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ANL researcher at the Center for Transportation Research monitors a test on the Mobile Advanced Technology Testbed.
The Advanced Powertrain Facility is the nation's premier Hybrid Vehicle Test Laboratory, where the latest equipment and state-of-the-art transportation technology come together for development.
For more information or additional images, please contact 202-586-5251.
16th April 2011., Mojave Airfield, California, USA
A highly modified GII used by Northrop Grumman to flight test systems hardware for their BAMS (Broad Area Maritime Surveillance) bid, seen here taxiing at Mojave. BAMS is a UAV system, which will provide continuous maritime surveillance for the US Navy and complement the 737 based Multimission Maritime Aircraft (MMA).
Le Mans Classic 2010
From Wiki: The C111 was a series of experimental automobiles produced by Mercedes-Benz in the 1960s and 1970s. The company was experimenting with new engine technologies, including Wankel engines, Diesel engines, and turbochargers, and used the basic C111 platform as a testbed. Other experimental features included gullwing doors and a luxurious interior with leather trim and air conditioning.
The first version of the C111 was completed in 1969. It used a fiberglass body shell and had a three-rotor direct fuel injected Wankel engine (code named M950F) mounted in the middle. The next C111 appeared in 1970. It used a four-rotor engine producing 370 hp (275 kW). The car could reportedly hit 290 km/h (180 mph).
The company decided not to adopt the Wankel engine and turned to Diesel experiments for the third C111. With its 230 horsepower (170 kW)@ 4,400-4,600 5-speed manual straight-5 turbo-Diesel, the C111 broke nine diesel and gas speed records. With more aerodynamic bodywork that gave it an air drag coefficient of an incredible .191, the C111 eventually hit 200 mph (322 km/h) at Nardò in 1978, and averaged 14.7mpg@ 316 km/h (195.4 mph) over a 12 hour cruise. A later 500 hp (372 kW) 4.8 L twin KKK-turbocharged V8 version set another record, with an average lap-speed of 403.78 km/h (250.958 mph). It was achieved by Dr. Hans Leibold in 1 minute, 56.67 seconds on May 5, 1979.
Mercedes-Benz introduced the C112 at the Frankfurt Motor Show in 1991 as a production sports car. It used a 6.0 L V12 engine mounted in the middle. But after accepting 700 deposits, the company decided not to proceed with production.
In addition to the instrumented cloud and radiation testbed (CART) site on Nauru through DOE's Atmospheric Radiation Climate Research Facility, data were gathered from ocean locations through NOAA's research ship, the Ron Brown, and the Japan Agency for Marine-Earth Science and Technology's (JAMSETC) research ship, the Mirai.
Terms of Use: Our images are freely and publicly available for use with the credit line, “Image courtesy of the U.S. Department of Energy Atmospheric Radiation Measurement (ARM) user facility.”
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2012 A380spotter. All rights reserved.
Research concentrating hybrid solar thermal/PV collector utilizing nanoparticles installed at the University of Tulsa. Reflected image of filter receiver installed on concentrating testbed. Image taken in Tulsa Oklahoma. Photo by Todd Otanicar.
A decent reason to get out on a Sunday afternoon. Lightroom 5 testbed as well; trying to figure this bugger out.
Out of this world public domain images from NASA. All original images and many more can be found from the NASA Image Library
Higher resolutions with no attribution required can be downloaded: www.rawpixel.com/board/418580/nasa
c/n N010103. Preserved at the Central Air Force Museum at Monino. Testbed for the wing design of the Tu-144. Arrived in 1980.
The C111 was a series of experimental automobiles produced by Mercedes-Benz in the 1960s and 1970s. The company was experimenting with new engine technologies, including Wankel engines, Diesel engines, and turbochargers, and used the basic C111 platform as a testbed. Other experimental features included gullwing doors and a luxurious interior with leather trim and air conditioning.
The first version of the C111 was completed in 1969. It used a fiberglass body shell and had a three-rotor direct fuel injected Wankel engine mounted in the middle. The next C111 appeared in 1970. It used a four-rotor engine producing 370 hp (275 kW). The car could reportedly hit 290 km/h (180 mph).
The company decided not to adopt the Wankel engine and turned to Diesel experiments for the third C111. With its 230 horsepower (170 kW)@ 4,400-4,600 5-speed manual straight-5 turbo-Diesel, the C111 broke nine diesel and gas speed records. With more aerodynamic bodywork that gave it an air drag coefficient of an incredible .191, the C111 eventually hit 200 mph (322 km/h) at Nardò in 1978, and averaged 14.7mpg@ 316 km/h (195.4 mph) over a 12 hour cruise. A later 500 hp (372 kW) 4.8 L twin KKK-turbocharged V8 version set another record, with an average lap-speed of 403.78 km/h (250.958 mph). It was achieved by Dr. Hans Leibold in 1 minute, 56.67 seconds on May 5, 1979.
Mercedes-Benz introduced the C112 at the Frankfurt Motor Show in 1991 as a production sports car. It used a 6.0 L V12 engine mounted in the middle. But after accepting 700 deposits, the company decided not to proceed with production.
bron: wiki
Nightmares' Harrier taxiing in at Phoenix-Mesa Gateway Airport. One of Boeing 747-8F testbeds is in the background, in town for some testing this week.
The extremely high losses to ground fire during the Vietnam War convinced the United States that any future attack/close air support aircraft would need to be heavily armored. This was doubly true for the war that everyone anticipated in Central Europe: Soviet forces could be expected to bring the same defenses the North Vietnamese did, perhaps worse. When it came to CAS, as it was known, the USAF was dependent on using aircraft that were never designed for it, from the B-57 Canberra to the F-105 Thunderchief, both of which were designed for tactical nuclear delivery. Finally, the US Army accused the USAF of not taking CAS seriously--there was no dedicated CAS aircraft--and threatened to convince Congress to allow the Army back into the fixed-wing aircraft business. This was the boogeyman of the independent USAF, so work began on the A-X program in 1966.
For the A-X requirement, survival was the dominant factor: the aircraft had to be able to take damage. Added later was that the A-X's main focus would be antiarmor: whereas tanks were rarely a factor in the Vietnam War, a World War III scenario would be different, with NATO forces facing a horde of Soviet tanks. The A-X would then need a heavy cannon capable of destroying a tank in a single pass, preferably something in the 30mm range. In 1970, Northrop and Fairchild-Republic were selected to build A-X prototypes, the YA-9 and YA-10, respectively.
Both aircraft turned out to be similar in design: low-winged aircraft with plenty of underwing hardpoints for bombs, rockets and missiles (a legacy of the A-1 Skyraider), designed around the General Electric GAU-8 Avenger 30mm gatling cannon, which was so huge that the drum was behind the cockpit, with the gun sticking out of the nose. Both aircraft emphasized survivability: there were redundant hydraulic systems, self-sealing fuel tanks, the ability to operate from austere airfields, and a titanium "bathtub" surrounding the pilot, proof against 23mm cannon shells--the type used by the deadly Soviet ZSU-23-4 Shilka.
Where the YA-9A differed from the YA-10A was one of the factors that led to Northrop's entry losing the competition: the engines were buried in the wingroots rather than set high and behind the wing as in the YA-10. While this was not necessarily a game changer, it did make the engines more vulnerable to ground fire. Worse, Northrop had chosen to go with the Lycoming YF102 engine, a heavily modified version of the engine that powered the CH-47 Chinook helicopter. Fairchild chose the TF34 turbofan, which was a proven aircraft engine. The YA-9A also used a single tail, while the YA-10A used a spilt tail, which was considered somewhat more survivable.
The flyoff between both aircraft commenced in 1972, and it was a close one, with both aircraft fulfilling the USAF's requirements. In the end, however, it would be the YA-10 that was chosen: the engines were a deciding factor (though Northrop claimed the TF34 could be fitted in the YA-9 as well), as was the fact that Fairchild's YA-10 was the company's last attempt at staying solvent. While Northrop had several aircraft it was either producing (like the F-5E Tiger II) or planning (the YF-17 Cobra, for the lightweight fighter competition), Fairchild had nothing, and the YA-10 would keep the company from going out of business.
The YA-10 would go on to immortal fame as the A-10 Thunderbolt II--better known as the Warthog--while the YA-9A was destined for obscurity. The two prototypes were used for testing by NASA for a few years before both ended up in museums. In the mid-1980s, the West was made aware of the Sukhoi Su-25 Frogfoot, which strongly resembled the YA-9A and had the same purpose. Northrop may have been paid the highest compliment by the very foe the YA-9A was designed to destroy.
Both YA-9A prototypes are in California--one at the Air Force Flight Test Museum at Edwards AFB, and this aircraft, the second prototype, 71-1368. It is maintained in the prototype's color scheme during testing, with dummy Mk 83 1000-pound bombs on the hardpoints. This was one of my "must-sees" when we went to California in May 2021.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2011 A380spotter. All rights reserved.
During a socially-distanced tour, Soldiers got a first-hand look at the new ARL Robotics Research Collaboration Campus at Graces Quarters, Md., and an autonomous vehicle testbed independently operate in a various military scenarios Feb. 23
The GE Engine testbed N747GE rests on the BFI ramp after a long day of flying around Washington, Oregon, and northern California testing the newest GE engine. The 25th 747 built started life as N744PA "Clipper Star of the Union" with Pan Am, later becoming "Clipper Ocean Spray" before being sold to General Electric in 1991. Since then she has been an engine test-bed, flying with a number of different engines including the massive GE90 destined for the 777ER models. She currently carries the GEnx 2b engine destined for service with the forthcoming 747-800.
The first 747 ever built - serial number 001. It first flew on February 9, 1969 over Western Washington. Later, this aircraft served as a testbed for 747 systems improvements and new engine developments for other Boeing commercial jets, including the state-of-the-art Boeing 777 engine program.
The first 757 built, this aircraft was modified into an electronics testbed for the F-22 Raptor program in the late 1990s and has continued to perform testing functions ever since. It rarely flies these days, but is seen here returning from a few days at Edwards afb.
© 2015 A. Kwanten.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2010 A380spotter. All rights reserved.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2010 A380spotter. All rights reserved.
The X-34 Technology Testbed Demonstrator being delivered to NASA Dryden FRC. The X-34 will demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. 16 April 1999
The Eurofighter Test bed...DA2 seen recovering back to BAE Warton.
Now can be seen in the RAF Museum Hendon...!!
Installed at the National Weather Radar Testbed facility, the Advanced Technology Demonstrator, or ATD, is the first full-scale, S-band, dual-polarization phased array radar built from the ground up and designed specifically for use as a weather radar.
Photo credit: James Murnan/NOAA
LAX
Jan. 19, 2012
Being a testbed for radar and electronics means that visual changes can be found on the aircraft at any time. Besides the F-15 or F-18 nose used to test their EASA radar, it now sports a canoe under the forward fuselage for what looks like a side-looking radar or sensor pod, maybe for use on a current or future recon. aircraft.
This "EP-80" has been used as a testbed for a fuel-saving thrust reverser modification to the aging McDonnell Douglas MD-80 series, still in service around the world. I haven't heard much about the project in a while, but I guess this is where their plane ended up. It's former 9Y-THX with BWIA British West Indies Airways.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
[70 mm - NO CROP]
Copyright © 2012 A380spotter. All rights reserved.
... When it's a Daimler. 7517 UA, a Roe bodied ex Leeds Corporation Daimler CVG6 was adopted by Dennis for experimental purposes before they re-entered the bus market in the late '70s. The bus became known as 'The Daimler / Dennis Test Bed' and was used to trial features which would go on to be used in the new Dominator chassis which Dennis hoped would be a successor to the soon to be withdrawn competitor, the Fleetline. From memory, the bus was painted red and cream, and is seen here inside a South Yorkshire PTE garage at Sheffield. Sorry I can never remember the name of said garage, but it's the one which was opposite the SUT premises. Along side is a virtually brand new Van Hool Mc Ardle bodied Volvo Ailsa.
The X-34 Technology Testbed Demonstrator being delivered to NASA Dryden FRC. The X-34 will demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. 1999
Airbus conducting flight-testing of the Pratt & Whitney PW1000G geared turbofan demonstrator engine on its A340-600 flying testbed in Toulouse. Seen here taxiing to perform a rejected take off RTO.
Airbus conducting flight-testing of the Pratt & Whitney PW1000G geared turbofan demonstrator engine on its A340-600 flying testbed in Toulouse. Seen here taxiing to perform a rejected take off RTO.
Airbus conducting flight-testing of the Pratt & Whitney PW1000G geared turbofan demonstrator engine on its A340-600 flying testbed in Toulouse. Seen here taxiing to perform a rejected take off RTO.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2010 A380spotter. All rights reserved.
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2012 A380spotter. All rights reserved.
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
Argonne researcher Glenn Keller (center) explains MATT (Modular Automotive Technology Testbed) to Illinois Congressman Mike Quigley (right) and the Congressman’s Legislative Directory, Lindsey Matese (left). They visited Argonne on June 28, 2011.
Image courtesy of Argonne National Laboratory.
29788D033
Airbus A380-861
MSN 004 [Engine Alliance testbed]
F-WWDD 'VNO'
Airbus S.A.S.
Copyright © 2010 A380spotter. All rights reserved.
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