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Project: Tiny TIM (Threats-In-Motion)
Location: NOAA Hazardous Weather Testbed / National Weather Center (Norman, OK)
Date: Feb 28, 2023
Photographer: James Murnan / NOAA NSSL
This experiment brings together NWS forecasters and researchers to evaluate and provide feedback on the concept of allowing warnings to be extended in time and area, a first step towards Threats-In-Motion (TIM) for severe weather warnings for hail, wind, and tornadoes. To facilitate this evaluation, forecasters use Hazard Services Convective to create and manage TIM warnings. The concept and software is tested on several archived cases.
GOES-R / JPSS Convective Applications experiment of the Experimental Warning Program in the NOAA Hazardous Weather Testbed (HWT) at the National Weather Center in Norman, OK. The GOES-R / JPSS experiment will have two components: a) an evaluation of multiple CONUS GOES-R convective applications, including satellite imagery, derived products, and multispectral applications along with GLM lightning; and b) a real-time evaluation of the JPSS sounding product suite NUCAPS.
Animated videos.
Some background:
The MBR-07 Spartan was born as a humanoid-type weapon from the United Nations Military ambulatory weapons program. The MBR-07 Spartan was the second-place participant, the winning design became the Main Battle Robot-Series 04 family of Destroids that included the Tomahawk and specialized variants like the Defender and the Phalanx. However, soon after the 04 family’s introduction field experience suggested that a higher hand-to-hand combat capability was required to protect the MBRs which rather carried medium- and long-range weapons. This tactical gap led to the MBR-07 Spartan and its unique chassis, which had been specifically designed for unarmed close combat, but its development encompassed a series of prototypes that honed the technical aspects of this task.
Joint development of the MBR-07 by Centinental and the Kransmann followed one year and two months after the first MBR-04 series Destroids began design in 2003 at Viggers Chrauler. One of the experimental designs that supported its optimization as a close combat Battle Robot was the XMBR-04-Mk. VII, unofficially nicknamed “Pollux” (after the mythical Greek siblings (Castor being Pollux’ brother); during the expedition of the Argonauts, Pollux took part in a boxing contest and defeated King Amycus of the Bebryces, a savage mythical people in Bithynia).
As straightforward proof-of-concept vehicles for the required powerful and highly articulated arms as well as the corresponding reinforced internal structures that would support them when deployed as contact weapons, two MBR-04-Mk. VI “Tomahawk” Destroid chassis’ were set aside by Viggers Chrauler as testbeds.
One of them (“Pollux I”) was used to develop and test new rigid arms and their mounts, provided by Centinental, plus highly articulated claw hands made by Norman Banks with 5-finger manipulators, while the second one (“Pollux II”) received a new upper body to improve the swivel capability of the waist and test a new balancing system designed by Kransmann. This system would allow much more dynamic movements of the massive Destroid, including kicks, punches, and even complex martial arts stunts. Both elements would later be combined into the new MBR-07 chassis and the Spartan family of Destroids based on it.
The two Pollux prototypes went through quick but thorough testing in late 2003 and in early 2004 the U.N. Spacy Ground Forces ordered a small pre-production series of the experimental type to test the systems under field conditions. Outwardly the serial MBR-04-Mk. VII looked like the 1st prototype, but it already used the new balance system for the MBR-07 as well as improved servos to deliver much more effective close combat attacks than any other humanoid weapon in the U.N. Spacy's inventory, coming close to the VF-1's agility but adding considerably more force to the punch. These tests lasted until early 2005 and a total of twenty MBR-04-Mk. VIIs, which retained the unofficial "Pollux" moniker in service, were built.
By the same time the Spartan Mk. I entered trial production in February 2005, too, and by January 2008 Mk I units were beginning first rollout but were quickly superseded by the redesigned Mk. II variant after it had become clear that a pure close-combat robot was too vulnerable, esp. against air attacks. All Mk I units were later upgraded into Mk II units, and the small Pollux force retired from frontline service and rather relegated to pioneer/marines units where its power and manual agility became welcome asset.
General characteristics:
Equipment Type: main battle robot, Series 04, optimized for close/hand-to-hand combat
Government: U.N. Spacy
Manufacturer: Viggers Chrauler (chassis)
Centinental/Kransmann (arms and corresponding ambulatrory system)
Introduction: Prototypes 01 & 02 in September 2003
Pre-production models in March 2004
Accommodation: 1 pilot only
Dimensions:
Height: 11.27 meters (to shoulder), 12.7 meters (overall)
Length: 5.1 meters
Width: 7.9 meters
Mass: 27.8 metric tons
Power Plant:
Kranss-Maffai MT808 thermonuclear reactor developing 2800 bhp;
auxiliary generator GE EM9G fuel generator rated at 450 kW
Propulsion:
Multiple low-thrust vernier thrusters beneath multipurpose hook/handles
Armament:
2x Norman Banks CH2-TYPED claw hand with 5-finger manipulators
Provisions for 2x Bifors close-in self-guided rocket launchers, 12 rockets each (not mounted)
1x optional metallic club (for hand-to-hand combat)
The kit and its assembly:
This kitbashing project was inspired by a sketch I recently came across while doing internet research. I assume that it is not an official Macross design, rather a fan-art/dojinshi design, because I could not find reference to it in official sources, any other media with or, or even come up with a name. However, what triggered me was the fact that it looks like a prototype/test rig for the close-combat Spartan, just based on a Tomahawk chassis? Overall, this made it a plausible missing link, and since I have already built/scratched/converted a Spartan Mk. II into its earlier Mk. I variant, adding another (probably fictional, bu6t who knows?” ancestor to the collection of 1:100 Destroid models was a logical step.
Another selling point was that I had an Imai Tomahawk kit stashed away with no concrete plan yet, and at first glance only a Spartan's arms would be necessary as donorparts to bring the illustration into hardware form. Finding a suitable donor kit turned out to be almost impossible: Arii Spartan kits in 1:100 have become rare and mind-boggingly expensive, and things became so desperate that I eventually procured one of those ugly chrome-plated "Metal" kits as donor source. This had two drawbacks: despite being quite cheap the kit’s postage from the USA more than doubled its price, and the plating had to go before could use the parts for my plans.
Stripping the sprues’ plating off took several weeks and the help of sodium hydroxide, foamed oven cleaner, and patience. This procedure revealed, to my surprise, that the "Metal Spartan"'s polystyrene color of the individual sprues was different, ranging from mint green to a greenish ochre!
Technically the model is a kitbashing, but in order to improve the kit(s) and/or make life a little easier I made some visible and invisible mods. Most obvious difference are the shoulder mounts that attach the Spartan arms to the Tomahawk torso. Taken OOB they are mechanically not compatible, and to make life easier I decided to transplant the Spartan’s complete arms, including the upper arms/shoulder sections, what was easier than trying to adapt the Tomahawk shoulders to the Spartan's lower arms AND to improve the shoulder joints so far that they would be movable at all when the body would be completed. This is just one of the Tomahawk kit’s many issues, in this case because the Tomahawk kit is a very early mecha model, a very simple construction and without any vinyl caps for the joints (which the 1:100 Spartan kit already has!). Another selling point of the Spartan's shoulders is that their diameter is slightly bigger than the openings in the Tomahawk's torso flanks, so that they would cover them well.
To center and align the “foreign objects” properly I had to build an internal carrier structure with the Spartan's vinyl-cap-bearing sockets for the arms, scratched from styrene profiles, and mounted into the right position. Similar material was used to create a new vertical pelvic joint that would allow to keep upper and lower body separate for painting, and I scratched a two-dimensional hip joint from steel wire and styrene tubes that would allow a much more dynamic, "open" leg position (and even slight movement). Another small measure that improves the model's looks is to fill the hollow heels of the legs. All hardly visible efforts which are nevertheless IMHO worthwhile to make this old 1:100 Destroid model look much more convincing.
Other small mods are additional surface details created with styrene bits, and I added shoulder hardpoints that carry a searchlight (left over from a 1:72 ESCI M48 tank) and something that I’d interpret as a camera, inspired by the mecha’s drawing. The Tomahawk’s prominent gun clusters on the lower torso as well as the machine guns at the cockpit flanks were deleted and faired over. On the torso they were replaced with 3D shapes made from 2C putty, which extend the shoulder missile launchers' covers downwards.
Painting and markings:
While I am not a fan of pop colors like violet (esp. on “real robots”!) I decided to stay true to the mecha drawing and adopt the shown purple/white paint scheme. I (still) had a tin of ancient Humbrol Authentic "IJN Purple" (then called HJ04 "Mauve") at hand which turned out to be an almost perfect match as basic overall color, with the benefit that it IS a purplish tone, but very dull and with lots of grey. The light contrast areas were painted with RAL 9002 (Grauweiß). Once thoroughly dry the parts received a black ink washing and some post-shading as well as dry-brushing with ModelMaster's "Napoleonic Violet" and medium grey (Revell 47) around the edges to emphasize details and add a worn look.
The black-and-yellow warning stripes on arms and feet are generic decals from TL-Modellbau, and I decided to add some tactical markings and stencils from the Tomahawk's OOB sheet and the scrap box, to give the model a more realistic look. After a coat with matt acrylic varnish, I added mud and dust stains esp. around the feet with watercolors and mineral pigments, as a result of thorough "field tests".
Robert Morehead monitoring the Morpheus propulsion system.
Location: NASA Johnson Space Center Vertical Testbed Flight Complex Photographer: Joe Bibby
Location: NASA Johnson Space Center Vertical Testbed Flight Complex Photographer: Joe Bibby
Manufacturer: Holzer Motoren Werke AG
Nationality: Germany
First assembled: November 27, 2053
Birthplace: Sinzheim, BaWü, Germany
Engine: 3.7 L Twin-turbo W6
HP: 591 BHP
0-60: 4.3 Seconds
Top speed: 165.00 MPH
Holzer's legendary 3000 sportscar earned its status for a litany of reasons. There's simply how long the nameplate has been around, with entire generations of fans having come and gone in it's even-lengthening lifespan. There's how refined the nameplate has become over time, with Holzer using everything at its disposal to ensure a sublime driving experience unlike anything out there. It's also the practicality and versatility the nameplate has continued to provide, something other sportscars struggle with to this day. To a more debatable extent, there's the design, which while Holzer faithful see it as timeless and elegant, others see it as tired and in desperate need of something radically new. One thing that absolutely isn't up for debate is how adaptable the nameplate has been. Multiple platforms in the 3000's history have done just about everything a car can do. It's been a comfortable grand tourer, a lazer-focused track machine, a technological testbed, to a purebread road-racing legend. With its primary intention as a more livable sportscar, one probably wouldn't think of the 3000 as something fit for going off-road. They'd be very, very wrong. The 3000 history has seen just as much sand and mud as its seen tarmac, and its a piece of its history that Holzer is anything but ashamed of. If anything, the 3000's surprising off-roading prowess is seen as a bit of a badge of honor among the company itself and their fanbase.
Holzer's adventures off the pavement began when they entered the 1975 World Rally Championship. At this time the original platform of the 3000, the model number "501", was still in production after over a decade. It would not win the overall WRC championship of that year, losing to Italian rivals Stella-Nicola, but that's not what's important. What is important is when the championship arrived in Kenya for the infamous Safari Rally. Active since the 50s, the Safari Rally was historically regarded by then as one of the harshest on the calendar and has arguably only gotten tougher. The sheer variety in terrain from fine powder to rough valley roads could shake up even the most experienced drivers, and it would only get worse with rain, turning most of these road into deep, thick mud. Kenya's various wildlife made for an interesting hazard as well, with modern teams needing air support to warn drivers ahead of time if any four-legged spectators could cause trouble. Cars for this event were specifically strengthened for this event, featuring beefier tires, increased right height, bullbars, bright rally lights to warn the aforementioned wildlife, and even snorkels for deeper water crossings. Safari was well-known for being one of the fastest rallies, but drivers that were more cautious and reliable usually came out on top. Which is how Holzer came out on top in the '75 Safari Rally. The 3000 rally car proved to be surprisingly hardy against the brutal Kenyan terrain, and was one of the few cars to even reach the finish line. Holzer even had the distinction of being the only team to finish without any major mechanical issues. This stunning performance gave higher-ups at Holzer some interesting ambitions, and in 1983 a special iteration of the 3000 would find itself at the infamous Dakar Rally. One of the toughest rally raid events on earth, it was certainly something else to see a small european sportscar as a serious entrant. Holzer made sure the 3000 was ready, though. Extremely modded suspension, an experimental four-wheel drive system prepped for an upcoming roadcar, and a toughened W6 engine ensured the 3000 was ready for nothing short of outright war. It paid off, with the 3 cars Holzer entered taking 1st, 2nd, and 5th overall. Bolstered by this high-profile win, Holzer would take this 3000 to other rally raid-style events, most notably becoming a common sight at the Baja 1000 in North America. The 3000 was now a staple nameplate in motorsports, both on and off road.
With such a history in rallying like the 3000's, many owners would take to modifying their cars for off-road use. A lift kit and roof rack are some of the most popular modifications for vintage 3000s, and its virtually guaranteed a Holzer is going to appear whenever a classic rally is being held. Some Holzer purists abhor this trend of "Baja" 3000s, but considering Holzer's own history its undeniably in the spirit of what the 3000 is about and what its capabilities are. Its to the point where some more high-profile tuning companies take vintage 3000s and completely remake them with bespoke components, leaving very little of the original car by the end. The thing that made all these "Baja 3000s" special was that despite their extensive modifications, they were commonly street-legal. For the longest time, Holzer themselves never did anything similar with later 3000 models, nor even racing them in off-roading events. The "Baja 3000" was strictly an enthusiast creation for decades. It wasn't until the early 21st century that Holzer both properly acknowledged its history and the certain subset of enthusiasts it created by making the Baja 3000 official during the nameplate's "526" model years. Seriously, Holzer called this trim the 3000 Baja, and it did a great job honoring the past. Noticeably lifted ride height on all-terrain rally tires, front and rear brush guards, a roof rack, all great for taking the 3000 back off the pavement. Sure, there were tuning companies that could make the 3000 more extreme, but Holzer's official interpretation had the advantage of balancing great off-roading capability with the daily usability the 3000 nameplate was famous for. Another thing this official 3000 Baja had was exclusivity. 1,500 ever where, produced for only 1 year. To this very day 3000 Bajas catch quite the pricetag on second hand markets and auction circles, and the Baja name is now considered a legacy name. It wouldn't appear in later models after the "526" years, at least not until the middle of the 21st century when the 3000 was right in the middle of its "553" model. In 2052 a 553-model 3000 test mule was spotted on Holzer's proving grounds in Sinzheim, Germany. Beefier tires, a lifted ride height and front/rear brush guards were obvious tells of just what this car was for despite the heavy testing camouflage on it. In spring of 2053, the 70th anniversary of Holzer's victory in Dakar, the secrecy stopped and the 3000 Baja made a triumphant return. Holzer promised that this iteration of the nameplate wasn't just better than the prior iteration in every way, but one of the best off-road performance cars to be produced at the time. From the specs they were showing off at the new 3000 Baja's unveiling, it sure seemed like Holzer knew what they were saying.
The latest 3000 Baja is based on the Monaco S trim level, right down to the same powertrain; the turbocharged 3.7 L W6. Holzer's bread and butter, this powertrain has nearly a century's worth of refinement behind it, and in the Baja it even gets a boost. While the Monaco S tops out at 553 HP, the Baja is boosted to nearly 600 HP. Does that make the Baja faster? Not exactly. The Monaco S has a 0-60 of under 4 seconds, while the Baja is over. The Monaco S has a top speed nearing 200 MPH, but the Baja is limited to just 165. Sounds like a downgrade on paper, but that couldn't be further from the truth. While the Monaco S is limited to paved surfaces, the Baja can hit its speeds virtually anywhere. Ride height for the Baja is by standard at 6 inches, but can be raised upwards to 9 at the flip of a switch. Combined with titanium front and rear skid plates and chunky off-road tires, the Baja is the most rugged 3000 variant ever conceived right off the bat, and it doesn't even stop there. To really get an idea of the kind of terrain the new Baja is meant to handle, look at the front corner. Those flaps sticking out at the sides aren't pieces of aero. They're basically mudflaps, meant to stop muddy water from splashing up towards the windshield and obscuring visibility. They also help keep the roof-mounted rally lights clean, so that the Baja can operate in dark conditions or foggy weather. Inside the Baja is an interior that still meets up with the standards for Holzer's refinement, but it's certainly not as luxurious or practical. The comfy leather seats from the Monaco S are replaced with race-spec bucket seats. The rear seats are also gone entirely to not just save weight, but make room for a roll cage. One of the most notable visual alterations for the Baja is with the rear window. Specifically the lack of one, as that's where the full spare wheel is mounted. Rear visibility for the driver of a Baja is now entirely handled by a backup camera. Just above that spare tire on the Baja's roof is the roof rack, along with some very important equipment for anyone planning to take their Baja on a particularly extreme rally raid. Every Baja comes standard with a large fluid canister, recovery boards, and a large travel box. In this box is a foldable shovel, collapsible ladder, a fold-out 2-person tent, flares, an electronic GPS beacon, and a basic survival kit including items like a first aid kit, fire starters, and rations. With this latest Baja, Holzer was determined to really bring the rally raid experience to their roadcar lineup in every regard.
Right when the latest 3000 Baja was unveiled, Holzer opened up preorders. In little under 4 hours, the $275,000 Baja sold out entirely. Holzer stated that the Baja was going to be a limited model like other models before it that bore the name, only being produced in 2053 with a total production number of 1,983 cars to ever leave the plant in Sinzheim. Many Bajas disappointingly ended up as collectors items, never seeing a surface more treacherous than a few potholes. Some however would find their way off the streets and into the wilds. One privateer racing team even went as far as to do something Holzer didn't; take the Baja racing. In the 2054 Baja 1000 in California, a race-prepped 3000 Baja was entered in the Class 3 division. Besides some class-mandatory mods to allow it to compete, the 3000 Baja was basically stock, as it left the Sinzheim plant. And it was still competitive against other heavily-modified vehicles, scoring 2nd place in the class having only lost to a Thunderhead Fenrir compact 4x4. Not quite the heights Holzer is known for, but still a great result that shows just how much off-road racing is in the brand's DNA, now and hopefully long into the future.
TLS 08.10.2012 - testbed for the new A350 Trent XWB engine, additional titles on the left side only.
Zvezda 1/144 Il-76MD converted to an IL-76LL engine testbed using a 3D-printed PD-14 engine and custom decals
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.
Project: Tiny TIM (Threats-In-Motion)
Location: NOAA Hazardous Weather Testbed / National Weather Center (Norman, OK)
Date: March 1, 2023
Photographer: James Murnan / NOAA NSSL
This experiment brings together NWS forecasters and researchers to evaluate and provide feedback on the concept of allowing warnings to be extended in time and area, a first step towards Threats-In-Motion (TIM) for severe weather warnings for hail, wind, and tornadoes. To facilitate this evaluation, forecasters use Hazard Services Convective to create and manage TIM warnings. The concept and software is tested on several archived cases.
11/2014 - Altoona, PA
Inside the cab of NS 1000, formerly Conrail Q1, the SD45 engine testbed used at the Juniata Shops. Built 6/1968.
#2 control stand is inactive.
Week 3 of the Hazard Services - Probabilistic Hazard Information (HS-PHI) experiment in the NOAA Hazardous Weather Testbed (HWT) at the National Weather Center in Norman, OK. The HS-PHI experiment is part of the Experimental Warning Program. This is the third year of the HS-PHI experiment in the HWT.The HS-PHI experiment advances the Forecasting A Continuum of Environmental Threats (FACETs) initiative by testing software which allows National Weather Services (NWS) forecasters to issue Probabilistic Hazard Information (PHI) at the severe weather warning time and space scales.
Week 2 of the Hazard Services - Probabilistic Hazard Information (HS-PHI) experiment in the NOAA Hazardous Weather Testbed (HWT) at the National Weather Center in Norman, OK. The HS-PHI experiment is part of the Experimental Warning Program. This is the third year of the HS-PHI experiment in the HWT.The HS-PHI experiment advances the Forecasting A Continuum of Environmental Threats (FACETs) initiative by testing software which allows National Weather Services (NWS) forecasters to issue Probabilistic Hazard Information (PHI) at the severe weather warning time and space scales.
Project: Tiny TIM (Threats-In-Motion)
Location: NOAA Hazardous Weather Testbed / National Weather Center (Norman, OK)
Date: March 1, 2023
Photographer: James Murnan / NOAA NSSL
This experiment brings together NWS forecasters and researchers to evaluate and provide feedback on the concept of allowing warnings to be extended in time and area, a first step towards Threats-In-Motion (TIM) for severe weather warnings for hail, wind, and tornadoes. To facilitate this evaluation, forecasters use Hazard Services Convective to create and manage TIM warnings. The concept and software is tested on several archived cases.
Comet 4C XS235 lines up for its fast taxi run at Bruntingthorpe Cold War Jets Day in 2012.
Built in 1963, this Comet 4 served as a testbed with the Royal Aircraft Establishment until its retirement in 1997 at which time it was the last airworthy Comet. It has been kept in ground running order at Bruntingthorpe ever since.
Pima Air and Space Museum
The Boeing 747 began as a concept for a U.S. Air Force contract competition to design a heavy lift cargo aircraft. That contest was eventually won by the Lockheed C-5 Galaxy, but Boeing’s failure to win that contract led it to develop one of the most iconic aircraft ever. The first 747 made its maiden flight in February 1969 and the type made its first commercial flight less than a year later. Since then the humpbacked shape of the 747 has become familiar to millions of travelers around the world. The “Jumbo Jet” is the first twin isle airliner and in some configurations could carry more than 500 passengers. This immense size allowed a much lower operating cost per seat and helped bring long distance air travel into the price range of vastly more people. Boeing has built more than 1,560 since 1969. As of 2018, only about 20 remain to be delivered. The era of the 747 as a passenger plane is coming to an end as it is replaced by more fuel-efficient twin-engine aircraft, but it will continue to be in use as a cargo plane for many years to come.
It was built by Boeing Aircraft Company at Everett, Washington and delivered to Pan American World Airways on March 21, 1970. It is the twenty-fifth 747 built. Following Pan Am’s practice of naming its aircraft, this airplane flew with the name “Clipper Star of the Union” until 1982 when it was renamed “Clipper Ocean Spray.” It remained with Pan Am until the bankruptcy of the airline in 1991. In March 1992 it was purchased by General Electric for use as an engine test bed. Since then the plane has flown more than 3,000 hours carrying various test engines for GE as they develop the engines that power many of the planes that are replacing the 747 in airline service. General Electric donated the aircraft to the Pima Air & Space Museum in November 2018.
Wingspan: 195 ft 8 in.
Length: 231 ft 4 in.
Height: 63 ft 5 in.
Weight: 735,000 lbs (loaded)
Maximum Speed: 595 MPH
Service Ceiling: 45,000 ft
Range: 6,000 miles
Engines: Four Pratt and Whitney JD9D-3 turbofans with 43,000 pounds of thrust each
Crew: 3 flight crew, 15 flight attendants, 374 to 490 passengers
Manufacturer: Boeing
Markings: General Electric Aviation, 2018
Designation: 747-121
Registration: N747GE
Serial Number: 19651
The Gates Learjet 35 began life as a testbed aircraft, designated the Learjet 25, which first flew in May 1971. After further work on the aircraft design and engine combination, Learjet produced a new aircraft, namely the Learjet 35; the prototype of which first flew on the 22nd August 1973. The aircraft was powered by a pair of Garrett TFE731-2-2A turbofan engines.
Gates Learjet 35A G-JJSG is seen on a taxitrack with a number of Socata Rallye aircraft in the background.
Photographed: Weston Aerodrome, Leixlip, Co. Kildare, Ireland. Date: 27th September 1981.
Thursday, October 18th. Dual-Polarized
Phased Array Radar
National Weather Radar Testbed Advanced Technology
Demonstrator tour, ribbon cutting and reception.
Seville Airport Spotters day organised by Airbus DS Fans Group, Aena and FerroNATS
@ferronats @aena @AirbusDS
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Week 2 of the Hazard Services - Probabilistic Hazard Information (HS-PHI) experiment in the NOAA Hazardous Weather Testbed (HWT) at the National Weather Center in Norman, OK. The HS-PHI experiment is part of the Experimental Warning Program. This is the third year of the HS-PHI experiment in the HWT.The HS-PHI experiment advances the Forecasting A Continuum of Environmental Threats (FACETs) initiative by testing software which allows National Weather Services (NWS) forecasters to issue Probabilistic Hazard Information (PHI) at the severe weather warning time and space scales.
Thursday, October 18th. Dual-Polarized
Phased Array Radar
National Weather Radar Testbed Advanced Technology
Demonstrator tour, ribbon cutting and reception.
Reshade 0.17 Framework Eyecancer Mod Testbed 0.2A
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
Custom helmet mesh lens texture.
SMAA (sweetfx+master effect) FXAA (custom settings)
Tonemap
Lensdirt
Vibrance
GPC Dof
Chromatic Aberration
Grain + noise
Letterbox
N757HW - Boeing B-757-225 - Honeywell International Inc.
"Connected Aircraft"-titles
at Hamilton International Airport (YHM)
c/n 22.194 - built in 1982 for Eastern Airlines -
operated by Honeywell since 2005 as a flying testbed
Pima Air and Space Museum
The Boeing 747 began as a concept for a U.S. Air Force contract competition to design a heavy lift cargo aircraft. That contest was eventually won by the Lockheed C-5 Galaxy, but Boeing’s failure to win that contract led it to develop one of the most iconic aircraft ever. The first 747 made its maiden flight in February 1969 and the type made its first commercial flight less than a year later. Since then the humpbacked shape of the 747 has become familiar to millions of travelers around the world. The “Jumbo Jet” is the first twin isle airliner and in some configurations could carry more than 500 passengers. This immense size allowed a much lower operating cost per seat and helped bring long distance air travel into the price range of vastly more people. Boeing has built more than 1,560 since 1969. As of 2018, only about 20 remain to be delivered. The era of the 747 as a passenger plane is coming to an end as it is replaced by more fuel-efficient twin-engine aircraft, but it will continue to be in use as a cargo plane for many years to come.
It was built by Boeing Aircraft Company at Everett, Washington and delivered to Pan American World Airways on March 21, 1970. It is the twenty-fifth 747 built. Following Pan Am’s practice of naming its aircraft, this airplane flew with the name “Clipper Star of the Union” until 1982 when it was renamed “Clipper Ocean Spray.” It remained with Pan Am until the bankruptcy of the airline in 1991. In March 1992 it was purchased by General Electric for use as an engine test bed. Since then the plane has flown more than 3,000 hours carrying various test engines for GE as they develop the engines that power many of the planes that are replacing the 747 in airline service. General Electric donated the aircraft to the Pima Air & Space Museum in November 2018.
Wingspan: 195 ft 8 in.
Length: 231 ft 4 in.
Height: 63 ft 5 in.
Weight: 735,000 lbs (loaded)
Maximum Speed: 595 MPH
Service Ceiling: 45,000 ft
Range: 6,000 miles
Engines: Four Pratt and Whitney JD9D-3 turbofans with 43,000 pounds of thrust each
Crew: 3 flight crew, 15 flight attendants, 374 to 490 passengers
Manufacturer: Boeing
Markings: General Electric Aviation, 2018
Designation: 747-121
Registration: N747GE
Serial Number: 19651
GOES-R / JPSS Convective Applications experiment of the Experimental Warning Program in the NOAA Hazardous Weather Testbed (HWT) at the National Weather Center in Norman, OK. The GOES-R / JPSS experiment will have two components: a) an evaluation of multiple CONUS GOES-R convective applications, including satellite imagery, derived products, and multispectral applications along with GLM lightning; and b) a real-time evaluation of the JPSS sounding product suite NUCAPS.
An heavily modified Su-7B, this aircraft was a testbed for a winter weather interceptor, and was equiped with ski landing gear, JATO rockets, and dual braking chutes.
James Joslin '05,'07 designed and constructed this dynamic mobile robot testbed for experimentation in autonomous cooperative control and terrain characterization methods and was awarded the 2007 John C. Woodhouse Engineering Design Prize.
Video of my testbed program showing gradients used as clock hands.
The clock now has hour numerals to help clarify the gradient positions/time. I kind of like the black background, but would need to change the font into something more legible.