Interstellar Mapping and Acceleration Probe, or IMAP.
IMAP, slated for launch in 2024, will map the particles streaming back to Earth from the boundaries of the heliosphere. IMAP will build on the techniques and discoveries of the IBEX mission to shed new light on the nature of the heliosphere, interstellar space, and how galactic cosmic rays make their way into our solar system.
Opher’s DRIVE Science Center aims to create a testable model of the heliosphere in time for IMAP’s launch. Their predictions of the shape and other characteristics of the heliosphere — and how that would be reflected in the particles streaming back from the boundary — would provide a baseline for scientists to compare with IMAP’s data.
An eastbound on the B&OCT hits Conrail's ex PRR FT. Wayne Line at Clarke Jct. in Gary, Indiana in the Falll of 1986. Conrail was in the process of single tracking the old Pennsy, and new signals bagged off are seen to the right as well as behing the semaphore. The semaphore was a Wabash train order signal. Eastbound Wabash trains left trackage rights just behind where I am standing and entered the 4th District rails, so grabbed orders at Clarke Jct. The tower was to the left of the semaphore.
I will beat the fucking system with my egg-beater.
(Or with my super-swollen foot.)
Stuttgart, 06/08
OM SYSTEM OM-5フォトギャラリー
● OM SYSTEM OM-5実写レビューはこちら
www.rentio.jp/matome/2023/05/om-system-om-5-review/
● OM SYSTEMおすすめカメラ紹介はこちら
www.rentio.jp/matome/2018/02/olympus-mirror-less-slr-begi...
EOS 5D Mark III+Sigma 50mm F1.4 DG HSM Art
* If you have requests or comments, please describe these in photo comment space.
Exploring the l-system. Tryin' a bunch of axiom & replacement rules.
Made with Processing.
Basic Code:
For those interested, this is our rain barrel system. We took video to explain it, haven't gotten around to editing it yet.
We have 7-55 gallon barrels all hooked together. They fill at the same time and drain together. We have one spigot to fill watering cans and a pump with another spigot for use with the hose or sprinkler.
There's an overflow as well, they're all hooked together and overflow into the downspout if they're full. We have a clear tube at the end so we can see how much water we have. The system is also easily expandable if we want to add more barrels, we think we can fit 7-10 more across the back of the garage.
One of the best things about this system is the cost. We only spent about $120 for the entire system (including deck). The deck was built with lumber we removed from the deck on our house, we wanted a smaller sized deck on the house. The barrels are food grade plastic barrels and cost us only $10 each (you want to make sure you don't get barrels that had chemicals in them). We spent about $50 on other materials, posts, PVC (we also had some of that sitting around that we used up).
Comets and cosmic perspective
Getting the opportunity to study a comet from outside our solar system is like getting to study an artifact from an ancient culture. It gives you direct insight into that distant time and place but also allows for comparison to your own. Webb’s observations of the composition of interstellar comet 3I/ATLAS is showing how unusual our own solar system might be.
The data on the composition of 3I/ATLAS imply that it might have originated in a very cold stellar system, and from much earlier in the history of our galaxy. In fact, this comet could have formed as long ago as 10-12 billion years, during the universe’s “cosmic noon,” when star formation was at its height. It’s possible the system it originated in was within a relatively cold, dense cloud, and the comet was ejected as it aged and warmed up.
There’s only one planet we know of with life - our own. Getting to study objects that formed in a different system than our own is a rare opportunity for learning how common, or uncommon, the conditions are for the evolution of life elsewhere in the universe.
This image: Measurements of specific element varieties by the NIRSpec (Near-Infrared Spectrograph) instrument on NASA’s James Webb Space Telescope show how different the interstellar comet 3I/ATLAS is from comets originating in our own solar system. Researchers used NIRSpec to measure carbon-13, which contains an extra neutron, relative to the more common carbon-12. They also measured the abundance of heavy hydrogen, which is a hydrogen atom with an added neutron.
Webb’s NIRSpec found surprisingly high ratios of heavy hydrogen and heavy carbon, indicating that 3I/ATLAS came from a place very different from our solar system. Researchers say early analysis of these results indicates that 3I/ATLAS was ejected from its origin system billions of years ago.
Read more: science.nasa.gov/missions/webb/nasas-webb-finds-clues-to-...
Image Credit: Illustration: NASA, ESA, CSA, Martin Cordiner (CUA, NASA-GSFC), Leah Hustak (STScI)
Image Description: Infographic showing differences in measured ratios of heavy carbon and heavy hydrogen between solar system comets and interstellar comet 3I/ATLAS. Title text reads Comet 3I/ATLAS, Composition Compared With Solar System Comets. Top portion of the infographic has headline Heavy Carbon, plus a horizontal scale in increments of 50 ranging from zero to 250 measuring the ratio of Carbon-12 to Carbon-13. Three solar system comets appear just below 100 on the scale, while 3I/ATLAS appears above 150 for carbon monoxide and about 170 for carbon dioxide.
Bottom portion of infographic has headline Heavy Hydrogen and a horizontal scale ranging from 10 to the negative fifth power on the left to approximately 10 to the negative first power on the right, though 10 to the first is not labeled. This scale is labeled Ratio of Heavy Hydrogen Measured in Water. Eleven solar system comets appear on the graph, all falling to the right of 10 to the negative fourth power. Comet 3I/ATLAS appears at 10 to the negative second power.
GP7 #5730 and GP40-2 #4283 power CG41 northbound (timetable west) at Wheatfield, NY on October 30, 1983. This train is utilizing trackage rights on Conrail's Niagara Falls Branch to make it's way to Canada.(CSS1208c)
Our HI-SCR range gives you high level of flexibility and ensures excellent performance Discover our HI-SCR Range!
OmniMD resolves the headaches of the medical billing process by providing quality medical billing softwares, medical billing services. Medical billing company.
First seen here, but I guess women have done this hundreds of years...
simple-green-frugal-co-op.blogspot.com/2009/06/are-you-us...
Konvolut system = saa og saa meget til dit... og dat...og dut og saa ved jeg maaske hvor meget jeg bruger paa hver afdeling :-)
Gillig Phantom of the former San Diego County Transit System (CTS) at Grossmont Station in La Mesa. CTS has since been absorbed into the Metropolitan Transit System.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The origins of the Turbo Fury reach back to 1943, when the piston-driven Hawker Sea Fury's development was formally initiated in response to a wartime requirement of the RAF.
As the Second World War drew to a close, the RAF cancelled their order for the aircraft. However, the Royal Navy saw the type as a suitable carrier aircraft to replace a range of increasingly obsolete or poorly suited aircraft being operated by the Fleet Air Arm. Development of the Sea Fury proceeded, and the type began entering operational service in 1947.
The Sea Fury had many design similarities to Hawker's preceding Tempest fighter, but the Sea Fury was a considerably lighter aircraft. Both the Sea Fury's wings and fuselage originated from the Tempest but were significantly modified and redesigned.
The Sea Fury attracted international orders as both a carrier and land-based aircraft; it was operated by countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq, and Pakistan. The Sea Fury was retired by the majority of its military operators in the late 1950s in favour of jet-propelled aircraft. One of the largest export customers for the type, Pakistan, went a different way.
A total of 87 new-build Sea Furies were purchased and delivered to Pakistan between 1950 and 1952, but some ex-FAA and Iraqi Sea Furies were also subsequently purchased.
The Sea Fury began to be replaced by the jet-powered North American F-86 Sabre in 1955, but it became quickly clear that the Sabre was primarily a fighter, not a ground attack aircraft. It also lacked adequate performance in 'hot and high' operation theatres, and the PAF's B-57 bombers were too big for certain CAS tasks, and their number highly limited.
Hence the decision was taken to modernize a part of the PAF Sea Fury fleet for the ground attack role. This was to be achieved with a better engine that would deliver more power, a better overall performance as well as an extended range for prolonged loiter times close to the potential battlefield.
Engine choice fell on the Allison T56 turboshaft engine, which had originally been developed for the C-130 Hercules transporter (later also installed in the P-3 and E-2) - the type had just been bought by the PAF, so that low maintenance cost due to parts and infrastructure commonality was expected. Pakistan Aeronautical Complex (commonly abbreviated 'PAC') was tasked to develop a suitable update, and this lead to the integration of a turboprop engine into the Sea Fury airframe.
For the relatively small Sea Fury airframe the T56 was downrated to 3.000 hp, to which approximately 750 lbs of thrust from its exhaust could be added. The latter was bifurcated and ran along the fuselage flanks, ending in fairings at the wings' trailing edge. In order to cope with the additional power, the original five-bladed propeller had to be replaced by a six-bladed, indigenously developed propeller. Together with the more pointed spinner and the raised propeller position, the Sea Fury's profile changed dramatically, even though the good field of view for the pilot was retained. Officially, the modified machines were just called 'Sea Fury FB.61', inofficially they were called 'Turbo Furies' or 'وایلار' (Urdu: Wailer), for their characteristic, penetrating engine and propeller sound.
Internally, structural reinforcements had to be made and new wing spars were introduced. These allowed higher g forces for low level maneuvers and also carried additional ordnance hardpoints under the outer wings - these enabled the aircraft to carry HVARs of American origin and/or several small caliber bombs instead of only a single pair of up to 1.000 lb (454 kg) caliber.
The last piston engine Sea Furies in Pakistani service were ultimately retired in 1960, while the Turbo Fury fleet was used throughout the 1965 India-Pakistan War. After the end of hostilities, the 'Turbo Furies' were quickly phased out since it had become clear that they had become too vulnerable in battlefield conditions.
Some of these machines were sold to Thailand, though, where it served with the Royal Thai Marine Corps (นาวิกโยธินแห่งราชอาณาจักรไทย) in the CAS role and saw frequent use: The Chanthaburi and Trat borders with Cambodia gave the Marine Corps Department its first assignment, safeguarding the coastline and southeastern border. Since 1970 the Marine Corps' Chanthaburi-Trat Task Force had been officially assigned the defense of this area.
During 1972 and 1973, Thai Marines were involved in the "Sam-Chai" anti-communist operations in Phetchabun Province and the "Pha-Phum" anti-communist operations in Chiang Rai Province. In 1973 and 1974, they took part in anti-communist operations in the southern provinces of Pattani, Yala and Narathiwat. After ten years of frequent and successful use, the end of the Thai TurBo Furies came - the type was retired in late 1975. Two specimen were sold into the USA to Flight Systems Inc., where the machines were de-militarized and modified to be used as fast low-level target tugs.
Still, the aircraft would see a late career for the USAF, even though only an indirect one - and ironically against another WWII veteran reincarnation! In 1971 Piper Aircraft Corp. at Lakeland, Florida, built for the USAF's PAVE COIN programm (calling for a simple aircraft tailored to the ground attack role for small armies) two Piper Enforcers by heavily modifying two existing P-51 Mustang aircraft and fitting them with Lycoming T55-L9A turboprop engines, along with numerous other significant modifications.
Prior to the PAVE COIN evaluation, N202PE was lost in a crash off the Florida Coast. Although the Enforcer performed well in PAVE COIN, Piper failed to secure a United States Air Force contract. Anyway, Piper kept on lobbying Congress for another 8 years to force the USAF to officially re-evaluate the Enforcer.
Eventually in the 1979 defense bill $11.9 million was allocated for Piper to build two new prototypes and for the USAF to perform another flight evaluation. Since the Enforcer was never in the Air Force inventory, it was not given an official military designation and did not receive an Air Force serial number. Instead, it carries the Piper designation PA-48 and Federal Aviation Administration (FAA) registration numbers N481PE and N482PE.
During 1983 and 1984 the PA-48s were pitted against several "modern" jets at 1984 at Eglin Air Force Base, Florida and Edwards Air Force Base, California. Beyond 'state of the art' competirion, the USAF wanted a direct competitor - and found Flight Systems Inc's Turbo Furies. One of these, aircraft N287FS, was leased in 1981 and revamped to military status in order to act as a further benchnmark and as aggressor.
By the time the machine had already undergone some major modifications, including an ejection seat for the pilot and a new five-bladed propeller plus exhaust dampers in order to minimize the machine's distinctive, penetrating noise.
Further modifications saw the re-installment of armament, including wing hardpoints and the respective wiring, as well as adding four 20mm cannon, this time domestic Pontiac M39A1 revolver cannon - easily recognizable through the longer gun barrels that protruded from the wings' leading edge.
During the two years of evaluation the revamped Turbo Fury fared well, while its sister ship remained in the target tug role - and it was the only machine to survive, since N287FS crashed on 8th of August 1984 at Eglin AB due to hydraulic failure, with the pilot escaping securely thanks to the new ejection seat.
General characteristics
Crew: One
Length: 36 ft 2 in (11.05 m)
Wingspan: 38 ft 43⁄4 in (11.69 m)
Height: 15 ft 101⁄2 in (4.84 m)
Wing area: 280 ft2 (26.01 m2)
Empty weight: 10.500 lb (4.767 kg)
Loaded weight: 14,100 lb (6.400 kg)
Max. takeoff weight: 15,650 lb (7.105 kg)
Powerplant:
1× Allison T56 turboshaft engine rated at 2.206 kW (3.000 hp) plus 750 lbs of residual thrust
Performance:
Maximum speed: 490 mph (427 knots, 790 km/h) at 18,000 ft (5,500 m)
Range: 700 mi (609 nmi, 1,126 km) with internal fuel;
1,040 mi (904 nmi, 1,674 km) with two drop tanks
Service ceiling: 35,800 ft (10,910 m)
Rate of climb: 4,320 ft/min (21.9 m/s)
Armament:
4× 20 mm (0.787 in) Pontiac M39A1 revolver cannon
Eight underwing hardpoints for an external load of 4.000 lb (1.814 kg),
including bombs, unguided rockets, napalm tanks or drop tanks
The kit and its assembly:
Turbo Fury V3.0, spinning forth the initial fictional background story of this whif conversion. The combination of a WWII figher design and a C-130 Hercules sounds unlikely, but that's what I built. The idea of revamped piston-engine aircraft for a post-WWII-use has its charm and continually brings forth impressive designs, like the real world Piper PA-48.
Inspiration came with a set of 1:72 aftermarket C-130J resin engine nacelles from OzMods, which I had bunkered a while ago. This time the engine was mated again to the single seater kit from Pioneer2/PM Models. The Hercules engines are an almost perfect fit - the original fuselage just had to be cut away behind the original exhaust reflectors. Some sculpting had to be done on both sides, and the wing roots filled up in order to match the new, more narrow engine, but things went really smoothly.
This time, the Turbo Fury was to have a more modern touch - we are in the 80ies now. So I decided to use the original C-130 sickle blades that come with the OzMods conversion kit, even though I only used five of them instead of six (the spinner was modified accordingly). Another idea was to conceal the original exhaust pipes under the cockpit - I scratched dampers with intakes that would muffle engine sound and mix the hot gases with fresh air. These break up the sleek lines of the Fury, but I think that this installation makes sense, also as a potential survival measure that reduces the aircraft's IR signature?
Otherwise, only little things were changed. In the cockpit a new seat and a dashboard cover were added. The underwing hardpoints were new, too, and I added some antennae for a more modern and purposeful look. All pylons are new, and the bomb ordnance was puzzled together from the spares box, including four Rockeye CBUs from an Italeri F-16, an camera pod (from an Italeri F-18, IIRC) and a single ACMI pod from an Italeri F-21.
Painting and markings:
Piper's PA-48 was a bit of inspiration for this build, and I wanted the final Turbo Fury to be an American aircraft. USAF use would have been unlikely, though, but a private operator like Flight Systems Inc. (Which also operated F-86 as target tugs!) opened a new opportunity, as well as the historic trials of the PA-48 in the early 80ies.
Well, how to paint the Turbo Fury? An early idea had been a simple, all Gunship Grey aircraft with low-viz markings, but I eventually settled for the contemporary "USMC Land Scheme", applied to helicopters (AH-1, CH-46) and some of the USMC's OA-10. On a classic airframe like the Sea Fury's it would look totally anachronistic - but for an aggressor and test aircraft? Why not?
This wraparound scheme consists of grey, green and black - I used FS 35237 (Humbrol 145), FS 34097 (Humbrol 105) and FS 37038 (Humbrol 85, slightly lightened with some Humbrol 32 Dark Grey). The cockpit interior was kept in dark gray, the landing gear is in Aluminum, just like on the former builds of this series.
As per usual the kit received a light black ink wash and some dry painting that emphasizes the panel lines.
Decals were puzzled together from the scrap box, with some typical US markings and modern stencils.
Even though the paint finish turned out to look a bit more worn than initially intended, I am very happy with the result of this "Final Turbo Fury", esp. with its modern details. It looks rather odd and purposeful! And there's still one Hercules engine left... maybe a forth Turbo Fury might come forth, in the hands of another obscure operator's hands. ;)
Going from my Nikko integrated, to a new Kenwood system, you can see the system progress. However I downgraded my speakers it seems! I am also showing off my new CD player, a Fisher Studio Standard. LOL The big black box is a lightshow switcher and chaser system, with color organ of course!
Rubbermaid HomeFree series is a fully customizable closet system that offers the unique flexibility of telescoping clothing rods and expanding shelves to make the most of your space.
This logo was designed for the Natural Areas System. It appears earlier in my portfolio as (www.flickr.com/photos/steveczajka/9002115853/). I am pleased to say that it is now being used as the new branding for the Natural Areas System at the City of Mississauga. The Natural Areas Survey is a study which identifies and inventories natural areas within the City including woodlands, wetlands, creeks and streams. These areas comprise roughly 9% of the total area of the City and are referred to as Natural Areas System. The study also recommends strategies and guidelines for their future protection. The study consists of 4 phases: review of existing reports and databases; survey of public opinion on environmental issues; site visits to remnant natural areas; and development of databases for the natural areas. Each year one quadrant of the City is updated.
This is one of the projects that I manage in my professional life, but in this case I have also contributed with a logo design. While I did not create this featured brochure or website, I did help to steer the overall design and use of powerful infographics to simplify the story and make it interesting for the reader. The brochure was created in Adobe InDesign, the website (www.mississauga.ca/nas) created in a variety of tools including esri mapping, and the logo created in Inkscape/GIMP and authentically hand created calligraphy.
I am seeing more often that my professional career is being influenced by my artistic background, and this is one example of that.
Cheers
Steve
Scientist Pick: This image shows off Hubble’s resolution. This is the Pluto system — Pluto, Charon, and the four moons around them (Nix, Hydra, Kerberos, and Styx). Hubble is the only telescope that has such fine resolution to be able to see these tiny little dots around Pluto, way at the outer edge of our solar system. We have known about Pluto and Charon since 1986, but all four of those moons were discovered by Hubble within the last decade. Learn more
Nike-Hercules Missile, designation MIM-14 (initially SAM-N-25), was a solid fuel propelled surface-to-air missile, used by US and NATO armed forces for high- and medium-altitude air defense. It could also be employed in a surface-to-surface role.The Nike-Hercules system, a follow-up to the Nike-Ajax missile, was developed during the Cold War to destroy enemy bombers and enemy bomber formations, as well as serve as an anti-ballistic missile system. Western Electric, Bell Laboratories, and Douglas Aircraft Company were chief contractors for the system. Nuclear-armed Nike Hercules missiles were deployed in the United States, Greece, Italy, and Turkey, and with Belgian, Dutch, and U.S. forces in West Germany. Conventionally-armed Nike Hercules missiles also served in the United States, Germany, Denmark, Japan, Norway, and Taiwan.The first deployments in Europe began in 1959 and the last nuclear-armed Nike Hercules missiles in Europe were deactivated in 1988. The Nike-Hercules missile systems sold to Japan (Nike J) were subsequently upgraded the internal guidance systems by replacing the original vacuum tube systems with transistorized ones.The guidance and control area (Integrated Fire Control, IFC) was located a distance (about 1 mile) from the area from where the missile was launched (Launching Area, LA). The IFC had an acquisition radar to detect (enemy) aircraft. After detecting and identifying a hostile aircraft this aircraft was followed or tracked in elevation, azimuth and range by a Target Tracking Radar (TTR). An analog (later digital) computer computed a point in the sky where the missile and target should meet (intercept point). After the missile was launched by the Battery Control Officer (BCO) a Missile Tracking Radar (MTR) followed the missile and the computer constantly updated the intercept point even if the hostile aircraft performed evasive actions. Steering corrections were sent to the missile by the MTR. When the missile neared the intercept point a command signal was sent to the missile to explode. To measure the range to the target under jamming conditions the IFC also was equipped with a Target Ranging Radar (TRR).
Il MIM-14 Nike Hercules è un missile di fabbricazione statunitense per la difesa antiaerea. Prodotto a partire dagli anni cinquanta fu in dotazione a molte forze armate che aderivano alla NATO.
Il missile MIM-14 Nike Hercules, fece il suo ingresso nel 1958. Pesava circa 5 tonnellate, con 4 motori ausiliari molto simile al precedente sistema missilistico Ajax.Venne utilizzato anche tra le schiere dell'Aeronautica Militare Italiana, che equipaggiò 3 stormi, complessivamente 96 lanciatori, con il suddetto sistema terra-aria.Al giorno d'oggi i MIM-14, sono stati tutti radiati con cerimonia ufficiale.Originariamente il missile venne chiamato SAM-A-25 Nike Hercules, ma poi nelle varie vicissitudini che ebbero le designazioni americane di quel decennio, venne ribattezzato M6, e infine MIM-14. Nel 1958 esso entrò in servizio, rimpiazzando l'Ajax per le basi a difesa di New York, Chicago e Washington D.C..Il nuovo sistema missilistico era quindi stato progettato per essere un'arma formidabile. Esso aveva prestazioni per l'epoca eccezionali, soprattutto in termini di gittata e di quota, tanto che i bombardieri pilotati stratosferici, anche se supersonici, vennero messi in dubbio, e dopo l'avvento di questo sistema non avrebbero più avuto la stessa importanza di prima.La sua struttura, molto caratteristica, era aguzza e possente al tempo stesso, con un insieme di caratteristiche che lo rendevano unico tra i pur numerosi missili antiaerei dell'epoca. Esso era bistadio: il primo aveva ben 4 motori a razzo con propellenti solidi, riuniti in un complesso chiamato M42, studiato per ridurre la lunghezza del missile a valori accettabili, e realizzato con i motori di accelerazione (booster) M5E1. Esso era dotato anche di 4 ali cruciformi per la stabilizzazione. Questo complesso pesava da solo 2345 kg e dava quasi 80.000 kg di spinta per 3,4 secondi.Una volta finita la spinta, veniva sganciato per non appesantire inutilmente il corpo missile vero e proprio, di diametro minore, e che era dotato di una struttura a 'pallottola allungata', con 4 alette anteriori fisse, 4 grandi alette triangolari posteriori per la stabilità del volo ma anche con elevoni per il controllo della direzione e quota, sistemati nella parte finale.Anche la guida del missile era su comando radio. Non appare infatti che esso avesse nessun sistema di bordo per l'acquisizione semiautonoma o autonoma del bersaglio di tipo radar o IR, ma le alette anteriori erano utilizzate come antenne per ricevere i comandi radio da terra ,mentre esisteva un trasponder per dare la posizione del missile alla stazione radar.
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Advancing health system quality and efficiency by improving access, quality, and efficiency of public health services in Romania. Photo: Jutta Benzenberg/World Bank
Train Management and Dispatch System/Smart Mobile Client
Bellingham and New Westminster Subdivisions on the BNSF from Everett to the Fraser River Bridge in Vancouver, BC. MP37.0-MP141.0
Red are trains. Green shows signals lined up for the trains. Yellow are signals in the process of lining up. Blue is track and time permits. (MOW or trains) Pink is track segments with track and time being shunted by machinery or trains. Light blue/green track with squares are tags (notes) the dispatcher has for that segment of track.
The train that has the arrow on it has the details of that train. A second train is following it out of the Bow siding.
This program allows us to get "track and time" authority by point and click.
This is one of the best tools to help us manage our time & do our job we have received. Kudos!