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The XK120 was launched in roadster form at the 1948 London Motor Show as a testbed and show car for the new Jaguar XK engine. It caused a sensation, which persuaded Jaguar founder and design boss William Lyons to put it into production.
The "120" in its name referred to its 120 mph (193 km/h) top speed (faster with the windscreen removed), which made the XK120 the world's fastest standard production car at the time of its launch.[4]
It was available in two open versions, first as the roadster (designated OTS, for open two-seater, in America), then also as a drophead coupé (DHC) from 1953 – and also as a closed, or "fixed-head" coupé (FHC) from 1951. The DHC was a more deluxe open model, with wind-up windows, and wood-veneer dashboard and interior door caps, as on the FHC.
The roadster was successful in racing.
(Wikipedia)
- - -
Der Jaguar XK 120 war ein zweisitziger Roadster, den Jaguar 1948 als Nachfolger des S.S.100 auf den Markt brachte.
Der Jaguar XK 120 OTS (Open Two Seater, so die etwas umständliche Bezeichnung für den Roadster) besaß einen Sechszylinder-Reihenmotor mit 3442 cm³ Hubraum und 160 bhp.
Ab 1951 gab es den Jaguar XK 120 FHC (Fixed Head Coupé), ein Coupé mit gleicher Motorisierung und 194 km/h Höchstgeschwindigkeit. Bis zur Einstellung 1954 wurden 2678 Stück gebaut.
1953 kam der Jaguar XK 120 DHC (Drop Head Coupé), ein Cabriolet mit gefüttertem Stoffdach und der gleichen Motorisierung, auch als SE, dazu. Es wurde allerdings nur ein Jahr lang angeboten und erreichte in diesem Zeitraum die Stückzahl von 1767 Exemplaren.
(Wikipedia)
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Reference shot.
Taken with my Nokia N86 8MP mobile.
Copyright © 2010 A380spotter. All rights reserved.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Reference shot.
Taken with my Nokia N86 8MP mobile.
Arriva London Ltd.:
DW411 was retrofitted with a new driveline, as a testbed for what would become the Wrightbus StreetDeck. The original 6-cyl Cummins ISBe engine was replaced with the Mercedes-Benz (Daimler) OM934. The vehicle caught fire shortly after arrival to the London fleet in 2011, so instead of being written off, she was given a new lease of life, and a slightly different identity!
VDLbus DB300 (Daimler) /
Wrightbus Gemini 2DL (10.5m)
H41/24D - 2011
Rockwood Road, Stamford Hill
Saturday 1st August 2015
A chance picture was taken in Leicester when 2 Prototype/testbed coaches met in Leicester. On the left is the National Express Spec which was driven by myself and the coach spec owned by Applegates which was the prototype. Well couldn't resist getting them together.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Reference shot.
Taken with my Nokia N86 8MP mobile.
Once the fastest production car in the world, the Jaguar XK120 was Jaguar's first new product following the end of the war, being designed in those dark final days of the conflict and being developed over the next three years, making its début in 1948.
The XK120 was launched in open two-seater form at the 1948 London Motor Show as a testbed and show car for the new Jaguar XK engine. The display car was the first prototype, chassis number 670001. It looked almost identical to the production cars except that the straight outer pillars of its windscreen would be curved on the production version. The roadster caused a sensation, which persuaded Jaguar founder and design boss William Lyons to put it into production.
Beginning in 1948, the first 242 cars wore wood-framed open 2-seater bodies with aluminium panels. Production switched to the 112lb heavier all-steel in early 1950. The "120" in the name referred to the aluminium car's 120 mph top speed, which made it the world's fastest production car at the time of its launch. Engine models ranged from a 160bhp DOHC Straight-6 Double SU H6 low end model, to the fastest version which was powered by a 210bhp DOHC Straight-6 Double SU H8, giving the car a top speed of 124mph, which in 1949 was a spectacular feat when compared to the Austins and Morris' of the time.
On 30 May 1949, on the empty Ostend-Jabbeke motorway in Belgium, a prototype XK120 timed by the officials of the Royal Automobile Club of Belgium achieved an average of runs in opposing directions of 132.6 mph with the windscreen replaced by just one small aeroscreen and a catalogued alternative top gear ratio, and 135 mph with a passenger-side tonneau cover in place. In 1950 and 1951, at a banked oval track in France, XK120 roadsters averaged over 100 mph for 24 hours and over 130 mph for an hour, and in 1952 a fixed-head coupé took numerous world records for speed and distance when it averaged 100 mph for a week.
The Motor magazine road-tested an XK120 roadster in November 1949. This pre-production car, chassis number 670001, road-registered as HKV 455, was the first prototype built. It was also the 1948 London Motor Show display model, and had been driven by Prince Bira in the 1949 Silverstone Production Car Race. The magazine reported a top speed of 124.6 mph, acceleration from 0–60 mph in 10.0 seconds and fuel consumption of 19.8 miles per imperial gallon. The car as tested cost £1263 including taxes.
In 1949 the first production roadster, chassis number 670003, was delivered to famous actor Clark Gable.
The XK120 was ultimately available in two open versions, first as an open 2-seater described in the US market as the roadster, then also as a drophead coupé from 1953; and also as a closed, or fixed head coupé from 1951.
Production of the car ended in 1954 after 12,055 examples were constructed, being replaced by the Jaguar XK140. Today you'd be hard pressed to find XK120's on a regular basis, but if you attend car shows like me you'd be likely to find at least one show up.
Most notably though, the car returned to the centre stage of modern motoring through a spectacularly organised and choreographed race between the presenters of Top Gear on their Race to the North, a competition set in a hypothetical 1949 between the primary modes of transport at the time, with James May in the Jaguar XK120, Richard Hammond on a Vincent Blackshadow motorbike, and Jeremy Clarkson on the rebuilt Peppercorn A1 Pacific number 60163 'Tornado'.
Jaguar Cars Ltd., better known simply as Jaguar is a British luxury car manufacturer, headquartered in Coventry, England. It has been a wholly-owned subsidiary of the Indian company Tata Motors Ltd. since March 2008 and is operated as part of the Jaguar Land Rover business.
Jaguar was founded as the Swallow Sidecar Company by Sir William Lyons in 1922, originally making motorcycle sidecars before switching to passenger cars. The name was changed to Jaguar after World War II due to the unfavourable connotations of the SS initials.
The Jaguar XK120 is a sports car which was manufactured by Jaguar between 1948 and 1954. Jaguar's first post-war sports car, it succeeded the SS 100, which ceased production in 1940.
The XK120 was launched in roadster form at the 1948 London Motor Show as a testbed and show car for the new Jaguar XK engine. It caused a sensation, which persuaded William Lyons to put it into production.
The "120" in its name referred to its 120 mph (193 km/h) top speed (faster with the windscreen removed), which made the XK120 the world's fastest standard production car at the time of its launch.[3].
It was available in two convertible versions — first as the roadster (designated OTS, for open two-seater, in America), then also as a drophead coupé, or DHC, from 1953 — and as a closed, or "fixed-head" coupé (FHC) from 1951. The DHC was a more deluxe model, featuring a beautiful wood dashboard and wood features on the door interiors.
The roadster version was successful in racing.
The first 242 cars, all roadsters hand-built between late 1948 and early 1950, had aluminium bodies on ash frames. To meet demand it was necessary for the mass-production versions, beginning with the 1950 model year, to have pressed-steel bodies. They retained aluminium doors, bonnet, and boot lid.
With alloy cylinder head and twin side draft SU carburetors, the dual overhead-cam 3.4 L straight-6 XK engine was comparatively advanced for a mass-produced unit of the time. With standard 8:1 compression ratio it developed 160 bhp (119 kW). [2] A 7:1 low compression version was also available to cope with low quality fuel. This same basic design of the XK engine, later modified into 3.8L and 4.2L versions, survived into the late 1980s.
All XK120s had independent torsion bar front suspension, semi-elliptic leaf springs at the rear, recirculating-ball steering, telescopically adjustable steering column, and all-round drum brakes that were prone to fade. Some cars were fitted with Alfin brake drums to help overcome this brake fade.
The roadster's lightweight canvas top and detachable sidescreens stowed out of sight behind the seats, and its barchetta-style doors had no external handles; instead there was an interior pull-cord which was accessible through a flap in the sidescreens when the weather equipment was in place. The windscreen could be removed for aeroscreens to be fitted.
The drophead coupé had a padded canvas top, which folded onto the rear deck behind the seats when not in use, and roll-up windows. The windscreen was fixed. Dashboards and door caps in both the FHC and DHC were wood-veneered, whereas the roadster's were leather-trimmed. All models had removable spats ("fender skirts" in America) covering the rear wheel arches, which enhanced the streamlined look. On cars fitted with optional centre-lock wire wheels (available from 1951), the spats were omitted as they gave insufficient clearance for the two-eared Rudge-Whitworth knockoff hubs.
In addition to wire wheels, upgrades on the Special Equipment, or SE, version (called the M version in the United States) included increased power, stiffer suspension and dual exhaust system.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2010 A380spotter. All rights reserved.
Pentacon Praktica Super TL1000
German 35mm SLR.
An ideal (film-based) testbed for my M42 screwmount lenses.
Dirt cheap and the lightmeter might not be working anymore but it has a robust metal vertical travel focal-plane shutter.
Andy Mott is measuring the optical limiting performance of a nonlinear material in a testbed used to simulate low F/# Army optics".
With the threat of battlefield frequency-agile lasers on the horizon, the soldier will need optical protection that can protect his eyes and sensors from threats across the entire operating bandwidth, not just at fixed, discrete frequencies. The Nonlinear Optics team mission is to research and develop nonlinear optical limiting materials and devices that passively filter out damaging laser radiation at any incoming wavelength from an optical system, including soldiers eyes. Nonlinear materials and devices are transparent to the optical system until a laser threat is present, then turn-on, blocking the threat laser, but still allowing the viewing system to function normally in the presence of the threat.
The XK120 was launched in roadster form at the 1948 London Motor Show as a testbed and show car for the new Jaguar XK engine. It caused a sensation, which persuaded Jaguar founder and design boss William Lyons to put it into production.
The "120" in its name referred to its 120 mph (193 km/h) top speed (faster with the windscreen removed), which made the XK120 the world's fastest standard production car at the time of its launch.[4]
It was available in two open versions, first as the roadster (designated OTS, for open two-seater, in America), then also as a drophead coupé (DHC) from 1953 – and also as a closed, or "fixed-head" coupé (FHC) from 1951. The DHC was a more deluxe open model, with wind-up windows, and wood-veneer dashboard and interior door caps, as on the FHC.
The roadster was successful in racing.
(Wikipedia)
- - -
Der Jaguar XK 120 war ein zweisitziger Roadster, den Jaguar 1948 als Nachfolger des S.S.100 auf den Markt brachte.
Der Jaguar XK 120 OTS (Open Two Seater, so die etwas umständliche Bezeichnung für den Roadster) besaß einen Sechszylinder-Reihenmotor mit 3442 cm³ Hubraum und 160 bhp.
Ab 1951 gab es den Jaguar XK 120 FHC (Fixed Head Coupé), ein Coupé mit gleicher Motorisierung und 194 km/h Höchstgeschwindigkeit. Bis zur Einstellung 1954 wurden 2678 Stück gebaut.
1953 kam der Jaguar XK 120 DHC (Drop Head Coupé), ein Cabriolet mit gefüttertem Stoffdach und der gleichen Motorisierung, auch als SE, dazu. Es wurde allerdings nur ein Jahr lang angeboten und erreichte in diesem Zeitraum die Stückzahl von 1767 Exemplaren.
(Wikipedia)
The team fills the Morpheus lander's tanks with liquid oxygen.
Location: Johnson Space Center
Photographer: Kris Kehe
The F-101 Voodoo was originally built as an escort fighter for USAF strategic bombers. Unfortunately for the Voodoo, the jet bombers coming on the line for the USAF--the B-47, B-52, and B-58--didn't require escorts. The F-101 was a good aircraft without a mission. The USAF began building the F-101A as a low-level strike fighter, because if there was one thing the Voodoo had, it was high speed at all altitudes. This led the USAF to consider: would the F-101 make a good tactical reconnaissance aircraft?
In response, McDonnell rebuilt two of the YF-101A prototypes as RF-101A testbeds. This replaced the fighter nose with a more "chisel" design that contained six cameras instead of radar and cannon. The RF-101A turned out to be a superb reconnaissance aircraft, and entered production on a limited basis. Further variants were developed from later Voodoo versions, namely the purpose-built RF-101C, which entered service in 1958.
The RF-101 gave the USAF its first supersonic reconnaissance aircraft, and largely replaced the RF-84F Thunderflash and RT-33A Shooting Star. Pilots liked its speed and responsiveness; it was capable of genuine aerobatics in the hands of a good pilot. RF-101s would first be used by the Republic of China Air Force (Taiwan), either flown by ROCAF or CIA pilots, over the Chinese mainland; the USAF's first combat usage would be the Cuban Missile Crisis of 1962. The RF-101's dash speed was such that it was tough to intercept, though not impossible.
This was found to be true over Vietnam as well, where the RF-101 was the backbone of USAF tactical reconnaissance until the later years of the war. The Voodoo's speed at altitude made it impervious to flak, and even the MiG-21 could not keep up with it. However, the RF-101s often had to get down low to "get the pictures," and that meant that barrage flak could bring down Voodoos. SAMs were also a threat at higher altitudes. After losses began to mount, the RF-101s were camouflaged, which helped some, but also slightly lowered their top speed. 39 RF-101s were lost over Vietnam.
With the age of the aircraft beginning to tell, the Voodoo was gradually relegated to second-line units, replaced by the RF-4C Phantom II. Some soldiered on in Air National Guard units, but all the RF-101s were gone by 1979. A handful remain in museums.
This aircraft, 56-0166, was originally delivered to the USAF's 363rd Tactical Reconnaissance Wing at Shaw AFB, South Carolina, in 1957. While assigned to the 363rd, it was one of two RF-101Cs to participate in Operation Sun Run, the USAF's successful attempt to capture the New York-Los Angeles speed record. In 1962, 0166 flew combat missions over Cuba during the Cuban Missile Crisis. Shortly thereafter, it was transferred to the 460th Tactical Reconnaissance Wing, based at Tan Son Nhut, South Vietnam, and flew missions around Southeast Asia.
Following its Vietnam service, 56-0166 was relegated to the 186th TRW (Mississippi ANG) until its retirement in 1979. Because of its unique service--Operation Sun Run, the Cuban Missile Crisis, and Vietnam--0166 was flown to the National Museum of the USAF for display. It retained its USAF Southeast Asia camouflage, but was repainted with the AH tailcode of the 460th TRW.
Normally I complain about the lighting at the NMUSAF, but I think it actually makes this picture better: it adds an air of mystery to the RF-101. Note the bombs above my head and the rather large wing--that's the wing of the museum's B-52D!
Reshade 0.18.1 Framework Extreme Eyecancer Mod Testbed 0.2B
Blackfire's mod + TOD + Reli2
Ini tweaks + POM enabled
Lite TOD, light shadows, nohud, dof %25-50, adjusted brightess, contrast and gamma + exposure. MSAA Disabled. SSAO enabled.
80º FoV,
Custom helmet mesh lens texture (reworked)
------
Framework Config
SweetFX
{ SMAA
Tonemap
Vibrance
Film Grain
Letterbox }
McFX
{ Fisheye CA }
GemFX
{ LensDirt
Ambient Light + ambient light controls for Bloom, Lens and vibrance + advanced eye adaptation }
& Improved performance again, render mode 8bit
Prototype Sprinter 150002 was rebuilt in 1988 as a testbed for the forthcoming class 158s. Seen at Crewe, with a Derby service, Summer 1988
Airbus Industrie Airbus A340-311 F-WWAI TLS 21-09-10 - now used as a testbed for A350 components. Check out the window size!
Reshade 0.15 Extreme Eyecancer Mod Testbed 0.1A
Blackfire's mod + TOD + Reli2
Ini tweaks + POM enabled
Lite TOD, light shadows, nohud, dof %25-50, adjusted brightess, contrast and gamma + exposure
80º FoV
SMAA (sweetfx+master effect) FXAA (custom settings)
Tonemap
Lensdirt
Vibrance
GPC Dof
Chromatic Aberration
Grain + noise
Letterbox
During the middle of the Vietnam War, the USAF faced a number of procurement problems. Losses to the F-105 Thunderchief community were mounting to the point that it was thought the aircraft might become “extinct,” while the F-111 Aardvark, which was to replace the F-105, was having numerous teething troubles. Another problem was that the Sandy escort units for rescue helicopters were forced to use Korean War-era ex-US Navy A-1 Skyraiders, which, while good aircraft, were not getting any younger. The USAF needed an aircraft that could replace the A-1 and supplement the F-105 until the F-111 finally reached maturity—and it needed the aircraft immediately, and at low cost. After reviewing a number of options, the USAF settled on the US Navy’s A-7A Corsair II. The Navy’s F-4B had been adapted to USAF standards, and it was felt that the A-7 could be as well. An A-7A was bailed back to LTV for conversion to the USAF-specific A-7D variant.
Though externally little different to the Navy A-7A, the A-7D was actually a significant upgrade. Since the reliability of the TF30 engine was a concern, the D model would use a license-built version of the Rolls-Royce Spey turbofan; as the USAF did not use the 20mm cannon that the Navy preferred, these were deleted in favor of the more common M61 Vulcan 20mm gatling cannon. The refuelling probe was deleted in favor of the USAF-plug style refuelling receptacle. The first A-7D flew in September 1968. So successful was the A-7D in testing that the Navy would adopt a modified version as the A-7E.
Though at first reluctant to fly yet another Navy retread, especially one that was considered remarkably ugly—pilots quickly nicknamed the A-7 the SLUF (Short Little Ugly Fellow)—it soon gained a reputation for easy flying and, like its Navy “brother,” pinpoint bombing accuracy. In wing strength by 1970, it was soon deployed to Vietnam for combat operations, mainly to replace not just the A-1 but also the aging F-100 Super Sabre. USAF pilots found that the A-7 was not well suited to tropical operations: hot-and-high conditions meant that the A-7D took ten miles to generate enough power to climb above 500 feet, while a poor brake system caused it to be a real danger in landing on slick runways.
During Operation Linebacker, the A-7s went to North Vietnam, but only sparingly and usually in as Sandy escorts, which the Corsair II excelled at. They were far more effective in South Vietnam. Alongside Navy A-7Es, USAF A-7Ds brought the curtain down on the Vietnam War by participating in the Mayaguez rescue operation in May 1975, and were among the very last USAF aircraft to leave Southeast Asia. They had complied the best loss ratio of any combat aircraft during the war, with only six A-7Ds lost in over 12,000 missions.
With the post-Vietnam retirement of the A-1, F-100, and F-105, the A-7D was left as one of the few USAF attack aircraft, but the USAF planned to end procurement by 1975; postwar budget cuts led to additional Corsair II production to take up the slack. The F-111 had become a long-range strike aircraft, but for anticipated operations in Central Europe, the USAF preferred the development of the A-10 Thunderbolt II over A-7s. As a result, the USAF divested itself of most of its A-7s to the Air National Guard—somewhat to the chagrin of active-duty units, as ANG units began winning the coveted Gunsmoke bombing trophy with their A-7s. A minor upgrade mounting the Pave Penny laser designator to A-7Ds began in 1979.
With the A-10 in large numbers in theater, the USAF chose not to deploy ANG A-7s to the First Gulf War, though small numbers had seen action in Grenada and the 1989 invasion of Panama. At the end of Operation Desert Storm, when the Navy retired their last two squadrons of A-7Es, the USAF decided to do the same, and the A-7D rapidly disappeared from active units in favor of the F-16; the last left USAF service in 1993. A number were passed on to Greece, where it lasted until 2014. Of 1569 A-7s produced, just under half were USAF A-7Ds or two-seat A-7Ks, and today about 18 survive as museum aircraft.
A-7D 68-8222 seems to have spent its whole career with the Air Force Flight Test Center at Edwards AFB, California, operating as a testbed for A-7 flight systems. It flew at Edwards from 1968 to retirement in 1992, and was put into storage at AMARG afterwards. In 2000, the USAF decided to preserve the aircraft, and it was donated to the Dakota Territory Air Museum in Minot, North Dakota--an interesting choice, since no A-7 unit was ever based in North Dakota.
All the same, it's good to see that 68-8222 didn't end up as beer cans, and definitely a change from the A-7 norm to see one in the overall white test scheme used by AFFTC aircraft. (At one point during its career, 68-8222 actually wore Navy-style gray over white camouflage.) The aircraft was recently repainted, and looks great against a pleasant North Dakota afternoon...which unfortunately wasn't going to last much longer for us!
Its size allowed the B-36 to act as a testbed for some very unorthodox ideas, such as carrying its own escort fighter in the bomb bay, or fitting an entire nuclear reactor in the thing (not to power the plane - just to see if it still worked!) Convair also built a single prototype of a cargo-carrying version, with the B-36's wings and powerplant but an all new fuselage - it could carry up to 400 troops years before anyone had heard the word "jumbo jet." Despite all this innovative thinking, the service career of the B-36 was not especially long, with all aircraft retired by 1959 - just five years after the last one rolled off the assembly line.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Reference shot.
Taken with my Nokia N86 8MP mobile.
Copyright © 2010 A380spotter. All rights reserved.
C-FETB - Boeing B-720-023B - Pratt & Whitney Canada Inc.
at Trenton Airbase (YTR) on display within the National Air Force Museum
c/n 18.024 - built in 1960 for American Airlines -
operated by MEA between 1971 and 1985 as OD-AFQ -
operated by Pratt & Whitney Canada as a flying engine testbed between 1986 and 2012
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2010 A380spotter. All rights reserved.
The team fills the Morpheus lander's tanks with liquid oxygen.
Location: Johnson Space Center
Photographer: Kris Kehe
The team fills the Morpheus lander's tanks with liquid oxygen.
Location: Johnson Space Center
Photographer: Kris Kehe
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2010 A380spotter. All rights reserved.
Last Doxford engine to be built in Sunderland. Contract number 477. Shown here on test in 1980, it was fitted into the bulk carrier CANADIAN PIONEER
(from DEFA Newsletter No 16)
This ship is still in service, now named PIONEER (IMO 7925613)
Pushing back at Miami, FL on March 6, 2017. This aircraft worked as a testbed for Airbus when constructed back in 1997.
"S/N" is the aircraft's serial number. "L/N" is a Boeing code denoting what order the airframe came off the production line. "F/N" refers to an individual airline's fleet numbering system. Not all airlines use a fleet number; not all manufacturers use a line number.
Copyright
All my photographic and video images are copyrighted. All rights are reserved. Please do not use, copy or edit any of my photographs without my written permission. If you want to use my photo for commercial or private use, please contact me. Please do not re-upload my photos at any location on the internet without my written consent.
ISS034-E-038211 (1 Feb. 2013) --- Canadian Space Agency astronaut Chris Hadfield, Expedition 34 flight engineer, installs Ultra-Sonic Background Noise Tests (UBNT) sensors behind a rack in the Destiny laboratory, using the International Space Station (ISS) as Testbed for Analog Research (ISTAR) procedures. These sensors detect high frequency noise levels generated by ISS hardware and equipment operating within Destiny.
Douglas NB-66B Destroyer side view, originally B-66B (S/N 54-477). Taken Oct. 29, 1965. (U.S. Air Force photo)
This aircraft was used as a landing gear brake testbed with an anti-skid drag chute.
Airbus A300B2-103, F-BUAD, c/n 003, DLR / Novespace (Zero gravity testbed) @ Tag der Luft- und Raumfahrt, DLR Köln
Enterprise goes through restoration at Udvar-Hazy Center, Dulles Airport, in July 2004.
Enterprise (OV-101) was the first space shuttle built, and named by Star Trek fans. It was not equipped with heat tiles, and therefore could not fly in space. Its role was to test in-atmosphere aerodynamics, so that future shuttles, starting with Columbia (OV-102), could make space flights and return safely to Earth.
The original plans called for Enterprise to be fitted out for spaceflight as the second orbiter. However, due to design changes made for Columbia, it was deemed that fitting Enterprise out would not be cost-effective. Instead, a structural test bed, OV-99, was fitted out as the second spaceworthy orbiter, and it entered service in 1983 as Challenger. Fitting Enterprise out was once again considered an option when Challenger was destroyed in 1986, but due to cost issues, again, NASA decided in favor of using structural spares (built at the same time as Discovery and Atlantis in 1984) to build Endeavour.
Enterprise never flew again, though it served as a goodwill ambassador as it was ferried to Europe in 1983, and also as a testbed during the investigation for the 2003 Columbia disaster.
With the retirement of the Shuttle fleet, Discovery took over at the Smithsonian in 2012. Enterprise was moved to New York City and given to Intrepid Air & Sea Museum. I would return in 2013 to photograph Discovery.
Forecasters evaluated experimental products during NOAA's Hazardous Weather Testbed 2016 Spring Experiment.
During the HWT experiment, National Weather Service forecasters and broadcast meteorologists utilized GOES-R and JPSS products to issue experimental forecast updates and severe thunderstorm and tornado warnings and evaluated the products and capabilities.
Learn more about HWT at goesrhwt.blogspot.com/.
Credit: GOES-R Series Program
Original Image Source: www.goes-r.gov/multimedia/events.html
F-WWER Aérospatiale ATR 42-500 Paris Air Show Le Bourget 17 June 1995. Originally retained as a testbed, but in 2019 was LY-DAT www.flickr.com/photos/acw367/48366362357/in/datetaken/
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2010 A380spotter. All rights reserved.
Catalog #: 01_00083574
Title: Convair , F-102, Delta Dagger
Corporation Name: Convair
Official Nickname: Delta Dagger
Additional Information: USA
Designation: F-102
Tags: Convair , F-102, Delta Dagger
Repository: San Diego Air and Space Museum Archive
The team fills the Morpheus lander's tanks with liquid oxygen.
Location: Johnson Space Center
Photographer: Kris Kehe
on display at the Pima Air & Space Museum, Tucson, General Electric's B747-121 engine testbed N747GE arrived after a period of storage at Victorville and Davis-Monthan. Was formerly Pan Am's N744PA.
PictionID:44795948 - Title:Boeing B-52 Stratofortress: First B-52E-85 Boeing photo - Catalog:16_005976 - Filename:16_005976.tif - - - - - Image from the Ray Wagner Collection. Ray Wagner was Archivist at the San Diego Air and Space Museum for several years and is an author of several books on aviation --- ---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
I created these illustrations for a video that promotes Philadelphia as the perfect testbed for the google high speed fiber initiative. The video will go live on Friday, but I thought I'd get them up ahead of time. To find out more about the public-private partnership in Philly to promote the City of Firsts as a site for this project, please visit gigabitphilly.com And if you have ideas for how Philly could use an ultra high bandwidth data network that connects individuals, industry, and government, please submit your ideas here. You can also show your support by coming to the press conference with Philadelphia Mayor tomorrow (Thursday, March 25) at 2:30 at City Hall on the 2nd floor. A high speed data network in Philly has the potential to accelerate our medical, film production, university, technology, financial services, and community sectors by letting people share massive amounts of data rapidly---that means rich interactivity, problem solving, and communication. Gigabit Philly Videos GigabitPhilly Site GigabitPhilly Facebook Fanpage Follow GigabitPhilly on Twitter Can you imagine Gigabit Philly? ---Jonny Goldstein