View allAll Photos Tagged control_systems
The US Navy had begun planning a replacement for the F-4 Phantom II in the fleet air defense role almost as soon as the latter entered service, but found itself ordered by then-Secretary of Defense Robert McNamara to join the TFX program. The subsequent F-111B was a failure in every fashion except for its AWG-9 fire control system, paired with the AIM-54 Phoenix very-long range missile. It was subsequently cancelled and the competition reopened for a new fighter, but Grumman had anticipated the cancellation and responded with a new design.
The subsequent F-14A Tomcat, last of the famous Grumman “Cat” series of US Navy fighters, first flew in December 1970 and was placed in production. It used the same variable-sweep wing concept of the F-111B and its AWG-9 system, but the Tomcat was much sleeker and lighter. The F-14 was provided with a plethora of weapons, including the Phoenix, long-range AIM-7 Sparrow, short-range AIM-9 Sidewinder, and an internal M61A1 Vulcan 20mm gatling cannon. This was due to the Vietnam experience, in which Navy F-4s found themselves badly in need of internal armament. Despite its large size, it also proved itself an excellent dogfighter.
The only real drawback to the Tomcat proved to be its powerplant, which it also shared with the F-111B: the Pratt and Whitney TF30. The TF30 was found to be prone to compressor stalls and explosions; more F-14s would be lost to engine problems than any other cause during its career, including combat. The Tomcat was also fitted with the TARPS camera pod beginning in 1981, allowing the RA-5C Vigilante and RF-8G Crusader dedicated recon aircraft to be retired. In addition to the aircraft produced for the US Navy, 79 of an order of 100 aircraft were delivered to Iran before the Islamic Revolution of 1979.
The Tomcat entered service in September 1974 and first saw action covering the evacuation of Saigon in 1975, though it was not involved in combat. The Tomcat’s first combat is conjectural: it is known that Iranian F-14s saw extensive service in the 1980-1988 Iran-Iraq War, and that Iranian Tomcats achieved a number of kills; the only F-14 ace was Iranian. The first American combat with the F-14 came in September 1981, when two F-14As shot down a pair of Libyan Su-22 Fitters over the Gulf of Sidra. The Tomcat would add another two kills to its record in 1987, two Libyan MiG-23s once more over the Gulf of Sidra.
The high losses due to problems with the TF30 (fully 84 Tomcats would be lost to this problem over the course of its career) led to the Navy ordering the F-14A+ variant during the war. The A+, redesignated F-14B in 1991, incorporated all wartime refits and most importantly, General Electric F110 turbofans. Among the refits was the replacement of the early A’s simple undernose IR sensor with a TISEO long-range camera system, allowing the F-14’s pilot to identify targets visually beyond the range of unaided human eyesight.
The majority of F-14As were upgraded to B standard, along with 67 new-build aircraft. A mix of F-14As and Bs would see action during the First Gulf War, though only a single kill was scored by Tomcats.. Subsequent to this conflict, the Navy ordered the definitive F-14D variant, with completely updated avionics and electronics, a combination IRST/TISEO sensor, replacement of the AWG-9 with the APG-71 radar, and a “glass” cockpit. Though the Navy had intended to upgrade the entire fleet to D standard, less than 50 F-14Ds ever entered service (including 37 new-builds), due to the increasing age of the design.
Ironically, the US Navy’s Tomcat swan song came not as a fighter, but a bomber. To cover the retirement of the A-6 Intruder and A-7 Corsair II from the fleet, the F-14’s latent bomb capability was finally used, allowing the “Bombcat” to carry precision guided weapons, and, after 2001, the GPS-guided JDAM series. By the time of the Afghanistan and Second Gulf Wars, the F-14 was already slated for replacement by the F/A-18E/F Super Hornet, and the Tomcat would be used mainly in the strike role, though TARPS reconnaissance sorties were also flown. The much-loved F-14 Tomcat was finally retired from US Navy service in September 2006, ending 36 years of operations. The aircraft remains in service with the Iranian Revolutionary Air Force.
This is the second picture I have of 160395, the Kalamazoo Air Zoo's F-14A. This would be the perspective of the catapult officer as the Tomcat was guided to the catapult itself, though as it is "kneeling," indicating it is hooked to the catapult and ready for launch, the officer would not be standing here! It's an impressive way to display a Tomcat.
The MITSUBISHI GT-PHEV Concept is a high-end next-generation crossover SUV that easily takes many road surface conditions in stride. Featuring Mitsubishi Motors Corporation (MMC)’s latest design language together with MMC’s advanced and proprietary electric and all-wheel control technologies, the MITSUBISHI GT-PHEV Concept empowers drivers to pilot their car with confidence under a wide range of driving conditions. It stirs the driver’s curiosity and sense of adventure as they seek to go further, as they seek to take a step beyond anything they have experienced before.
In its overall design, the MITSUBISHI GT-PHEV Concept projects the image of a “ground tourer” – a car made for cruising across a vast land – expressing Functional Beauty, Augmented Possibility, Sculptured Dynamism, Japanese Craftsmanship.
The front visage with its forceful presence employs MMC’s Dynamic Shield front design concept that portrays the front end’s function of protecting both people and the car. From the side, the MITSUBISHI GT-PHEV Concept uses horizontal lines to convey its high-end crossover SUV styling and vehicle stability. With a muscularity and intensity that gives the impression it has been carved from a single ingot of steel, the body is clothed in classy styling that flourishes sculptured dynamism highlighted by precise detailing.
Inside, the MITSUBISHI GT-PHEV Concept uses a horizontal dashboard that creates a spacious ambiance, making it easier for the driver to sense changes in vehicle attitude. Together with an instrument panel with a high center console, the cockpit-like interior wraps around its people, providing a sense of solace and security. Generous use of Burgundy genuine leather trim, color coordinated with the exterior roof color is another touch in creating a classy and comfortable interior space.
On the technology front, in addition to outstanding environmental performance MMC’s advanced triple-motor PHEV system delivers superior motive performance to empower drivers of any skill level to confidently follow new paths as they like through a multitude of different weather and road surface conditions, for an enjoyable and rewarding driving experience.
This PHEV system comprises a next-generation high-capacity drive battery package, three high-output and high-efficiency motors and an engine designed especially for the PHEV system featuring improved electricity generation performance and motive performance. This combination delivers the punchy performance ideal for a “ground tourer” and makes for comfortable driving on longer trips as well with an electric-only range of 120 km and a combined hybrid cruising range of over 1,200 km. The triple-motor powertrain, with one unit at the front and two at the rear, delivers a dramatic improvement in the performance of its full-time four-wheel drive powertrain and MMC’s own Super All Wheel Control (S-AWC) integrated vehicle dynamics control system, bringing new levels of handling stability.
The MITSUBISHI GT-PHEV Concept also adopts the latest in connected car technology in extracting its performance and functionality to the full. The technology feeds to the car route information as well as data on weather and road surface conditions acquired from information networks and from on-board sensors and cameras in order to closely manage energy consumption such as electricity consumption and fuel economy as well as to provide all-wheel control best-suited to many motoring situations.
Mondiale de l'automobile 2016
Expo Porte de Versailles
Paris - France
Oktober 2016
On the Right Side of the Cosmonaut Compartment, probably part of the LK-3’s Control System, which is installed to the Right of the Cosmonaut.
A patch for NATO's Airborne Warning and Control System (AWACS) mission in support of the Global Coalition to Defeat ISIS. Since October 2016, NATO aircraft have flown over 1,000 mission hours in support of the Global Coalition to Defeat ISIS. These AWACS aircraft fly from a base in Konya, Turkey, and help manage the busy airspace in Iraq and Syria. Allies decided to provide AWACS support to the Global Coalition in July 2016.
Zinnia plants from the Veggie ground control system are being harvested in the Flight Equipment Development Laboratory in the Space Station Processing Facility at NASA’s Kennedy Space Center in Florida. From left, are John Carver, an integration engineer with Jacobs on the Test and Operations Support Contract, and Chuck Spern, a project engineer with Vencore on the Engineering Services Contract. A similar zinnia harvest will be conducted by astronaut Scott Kelly on the International Space Station. Photo credit: NASA/Bill White
The Tanuki Corp. modular starfighter system is easily adaptable to varying needs. By replacing the cockpit module with a droid control system, this otherwise standard Kitsune configuration becomes a very capable drone fighter.
It's not uncommon for strike wings of up to 6 Kitsune/Mujina Droid-controlled fighter (K/M-DCF) variants accompanying a single human-piloted standard configuration Kitsune fighter to be very effective in attack and defense missions. The AI necessary for such effectiveness is likened to that of a trained police dog, obeying the masters commands and actions with a series of pre-programmed algorithmic responses and analytical reactions to unforeseen situations.
Results of completely un-manned K/M-DCF flight wings have, however, ranged from disappointing to disastrous, depending on the amount of free will the AI is given. One account of a test flight of a group of K/M-DCFs with the standard "police dog" AI ended in a brawl over who would be the pack leader, inciting multiple attempts to "assert dominance" that caused multiple hull breaches and the loss of one Droid Control Module before safety measures could be enacted.
- I'm having a lot of fun coming up with names for these things. The modular nature of the concept makes it hard to pin down actual names, but the idea that certain configurations are popular enough to be 'standard' helped address that. Since the modules can cause the fighters to take on different shapes, I've been playing with shapeshifters of Japanese folklore - "Kitsune" being the Fox, "Mujina" being a type of spirit that can often take the shape of a faceless human (which gave birth to the idea of the droid control module in place of the cockpit). The corporation that builds these is Tanuki, yet another shapeshifter.
LEGO Digital Designer files
The project was to use an ultra light weight (35grs) Radio Control system to add a remote control function on a Brooxes AutoKap Rig (Pan & Shot).
3 modes are available: Radio control, Classic AutoKap and Burst AutoKap:
Button A: turn right
Button C: turn left
Button B: Shot
Button D: 1st push for classic Autokap, 2nd push for Burst AutoKap.
The effective operating range is about 100 meters, but the rig switch automatically in Autokap mode after 2 minutes if no signal is received from the remote (out of range or no action on the remote). The rig switch back to RC mode if you push the A, B or C button.
This system was built with a 315Mhz RC Kit and a PIC microcontroller.
Total weight: 465grs (with the Ricoh R8, but without the extra 10grs of the 2.4Ghz video transmitter for this test), and 35 grs for the remote controller !
More details (in French): photocerfvolant.free.fr/phpBB2/viewtopic.php?f=6&t=1646
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LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY SMITH, Prompt Locksmith Services in The Entire Los Angeles Area
Locksmith Los Angeles 90001 Locksmith Los Angeles 90002
Locksmith Los Angeles 90003 Locksmith Los Angeles 90004
Locksmith Los Angeles 90005 Locksmith Los Angeles 90006
LOCKSMITH Los Angeles 90007 LOCKSMITH Los Angeles 90008
Locksmith Los Angeles 90010 Locksmith Los Angeles 90011
Locksmith Los Angeles 90012 LOCKSMITH Los Angeles 90013
LOCKSMITH Los Angeles 90014 Locksmith Los Angeles 90015
Locksmith Los Angeles 90016 LOCKSMITH Los Angeles 90017
Locksmith Los Angeles 90018 Locksmith Los Angeles 90019
LOCKSMITH Los Angeles 90020 Locksmith Los Angeles 90021
Locksmith Los Angeles 90022 LOCKSMITH Los Angeles 90023
LOCKSMITH Los Angeles 90024 LOCKSMITH Los Angeles 90025
LOCKSMITH Los Angeles 90026 Locksmith Los Angeles 90027
LOCKSMITH Los Angeles 90028 LOCKSMITH Los Angeles 90029
Locksmith Los Angeles 90030 LOCKSMITH Los Angeles 90031
LOCKSMITH Los Angeles 90032 Locksmith Los Angeles 90033
LOCKSMITH Los Angeles 90034 LOCKSMITH Los Angeles 90035
LOCKSMITH Los Angeles 90036 LOCKSMITH Los Angeles 90037
Locksmith West Hollywood 90038 Locksmith Los Angeles 90039
LOCKSMITH Los Angeles 90040 Locksmith Los Angeles 90041
Locksmith Los Angeles 90042 LOCKSMITH Los Angeles 90043
LOCKSMITH Los Angeles 90044 Locksmith Los Angeles 90045
LOCKSMITH West Hollywood 90046 LOCKSMITH Los Angeles 90047
LOCKSMITH 90038 LOCKSMITH 90039
LOCKSMITH 90040 LOCKSMITH 90041
LOCKSMITH 90042 LOCKSMITH 90043
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Locksmith 90071 LOCKSMITH 90077
Locksmith 90089 LOCKSMITH 90095
LOCKSMITH 90201 LOCKSMITH 90210
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Locksmith 90240 Locksmith 90241
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Locksmith 90280 LOCKSMITH 90291
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Locksmith 92805 Locksmith 2806
Locksmith 92807 Locksmith 92812
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LOS-ANGELES LOCKSMITH at LOS-ANGELES LOCKSMITH, LOS-ANGELES
LOS-ANGELES LOCKSMITH at LOS-ANGELES LOCKSMITH, LOS-ANGELES google map | yahoo map
Prompt Locksmith Services in The Entire Los Angeles Area
Locksmith Los Angeles 90001 Locksmith Los Angeles 90002
Locksmith Los Angeles 90003 Locksmith Los Angeles 90004
Locksmith Los Angeles 90005 Locksmith Los Angeles 90006
LOCKSMITH Los Angeles 90007 LOCKSMITH Los Angeles 90008
Locksmith Los Angeles 90010 Locksmith Los Angeles 90011
Locksmith Los Angeles 90012 LOCKSMITH Los Angeles 90013
LOCKSMITH Los Angeles 90014 Locksmith Los Angeles 90015
Locksmith Los Angeles 90016 LOCKSMITH Los Angeles 90017
Locksmith Los Angeles 90018 Locksmith Los Angeles 90019
LOCKSMITH Los Angeles 90020 Locksmith Los Angeles 90021
Locksmith Los Angeles 90022 LOCKSMITH Los Angeles 90023
LOCKSMITH Los Angeles 90024 LOCKSMITH Los Angeles 90025
LOCKSMITH Los Angeles 90026 Locksmith Los Angeles 90027
LOCKSMITH Los Angeles 90028 LOCKSMITH Los Angeles 90029
Locksmith Los Angeles 90030 LOCKSMITH Los Angeles 90031
LOCKSMITH Los Angeles 90032 Locksmith Los Angeles 90033
LOCKSMITH Los Angeles 90034 LOCKSMITH Los Angeles 90035
LOCKSMITH Los Angeles 90036 LOCKSMITH Los Angeles 90037
Locksmith West Hollywood 90038 Locksmith Los Angeles 90039
LOCKSMITH Los Angeles 90040 Locksmith Los Angeles 90041
Locksmith Los Angeles 90042 LOCKSMITH Los Angeles 90043
LOCKSMITH Los Angeles 90044 Locksmith Los Angeles 90045
LOCKSMITH West Hollywood 90046 LOCKSMITH Los Angeles 90047
LOCKSMITH 90038 LOCKSMITH 90039
LOCKSMITH 90040 LOCKSMITH 90041
LOCKSMITH 90042 LOCKSMITH 90043
LOCKSMITH 90044 Locksmith 90045
Locksmith 90046 LOCKSMITH 90047
LOCKSMITH 90048 LOCKSMITH 90049
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Locksmith 90062 LOCKSMITH 90063
LOCKSMITH 90064 LOCKSMITH 90065
LOCKSMITH 90066 LOCKSMITH 90067
LOCKSMITH 90068 Locksmith 90069
Locksmith 90071 LOCKSMITH 90077
Locksmith 90089 LOCKSMITH 90095
===INTELEGENT 24 HR LOCKSMITH LOW PRICES=== 866-539-3397 866-539-3397 LCO#:3542
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OPEN FOR ALL ACCOUNTS 866-539-3397
BILLING ARE AVIALBLE * installing door closers . * rekeying all sorts of locks. * high security locks . * fresh installations (new dead bolt halls on the door for extra security). * shabes combination locks. * auto services any models. * costume made answers for repair. * 24/6 professional locksmith service With great customer service and professional workmanship, we are ready to assist you 24 hours a day, 365 days a year. 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LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,===INTELEGENT 24 HR LOCKSMITH LOW PRICES=== 866-539-3397 866-539-3397 LCO#:3542 allsecuritylockandkey.com/
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OPEN FOR ALL ACCOUNTS 866-539-3397
BILLING ARE AVIALBLE * installing door closers . * rekeying all sorts of locks. * high security locks . * fresh installations (new dead bolt halls on the door for extra security). * shabes combination locks. * auto services any models. * costume made answers for repair. * 24/6 professional locksmith service With great customer service and professional workmanship, we are ready to assist you 24 hours a day, 365 days a year. Automotive - residential - commercial - industrial. ================================================================================================================================================================================================================================================================================== All Los-Angeles Locksmith 90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH, 90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293 LOCKSMITH,90293 PLAYA DEL REY LOCKSMITH,90294 VENICE LOCKSMITH,90291 LOCKSMITH,90291 VENICE LOCKSMITH,90292 MARINA DEL REY LOCKSMITH,90294 VENICE PLAYA VISTA LOCKSMITH, LOS ANGELES LOCKSMITH, CALIFONIA 90066 LOCKSMITH,MAR VISTA LOCKSMITH 90066,PLAYA DEL REY 90293
======================
-24 hours locksmith service dispatching at all times-
* Serving all areas at west Los Angeles for the most part
* Specializing at all areas of any kind of safes or locks or keys
* We care our customers and grantee our work
* And promise a fast service
(310)709-0301 to toll free 1-866-539-3397
866-539-3397 All Security Lock and key
Highly Rated LOCKSMITH IN LOS ANGELES WITH STATE OF THE ART HI-TECH BEYOND HUMAN MIND COMPREHENSION Very Genuine With Prices, DONT MISS ON GETTING YOU HIRED WORTH LOCKS OR KEYS DONE RIGHT THE FIRST TIME, AT NO HIDDING CHARGES UNLESS AND ITS PARTS INVOLVE 2ND CLASS TYPE ARE FREE.
AS WILL AS ACCESS CONTRL KEY PADS SERVILANCY HIDING CAMS YOU CONTROL ONLY.
Very Genuine With Prices
LOS ANGELES LOCKSMITH
IN ALL OVER LOS ANGELES COUNTY AREA
REASONABLE, HONEST, GENUIN, FAIR LOCKSMITH WITH CRUDENTIALS BOUNDING OF PROFF ON SITE
1-866-539-3397
DO NOT MISS THIS IN ACTION
LIST IF THERE ARE ANY QUESTIONS
Very Genuine With Prices
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24/7 INTELLIGENCE = LOCKSMITH HI TECH EQUIPMENT LOW PRICES = 866-539-3397
ECONOMICAL FAST FAMILY OWNED LOCKSMITH SERVICE AT GREAT FAIR PRICES,
PLEASE FEEL FREE TO CALL US ANY TIME AT: 1-866-539-3397.
ALL SECURITY LOCK AND KEY
All Prompt service at all times, in the entire Los Angeles area.
100% Satisfaction guarantee on all work and parts.
Very Genuine With Prices
LOS ANGELES LOCKSMITH
052-6324482 4:30amMoshei have to hit the bed and try to sleep again i will contact you tomorow my time 4:30amOrit
IN ALL OVER LOS ANGELES COUNTY AREA
REASONABLE, HONEST, GENUIN, FAIR LOCKSMITH WITH CRUDENTIALS BOUNDING OF PROFF ON SITE
1-866-539-3397
DO NOT MISS THIS IN ACTION
LIST IF THERE ARE ANY QUESTIONS
Very Genuine With Prices
Very Genuine With Prices
LOS ANGELES LOCKSMITH
IN ALL OVER LOS ANGELES COUNTY AREA
REASONABLE, HONEST, GENUIN, FAIR LOCKSMITH WITH CRUDENTIALS BOUNDING OF PROFF ON SITE
1-866-539-3397
DO NOT MISS THIS IN ACTION
LIST IF THERE ARE ANY QUESTIONS
Very Genuine With Prices
ADVANCE
-24 Hour Emergency Locksmith Services with competitive products to offer-
All products are at attractive prices with special discounts for:
Businesses access control systems , Biometric Fingerprint Access control , Intercom with camera , Phone entry systems , Security Keypads , Proximity Card Security Vehicles, cars, trucks, motorcycles , GM VAT Keys , Transponder Chip Key , Trunks Opening , Keys Made for the Ignition , Keys Made for Door Locks , Ignition Switches Repaired
Door Locks Fixed , Doors & Ignitions Re-Keyed to Different Keys , High-Security Keys Made for Cars , Transponder, Laser, and VAT Keys , Foreign & Domestic Vehicles Replace lost car keys , Open locked cars , Car Lockout , Broken key extractions , Remaking lost high security car keys , Unlock Steering wheel , Open Door / Unlock Gas cap, Program and duplicate transponder keys , Repair and rekey car locks , Keyless entry remotes and programming , Car keys locked in the trunk ,Car keys locked in the car , Broken car key , Car Key , Ignition Key , Transponder Key , Key Blanks , Laser Key, 24 HR Emergency Lockouts / Openings, Automobile / Car Entry , Digital Locks reprogramming, Digital Locks repair / Install ,Padlocks ,Open Filing Cabinets , Open Mailboxes locks , Burglary / Break in Repairs , Open locked car door / Trunk / fuel door , Open locked / Stuck garage door Access control systems , Biometric Fingerprint access control , Intercom with camera , Phone entry systems , Security Keypads , Proximity Card ,24hr Emergency Lockouts / Openings , 24 HR Emergency Lockouts / Openings, Automobile / Car Entry , Digital Locks reprogramming , Digital Locks repair / Install
Door Installations hanging / fixtures , Door & Window Locks repair / Pick / Install , Padlocks ,Open Filing Cabinets , Open Mailboxes locks , Burglary / Break in Repairs Open locked car door / Trunk / fuel door , Open locked / Stuck garage door , Open automatic driveway gates , Open / Repair any type of safe , Open High security locks , Door Installations hanging / fixtures , Door & Window Locks repair / Pick / Install Open automatic driveway gates , Open / Repair any type of safe , Open High security locks.
Prompt Locksmith Services in The Entire Los Angeles Area
Locksmith Los Angeles 90001 Locksmith Los Angeles 90002
LOCKSMITH Los Angeles 90003, LOCKSMITH Los Angeles 90004
Locksmith Los Angeles 90005 ,Locksmith Los Angeles 90006
LOCKSMITH Los Angeles 90007 ,LOCKSMITH Los Angeles 90008
Locksmith Los Angeles 90010 ,Locksmith Los Angeles 90011
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LOCKSMITH Los Angeles 90014, Locksmith Los Angeles 90015
Locksmith Los Angeles 90016 ,LOCKSMITH Los Angeles 90017
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LOCKSMITH Los Angeles 90020, Locksmith Los Angeles 90021
Locksmith Los Angeles 90022, LOCKSMITH Los Angeles 90023
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Locksmith West Hollywood 90038, Locksmith Los Angeles 90039
LOCKSMITH Los Angeles 90040, Locksmith Los Angeles 90041
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LOCKSMITH Los Angeles 90044, Locksmith Los Angeles 90045
LOCKSMITH West Hollywood 90046, LOCKSMITH Los Angeles 90047
LOCKSMITH 90038, LOCKSMITH 90039
LOCKSMITH 90040, LOCKSMITH 90041
LOCKSMITH 90042, LOCKSMITH 90043
LOCKSMITH 90044, Locksmith 90045
Locksmith 90046, LOCKSMITH 90047
LOCKSMITH 90048, LOCKSMITH 90049
Locksmith 90055, Locksmith 90056
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Locksmith 90059, LOCKSMITH 90061
Locksmith 90062, LOCKSMITH 90063
LOCKSMITH 90064, LOCKSMITH 90065
LOCKSMITH 90066, LOCKSMITH 90067
LOCKSMITH 90068, Locksmith 90069
Locksmith 90071, LOCKSMITH 90077
Locksmith 90089, LOCKSMITH 90095
LOCKSMITH 90201, LOCKSMITH 90210
LOCKSMITH 90211, LOCKSMITH 90212
LOCKSMITH 90213, Locksmith 90220
Locksmith 90221 ,Locksmith 90222
LOCKSMITH 90230, Locksmith 90232
Locksmith 90240, Locksmith 90241
LOCKSMITH 90242, Locksmith 90245
Locksmith 90247, Locksmith 90248
Locksmith 90249, Locksmith 90250
LOCKSMITH 90254, Locksmith 90255
LOCKSMITH 90260 ,LOCKSMITH 90262
LOCKSMITH 90263, LOCKSMITH 90265
Locksmith 90266, LOCKSMITH 90270
LOCKSMITH 90272, LOCKSMITH 90275
Locksmith 90277, Locksmith 90278
Locksmith 90280, LOCKSMITH 90291
LOCKSMITH 90292, LOCKSMITH 90292
Locksmith 90293, Locksmith 90301
Locksmith 90302, LOCKSMITH 90303
Locksmith 90304, Locksmith 90305
LOCKSMITH 90401, LOCKSMITH 90402
LOCKSMITH 90403, LOCKSMITH 90404
LOCKSMITH 90405, Locksmith 90501
LOCKSMITH 90502, LOCKSMITH 90503
LOCKSMITH 90504, LOCKSMITH 90505
LOCKSMITH 90601, LOCKSMITH 90602
LOCKSMITH 90603, LOCKSMITH 90604
LOCKSMITH 90605, LOCKSMITH 90606
LOCKSMITH 90609, LOCKSMITH 90620
LOCKSMITH 90621, LOCKSMITH 90623
LOCKSMITH 90630, LOCKSMITH 90231
LOCKSMITH 90638, LOCKSMITH 90640
LOCKSMITH 90650, LOCKSMITH 90660
LOCKSMITH 90670, LOCKSMITH 90680
LOCKSMITH 90701, LOCKSMITH 90701
LOCKSMITH 90703, LOCKSMITH 90703
LOCKSMITH 90704, LOCKSMITH 90706
LOCKSMITH 90710, LOCKSMITH 90712
LOCKSMITH smith 90713, LOCKSMITH 90715
LOCKSMITH 90716, LOCKSMITH 90717
LOCKSMITH 90720, LOCKSMITH 90723
LOCKSMITH 90731, LOCKSMITH 90740
LOCKSMITH 90742, LOCKSMITH 90744
LOCKSMITH 90745, LOCKSMITH 90745
LOCKSMITH 90746, LOCKSMITH 90755
LOCKSMITH 90755, LOCKSMITH 90802
LOCKSMITH 90803, LOCKSMITH 90804
LOCKSMITH 90805 LOCKSMITH 90805,
LOCKSMITH 90806, LOCKSMITH 90807
LOCKSMITH 90808, LOCKSMITH 90810
LOCKSMITH 90810, LOCKSMITH 90813
LOCKSMITH 90814, LOCKSMITH 90815
LOCKSMITH 91011, LOCKSMITH 91011
LOCKSMITH 91040, LOCKSMITH 91042
LOCKSMITH 91201, LOCKSMITH 90202
LOCKSMITH 90203, LOCKSMITH 90204
LOCKSMITH 90205, LOCKSMITH 90206
LOCKSMITH 90208, LOCKSMITH 90210
LOCKSMITH 91214, LOCKSMITH 91214
LOCKSMITH 91301, LOCKSMITH 91301
LOCKSMITH 91301, LOCKSMITH 91302
LOCKSMITH 91303, LOCKSMITH 91304
LOCKSMITH 91306, LOCKSMITH 91306
LOCKSMITH 90307, LOCKSMITH 91311
LOCKSMITH 91316, LOCKSMITH 91324
LOCKSMITH 91325, LOCKSMITH 91326
LOCKSMITH 91331, LOCKSMITH 91335
LOCKSMITH 91335, LOCKSMITH 91340
LOCKSMITH 91342, LOCKSMITH 91343
LOCKSMITH 91343, LOCKSMITH 92343
LOCKSMITH 91345, LOCKSMITH 91352
LOCKSMITH 91356, LOCKSMITH 91364
LOCKSMITH 91367, LOCKSMITH 91401
LOCKSMITH 91401, LOCKSMITH 91402
LOCKSMITH 91403, LOCKSMITH 91405
LOCKSMITH 91406 , LOCKSMITH 91409
LOCKSMITH 91411, LOCKSMITH 91411
LOCKSMITH 91423, LOCKSMITH 91436
LOCKSMITH 91501 , LOCKSMITH 91502
LOCKSMITH 91504 , LOCKSMITH 91505
LOCKSMITH 91506 , LOCKSMITH 91601
LOCKSMITH 91602 , LOCKSMITH 91602
LOCKSMITH 91604 , LOCKSMITH 91604
LOCKSMITH 91605 , LOCKSMITH 91606
LOCKSMITH 91607 , LOCKSMITH 91607
LOCKSMITH 91608 , LOCKSMITH 91608
LOCKSMITH 91901 , LOCKSMITH 91902
LOCKSMITH 91910 , LOCKSMITH 91911
LOCKSMITH 91912 , LOCKSMITH 91913
LOCKSMITH 91914 , LOCKSMITH 91915
LOCKSMITH 91916 , LOCKSMITH 91932
LOCKSMITH 91933 , LOCKSMITH 91935
LOCKSMITH 91941 , LOCKSMITH 91942
LOCKSMITH 91945 , LOCKSMITH 91950
LOCKSMITH 91962 , LOCKSMITH 91977
LOCKSMITH 91978 , LOCKSMITH 91980
LOCKSMITH 92019 , LOCKSMITH 92020
LOCKSMITH 92021 , LOCKSMITH 92040
LOCKSMITH 92071 , LOCKSMITH 92101
LOCKSMITH 92102 , LOCKSMITH 92103
LOCKSMITH 92104 , LOCKSMITH 92105
LOCKSMITH 92106 , LOCKSMITH 92107
LOCKSMITH 92108 , LOCKSMITH 92113
LOCKSMITH 92116 , LOCKSMITH 92118
LOCKSMITH 92136 , LOCKSMITH 92139
LOCKSMITH 92154 , LOCKSMITH 92173
LOCKSMITH 92173 , LOCKSMITH 92646
LOCKSMITH 92647 , LOCKSMITH 92648
LOCKSMITH 92649 , LOCKSMITH 92683
LOCKSMITH 92701 , LOCKSMITH 92703
LOCKSMITH 92704 , LOCKSMITH 92705
LOCKSMITH 92706 , LOCKSMITH 92707
LOCKSMITH 92708 , LOCKSMITH 92780
LOCKSMITH 92782 , LOCKSMITH 92801
LOCKSMITH 92802 , LOCKSMITH 92804
LOCKSMITH 92805, LOCKSMITH 2806
LOCKSMITH 92807 , LOCKSMITH 92812
LOCKSMITH 92821 , LOCKSMITH 92831
LOCKSMITH 92832 , LOCKSMITH 92833
LOCKSMITH 92835 , LOCKSMITH 92840
LOCKSMITH 92841 , LOCKSMITH 92843
LOCKSMITH 92844 , LOCKSMITH 92845
LOCKSMITH 92860 , LOCKSMITH 92865
LOCKSMITH 92866, LOCKSMITH 92867
LOCKSMITH 92868, LOCKSMITH 92869
LOCKSMITH 92870, LOCKSMITH 92886
Locksmith, 92887
LOS-ANGELES LOCKSMITH at LOS-ANGELES LOCKSMITH, LOS-ANGELES
The other week I lost my keys on my way back from a party sure was tipsy, I contacted All security lock and key locksmith service to Rekeying my house locks.
Also kind enough to explain, that I can save time consuming money by rekeying the previous key, rather then changing all the locks. Their technician arrived pretty fast i would say, and within less then an hour and half it was all done. Recommend professionalism, at
Any time of day when it’s my security, so thanks again.
To avoid any legal questions, we sure want to see some ID identification to be on the safe side my house your house could be.
LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 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LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH,LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90210 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90219 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90211 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90212 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90213 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90209 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90208 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90207 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90206 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90205 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90204 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90203 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90202 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 BEVERLY HILLS LOCKSMITH, LOCKSMITH 90201 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Locksmith Los Angeles 90001 Locksmith Los Angeles 90002
Locksmith Los Angeles 90003 Locksmith Los Angeles 90004
Locksmith Los Angeles 90005 Locksmith Los Angeles 90006
LOCKSMITH Los Angeles 90007 LOCKSMITH Los Angeles 90008
Locksmith Los Angeles 90010 Locksmith Los Angeles 90011
Locksmith Los Angeles 90012 LOCKSMITH Los Angeles 90013
LOCKSMITH Los Angeles 90014 Locksmith Los Angeles 90015
Locksmith Los Angeles 90016 LOCKSMITH Los Angeles 90017
Locksmith Los Angeles 90018 Locksmith Los Angeles 90019
LOCKSMITH Los Angeles 90020 Locksmith Los Angeles 90021
Locksmith Los Angeles 90022 LOCKSMITH Los Angeles 90023
LOCKSMITH Los Angeles 90024 LOCKSMITH Los Angeles 90025
LOCKSMITH Los Angeles 90026 Locksmith Los Angeles 90027
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Locksmith Los Angeles 90030 LOCKSMITH Los Angeles 90031
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Locksmith West Hollywood 90038 Locksmith Los Angeles 90039
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The US Navy had begun planning a replacement for the F-4 Phantom II in the fleet air defense role almost as soon as the latter entered service, but found itself ordered by then-Secretary of Defense Robert McNamara to join the TFX program. The subsequent F-111B was a failure in every fashion except for its AWG-9 fire control system, paired with the AIM-54 Phoenix very-long range missile. It was subsequently cancelled and the competition reopened for a new fighter, but Grumman had anticipated the cancellation and responded with a new design.
The subsequent F-14A Tomcat, last of the famous Grumman “Cat” series of US Navy fighters, first flew in December 1970 and was placed in production. It used the same variable-sweep wing concept of the F-111B and its AWG-9 system, but the Tomcat was much sleeker and lighter. The F-14 was provided with a plethora of weapons, including the Phoenix, long-range AIM-7 Sparrow, short-range AIM-9 Sidewinder, and an internal M61A1 Vulcan 20mm gatling cannon. This was due to the Vietnam experience, in which Navy F-4s found themselves badly in need of internal armament. Despite its large size, it also proved itself an excellent dogfighter.
The only real drawback to the Tomcat proved to be its powerplant, which it also shared with the F-111B: the Pratt and Whitney TF30. The TF30 was found to be prone to compressor stalls and explosions; more F-14s would be lost to engine problems than any other cause during its career, including combat. The Tomcat was also fitted with the TARPS camera pod beginning in 1981, allowing the RA-5C Vigilante and RF-8G Crusader dedicated recon aircraft to be retired. In addition to the aircraft produced for the US Navy, 79 of an order of 100 aircraft were delivered to Iran before the Islamic Revolution of 1979.
The Tomcat entered service in September 1974 and first saw action covering the evacuation of Saigon in 1975, though it was not involved in combat. The Tomcat’s first combat is conjectural: it is known that Iranian F-14s saw extensive service in the 1980-1988 Iran-Iraq War, and that Iranian Tomcats achieved a number of kills; the only F-14 ace was Iranian. The first American combat with the F-14 came in September 1981, when two F-14As shot down a pair of Libyan Su-22 Fitters over the Gulf of Sidra. The Tomcat would add another two kills to its record in 1987, two Libyan MiG-23s once more over the Gulf of Sidra.
The high losses due to problems with the TF30 (fully 84 Tomcats would be lost to this problem over the course of its career) led to the Navy ordering the F-14A+ variant during the war. The A+, redesignated F-14B in 1991, incorporated all wartime refits and most importantly, General Electric F110 turbofans. Among the refits was the replacement of the early A’s simple undernose IR sensor with a TISEO long-range camera system, allowing the F-14’s pilot to identify targets visually beyond the range of unaided human eyesight.
The majority of F-14As were upgraded to B standard, along with 67 new-build aircraft. A mix of F-14As and Bs would see action during the First Gulf War, though only a single kill was scored by Tomcats.. Subsequent to this conflict, the Navy ordered the F-14D variant, with completely updated avionics and electronics, a combination IRST/TISEO sensor, replacement of the AWG-9 with the APG-71 radar, and a “glass” cockpit. Though the Navy had intended to upgrade the entire fleet to D standard, less than 50 F-14Ds ever entered service (including 37 new-builds), due to the increasing age of the design.
Ironically, the US Navy’s Tomcat swan song came not as a fighter, but a bomber. To cover the retirement of the A-6 Intruder and A-7 Corsair II from the fleet, the F-14’s latent bomb capability was finally used, allowing the “Bombcat” to carry precision guided weapons, and, after 2001, the GPS-guided JDAM series. By the time of the Afghanistan and Second Gulf Wars, the F-14 was already slated for replacement by the F/A-18E/F Super Hornet, and the Tomcat would be used mainly in the strike role, though TARPS reconnaissance sorties were also flown. The much-loved F-14 Tomcat was finally retired from US Navy service in September 2006, ending 36 years of operations. The aircraft remains in service with the Iranian Revolutionary Air Force.
F-14B BuNo 162911 may have only served with VF-11 ("Red Rippers") during its career in the US Navy. While aboard the USS George Washington (CVN-73), it was used as a Bombcat during the Second Gulf War in 2004, participating in the Second Battle of Fallujah. Shortly thereafter, 162911 was retired and donated to the Estrella Warbirds Museum, after being stripped of any classified military material. As a result, the airframe was greatly lightened, and the crew that flew 162911 from Pensacola to Paso Robles, California were able to sustain Mach 2.4--slightly faster than the F-14's published top speed!
As of June 2023, 162911 retains its VF-11 colors, though the canopy has badly fogged and the aircraft might could use a repaint. It is still in good condition. This is actually the sister Tomcat to 162912, which I saw at Grissom AFB, Indiana in 2018:
www.flickr.com/photos/31469080@N07/34777237756/in/photoli...
The US Navy had begun planning a replacement for the F-4 Phantom II in the fleet air defense role almost as soon as the latter entered service, but found itself ordered by then-Secretary of Defense Robert McNamara to join the TFX program. The subsequent F-111B was a failure in every fashion except for its AWG-9 fire control system, paired with the AIM-54 Phoenix very-long range missile. It was subsequently cancelled and the competition reopened for a new fighter, but Grumman had anticipated the cancellation and responded with a new design.
The subsequent F-14A Tomcat, last of the famous Grumman “Cat” series of US Navy fighters, first flew in December 1970 and was placed in production. It used the same variable-sweep wing concept of the F-111B and its AWG-9 system, but the Tomcat was much sleeker and lighter. The F-14 was provided with a plethora of weapons, including the Phoenix, long-range AIM-7 Sparrow, short-range AIM-9 Sidewinder, and an internal M61A1 Vulcan 20mm gatling cannon. This was due to the Vietnam experience, in which Navy F-4s found themselves badly in need of internal armament. Despite its large size, it also proved itself an excellent dogfighter.
The only real drawback to the Tomcat proved to be its powerplant, which it also shared with the F-111B: the Pratt and Whitney TF30. The TF30 was found to be prone to compressor stalls and explosions; more F-14s would be lost to engine problems than any other cause during its career, including combat. The Tomcat was also fitted with the TARPS camera pod beginning in 1981, allowing the RA-5C Vigilante and RF-8G Crusader dedicated recon aircraft to be retired. In addition to the aircraft produced for the US Navy, 79 of an order of 100 aircraft were delivered to Iran before the Islamic Revolution of 1979.
The Tomcat entered service in September 1974 and first saw action covering the evacuation of Saigon in 1975, though it was not involved in combat. The Tomcat’s first combat is conjectural: it is known that Iranian F-14s saw extensive service in the 1980-1988 Iran-Iraq War, and that Iranian Tomcats achieved a number of kills; the only F-14 ace was Iranian. The first American combat with the F-14 came in September 1981, when two F-14As shot down a pair of Libyan Su-22 Fitters over the Gulf of Sidra. The Tomcat would add another two kills to its record in 1987, two Libyan MiG-23s once more over the Gulf of Sidra.
The high losses due to problems with the TF30 (fully 84 Tomcats would be lost to this problem over the course of its career) led to the Navy ordering the F-14A+ variant during the war. The A+, redesignated F-14B in 1991, incorporated all wartime refits and most importantly, General Electric F110 turbofans. Among the refits was the replacement of the early A’s simple undernose IR sensor with a TISEO long-range camera system, allowing the F-14’s pilot to identify targets visually beyond the range of unaided human eyesight.
The majority of F-14As were upgraded to B standard, along with 67 new-build aircraft. A mix of F-14As and Bs would see action during the First Gulf War, though only a single kill was scored by Tomcats.. Subsequent to this conflict, the Navy ordered the definitive F-14D variant, with completely updated avionics and electronics, a combination IRST/TISEO sensor, replacement of the AWG-9 with the APG-71 radar, and a “glass” cockpit. Though the Navy had intended to upgrade the entire fleet to D standard, less than 50 F-14Ds ever entered service (including 37 new-builds), due to the increasing age of the design.
Ironically, the US Navy’s Tomcat swan song came not as a fighter, but a bomber. To cover the retirement of the A-6 Intruder and A-7 Corsair II from the fleet, the F-14’s latent bomb capability was finally used, allowing the “Bombcat” to carry precision guided weapons, and, after 2001, the GPS-guided JDAM series. By the time of the Afghanistan and Second Gulf Wars, the F-14 was already slated for replacement by the F/A-18E/F Super Hornet, and the Tomcat would be used mainly in the strike role, though TARPS reconnaissance sorties were also flown. The much-loved F-14 Tomcat was finally retired from US Navy service in September 2006, ending 36 years of operations. The aircraft remains in service with the Iranian Revolutionary Air Force.
Few kids who grew up in the 1980s didn't develop a love affair with the Tomcat, and doubly so for me, since I was a military brat. Naturally, my fictional naval air arm had to have a few squadrons of Tomcats. I chose a bit different from the normal US Navy camouflage, using gunship gray over light gray; this would actually be rather difficult to see in poor light conditions, including at night on a crowded carrier deck. Since the squadron was nicknamed "Unicorns," naturally their tail logo consisted of a unicorn with a flaming mane--which I stole from the anime "Area 88."
I apologize for the silvering of the tail and the canopy and the dust--it sat on my model shelf too long, and canned air tends to do strange things to black paint.
The US Navy had begun planning a replacement for the F-4 Phantom II in the fleet air defense role almost as soon as the latter entered service, but found itself ordered by then-Secretary of Defense Robert McNamara to join the TFX program. The subsequent F-111B was a failure in every fashion except for its AWG-9 fire control system, paired with the AIM-54 Phoenix very-long range missile. It was subsequently cancelled and the competition reopened for a new fighter, but Grumman had anticipated the cancellation and responded with a new design.
The subsequent F-14A Tomcat, last of the famous Grumman “Cat” series of US Navy fighters, first flew in December 1970 and was placed in production. It used the same variable-sweep wing concept of the F-111B and its AWG-9 system, but the Tomcat was much sleeker and lighter. The F-14 was provided with a plethora of weapons, including the Phoenix, long-range AIM-7 Sparrow, short-range AIM-9 Sidewinder, and an internal M61A1 Vulcan 20mm gatling cannon. This was due to the Vietnam experience, in which Navy F-4s found themselves badly in need of internal armament. Despite its large size, it also proved itself an excellent dogfighter.
The only real drawback to the Tomcat proved to be its powerplant, which it also shared with the F-111B: the Pratt and Whitney TF30. The TF30 was found to be prone to compressor stalls and explosions; more F-14s would be lost to engine problems than any other cause during its career, including combat. The Tomcat was also fitted with the TARPS camera pod beginning in 1981, allowing the RA-5C Vigilante and RF-8G Crusader dedicated recon aircraft to be retired. In addition to the aircraft produced for the US Navy, 79 of an order of 100 aircraft were delivered to Iran before the Islamic Revolution of 1979.
The Tomcat entered service in September 1974 and first saw action covering the evacuation of Saigon in 1975, though it was not involved in combat. The Tomcat’s first combat is conjectural: it is known that Iranian F-14s saw extensive service in the 1980-1988 Iran-Iraq War, and that Iranian Tomcats achieved a number of kills; the only F-14 ace was Iranian. The first American combat with the F-14 came in September 1981, when two F-14As shot down a pair of Libyan Su-22 Fitters over the Gulf of Sidra. The Tomcat would add another two kills to its record in 1987, two Libyan MiG-23s once more over the Gulf of Sidra.
The high losses due to problems with the TF30 (fully 84 Tomcats would be lost to this problem over the course of its career) led to the Navy ordering the F-14A+ variant during the war. The A+, redesignated F-14B in 1991, incorporated all wartime refits and most importantly, General Electric F110 turbofans. Among the refits was the replacement of the early A’s simple undernose IR sensor with a TISEO long-range camera system, allowing the F-14’s pilot to identify targets visually beyond the range of unaided human eyesight.
The majority of F-14As were upgraded to B standard, along with 67 new-build aircraft. A mix of F-14As and Bs would see action during the First Gulf War, though only a single kill was scored by Tomcats.. Subsequent to this conflict, the Navy ordered the definitive F-14D variant, with completely updated avionics and electronics, a combination IRST/TISEO sensor, replacement of the AWG-9 with the APG-71 radar, and a “glass” cockpit. Though the Navy had intended to upgrade the entire fleet to D standard, less than 50 F-14Ds ever entered service (including 37 new-builds), due to the increasing age of the design.
Ironically, the US Navy’s Tomcat swan song came not as a fighter, but a bomber. To cover the retirement of the A-6 Intruder and A-7 Corsair II from the fleet, the F-14’s latent bomb capability was finally used, allowing the “Bombcat” to carry precision guided weapons, and, after 2001, the GPS-guided JDAM series. By the time of the Afghanistan and Second Gulf Wars, the F-14 was already slated for replacement by the F/A-18E/F Super Hornet, and the Tomcat would be used mainly in the strike role, though TARPS reconnaissance sorties were also flown. The much-loved F-14 Tomcat was finally retired from US Navy service in September 2006, ending 36 years of operations. The aircraft remains in service with the Iranian Revolutionary Air Force.
This is another shot of the F-14 that visited the 1978 Ramstein airshow, from VF-14 ("Tophatters"), then aboard the USS John F. Kennedy. Dad got this picture as it came over the crowd. It was running clean, with no ordnance; the two white shapes under the fuselage are Phoenix pallets, used to carry the AIM-54 Phoenix missile. The shot gives a nice view of the F-14's planform.
The US Navy had begun planning a replacement for the F-4 Phantom II in the fleet air defense role almost as soon as the latter entered service, but found itself ordered by then-Secretary of Defense Robert McNamara to join the TFX program. The subsequent F-111B was a failure in every fashion except for its AWG-9 fire control system, paired with the AIM-54 Phoenix very-long range missile. It was subsequently cancelled and the competition reopened for a new fighter, but Grumman had anticipated the cancellation and responded with a new design.
The subsequent F-14A Tomcat, last of the famous Grumman “Cat” series of US Navy fighters, first flew in December 1970 and was placed in production. It used the same variable-sweep wing concept of the F-111B and its AWG-9 system, but the Tomcat was much sleeker and lighter. The F-14 was provided with a plethora of weapons, including the Phoenix, long-range AIM-7 Sparrow, short-range AIM-9 Sidewinder, and an internal M61A1 Vulcan 20mm gatling cannon. This was due to the Vietnam experience, in which Navy F-4s found themselves badly in need of internal armament. Despite its large size, it also proved itself an excellent dogfighter.
The only real drawback to the Tomcat proved to be its powerplant, which it also shared with the F-111B: the Pratt and Whitney TF30. The TF30 was found to be prone to compressor stalls and explosions; more F-14s would be lost to engine problems than any other cause during its career, including combat. The Tomcat was also fitted with the TARPS camera pod beginning in 1981, allowing the RA-5C Vigilante and RF-8G Crusader dedicated recon aircraft to be retired. In addition to the aircraft produced for the US Navy, 79 of an order of 100 aircraft were delivered to Iran before the Islamic Revolution of 1979.
The Tomcat entered service in September 1974 and first saw action covering the evacuation of Saigon in 1975, though it was not involved in combat. The Tomcat’s first combat is conjectural: it is known that Iranian F-14s saw extensive service in the 1980-1988 Iran-Iraq War, and that Iranian Tomcats achieved a number of kills; the only F-14 ace was Iranian. The first American combat with the F-14 came in September 1981, when two F-14As shot down a pair of Libyan Su-22 Fitters over the Gulf of Sidra. The Tomcat would add another two kills to its record in 1987, two Libyan MiG-23s once more over the Gulf of Sidra.
The high losses due to problems with the TF30 (fully 84 Tomcats would be lost to this problem over the course of its career) led to the Navy ordering the F-14A+ variant during the war. The A+, redesignated F-14B in 1991, incorporated all wartime refits and most importantly, General Electric F110 turbofans. Among the refits was the replacement of the early A’s simple undernose IR sensor with a TISEO long-range camera system, allowing the F-14’s pilot to identify targets visually beyond the range of unaided human eyesight.
The majority of F-14As were upgraded to B standard, along with 67 new-build aircraft. A mix of F-14As and Bs would see action during the First Gulf War, though only a single kill was scored by Tomcats.. Subsequent to this conflict, the Navy ordered the F-14D variant, with completely updated avionics and electronics, a combination IRST/TISEO sensor, replacement of the AWG-9 with the APG-71 radar, and a “glass” cockpit. Though the Navy had intended to upgrade the entire fleet to D standard, less than 50 F-14Ds ever entered service (including 37 new-builds), due to the increasing age of the design.
Ironically, the US Navy’s Tomcat swan song came not as a fighter, but a bomber. To cover the retirement of the A-6 Intruder and A-7 Corsair II from the fleet, the F-14’s latent bomb capability was finally used, allowing the “Bombcat” to carry precision guided weapons, and, after 2001, the GPS-guided JDAM series. By the time of the Afghanistan and Second Gulf Wars, the F-14 was already slated for replacement by the F/A-18E/F Super Hornet, and the Tomcat would be used mainly in the strike role, though TARPS reconnaissance sorties were also flown. The much-loved F-14 Tomcat was finally retired from US Navy service in September 2006, ending 36 years of operations. The aircraft remains in service with the Iranian Revolutionary Air Force.
Bureau Number 158985 was from one of the first production batches of the F-14A, and was delivered to the US Navy's VF-2 ("Bounty Hunters") aboard the USS Enterprise (CVN-65) in 1974. It would be among the Tomcats covering the final evacuation of Americans from South Vietnam during Operation Frequent Wind in 1975. 158985 would remain with VF-2 until 1980, when it was transferred ashore to serve with VF-124 ("Gunfighters"), the Pacific Fleet's Fleet Replacement Squadron for Tomcats at NAS Miramar, California. In 1983, 158985 went back to sea with VF-1 ("Wolfpack") aboard the USS Kitty Hawk (CV-63), then made its last stop with VF-191 ("Satan's Kittens") in 1987. That squadron was disestablished in 1988, but 158985 would not be retired until 1992, so it may have returned to VF-124. By 2013 or sooner, the aircraft was in the possession of the Yanks Air Museum in Chino, California, and it was restored in the colors of VF-2.
158985 shows VF-2's 1975-era colors, when the Tomcats still carried the Vietnam-era light gray over white scheme, and every aircraft in the squadron carried full-color insignia. Due to the crowding Yanks was forced to do to allow for social distancing, I was unable to get a decent picture of the whole aircraft, so I did the best I could with this nose-on view of 158985.
GAEC pre-flight documentation photo of Aquarius's critical life-sustaining/saving Environmental Control System (ECS), immediately before shipment to KSC.
See www.lpi.usra.edu/resources/apollo/frame/?AS13-61-8876 for the necessary, resourceful and brilliant in-flight configuration devised.
Or the other photograph in this album:
www.flickr.com/photos/146423059@N02/33505068014/in/album-...
The US Navy had begun planning a replacement for the F-4 Phantom II in the fleet air defense role almost as soon as the latter entered service, but found itself ordered by then-Secretary of Defense Robert McNamara to join the TFX program. The subsequent F-111B was a failure in every fashion except for its AWG-9 fire control system, paired with the AIM-54 Phoenix very-long range missile. It was subsequently cancelled and the competition reopened for a new fighter, but Grumman had anticipated the cancellation and responded with a new design.
The subsequent F-14A Tomcat, last of the famous Grumman “Cat” series of US Navy fighters, first flew in December 1970 and was placed in production. It used the same variable-sweep wing concept of the F-111B and its AWG-9 system, but the Tomcat was much sleeker and lighter. The F-14 was provided with a plethora of weapons, including the Phoenix, long-range AIM-7 Sparrow, short-range AIM-9 Sidewinder, and an internal M61A1 Vulcan 20mm gatling cannon. This was due to the Vietnam experience, in which Navy F-4s found themselves badly in need of internal armament. Despite its large size, it also proved itself an excellent dogfighter.
The only real drawback to the Tomcat proved to be its powerplant, which it also shared with the F-111B: the Pratt and Whitney TF30. The TF30 was found to be prone to compressor stalls and explosions; more F-14s would be lost to engine problems than any other cause during its career, including combat. The Tomcat was also fitted with the TARPS camera pod beginning in 1981, allowing the RA-5C Vigilante and RF-8G Crusader dedicated recon aircraft to be retired. In addition to the aircraft produced for the US Navy, 79 of an order of 100 aircraft were delivered to Iran before the Islamic Revolution of 1979.
The Tomcat entered service in September 1974 and first saw action covering the evacuation of Saigon in 1975, though it was not involved in combat. The Tomcat’s first combat is conjectural: it is known that Iranian F-14s saw extensive service in the 1980-1988 Iran-Iraq War, and that Iranian Tomcats achieved a number of kills; the only F-14 ace was Iranian. The first American combat with the F-14 came in September 1981, when two F-14As shot down a pair of Libyan Su-22 Fitters over the Gulf of Sidra. The Tomcat would add another two kills to its record in 1987, two Libyan MiG-23s once more over the Gulf of Sidra.
The high losses due to problems with the TF30 (fully 84 Tomcats would be lost to this problem over the course of its career) led to the Navy ordering the F-14A+ variant during the war. The A+, redesignated F-14B in 1991, incorporated all wartime refits and most importantly, General Electric F110 turbofans. Among the refits was the replacement of the early A’s simple undernose IR sensor with a TISEO long-range camera system, allowing the F-14’s pilot to identify targets visually beyond the range of unaided human eyesight.
The majority of F-14As were upgraded to B standard, along with 67 new-build aircraft. A mix of F-14As and Bs would see action during the First Gulf War, though only a single kill was scored by Tomcats.. Subsequent to this conflict, the Navy ordered the F-14D variant, with completely updated avionics and electronics, a combination IRST/TISEO sensor, replacement of the AWG-9 with the APG-71 radar, and a “glass” cockpit. Though the Navy had intended to upgrade the entire fleet to D standard, less than 50 F-14Ds ever entered service (including 37 new-builds), due to the increasing age of the design.
Ironically, the US Navy’s Tomcat swan song came not as a fighter, but a bomber. To cover the retirement of the A-6 Intruder and A-7 Corsair II from the fleet, the F-14’s latent bomb capability was finally used, allowing the “Bombcat” to carry precision guided weapons, and, after 2001, the GPS-guided JDAM series. By the time of the Afghanistan and Second Gulf Wars, the F-14 was already slated for replacement by the F/A-18E/F Super Hornet, and the Tomcat would be used mainly in the strike role, though TARPS reconnaissance sorties were also flown. The much-loved F-14 Tomcat was finally retired from US Navy service in September 2006, ending 36 years of operations. The aircraft remains in service with the Iranian Revolutionary Air Force.
F-14D 164350 was one of the last Tomcats to be built, and joined the fleet in 1992. It would fly with VF-2 ("Bounty Hunters") aboard the USS Constellation (CV-64) until 2001, when it was transferred to VF-31 ("Tomcatters") aboard first the USS John Stennis (CVN-74) and then the USS Theodore Roosevelt (CVN-71). It was retired in 2006, as one of the final F-14s in service, and donated to the Lone Star Flight Museum in Galveston, Texas. After the Lone Star Flight Museum was heavily damaged by Hurricane Ike, 164350 was moved to its new home at the Joe Davies Airpark in Palmdale, California.
164350 is a little oddly displayed: it carries VF-31's "Felix the Cat" mascot on the drop tanks and the squadron number on the ventral fins, but no other markings of the squadron. The aircraft was repainted from the medium gray used by Navy Tomcats on retirement to the light gray over white used by the F-14s on entering service in the early 1970s, but that is a scheme never used by the D-model Tomcats. The tails are marked with the Grumman company symbol and the F-14's "Anytime Baby" double-tail cat mascot. It's kind of a mishmash of markings. Still, it's always good to see a Tomcat.
The labor-intensive job of diverting fresh water into the Savannah National Wildlife Refuge has become easier since the U.S. Army Corps of Engineers Savannah District replaced the old wooden structures with custom-built diversion gates. The Fresh Water Control System was originally installed as a mitigation feature for the 1977 Savannah harbor deepening project. At a cost of $12.5 million, the new stainless steel structures modernize and automate the process of controlling water in the area. Previously, wildlife managers with the U.S. Fish and Wildlife Service could only route water to 3,000 acres of wetlands for waterfowl; with the gate improvements, the water management area has doubled to 6,000 acres. The project was completed in autumn 2011.
Full remote control via an android app for train speed/direction and all switches (13 independing controlled).
Seeking F22 Raptors, we only found F15's and plenty of them.
The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to permit the Air Force to gain and maintain air supremacy over the battlefield.
Features
The Eagle's air superiority is achieved through a mixture of unprecedented maneuverability and acceleration, range, weapons and avionics. It can penetrate enemy defense and outperform and outfight any current enemy aircraft. The F-15 has electronic systems and weaponry to detect, acquire, track and attack enemy aircraft while operating in friendly or enemy-controlled airspace. The weapons and flight control systems are designed so one person can safely and effectively perform air-to-air combat.
The F-15's superior maneuverability and acceleration are achieved through high engine thrust-to-weight ratio and low wing loading. Low wing-loading (the ratio of aircraft weight to its wing area) is a vital factor in maneuverability and, combined with the high thrust-to-weight ratio, enables the aircraft to turn tightly without losing airspeed.
A multimission avionics system sets the F-15 apart from other fighter aircraft. It includes a head-up display, advanced radar, inertial navigation system, flight instruments, ultrahigh frequency communications, tactical navigation system and instrument landing system. It also has an internally mounted, tactical electronic-warfare system, "identification friend or foe" system, electronic countermeasures set and a central digital computer.
The pilot's head-up display projects on the windscreen all essential flight information gathered by the integrated avionics system. This display, visible in any light condition, provides information necessary to track and destroy an enemy aircraft without having to look down at cockpit instruments.
The F-15's versatile pulse-Doppler radar system can look up at high-flying targets and down at low-flying targets without being confused by ground clutter. It can detect and track aircraft and small high-speed targets at distances beyond visual range down to close range, and at altitudes down to treetop level. The radar feeds target information into the central computer for effective weapons delivery. For close-in dogfights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display. The F-15's electronic warfare system provides both threat warning and automatic countermeasures against selected threats.
A variety of air-to-air weaponry can be carried by the F-15. An automated weapon system enables the pilot to perform aerial combat safely and effectively, using the head-up display and the avionics and weapons controls located on the engine throttles or control stick. When the pilot changes from one weapon system to another, visual guidance for the required weapon automatically appears on the head-up display.
The Eagle can be armed with combinations of different air-to-air weapons: AIM-120 advanced medium range air-to-air missiles on its lower fuselage corners, AIM-9L/M Sidewinder or AIM-120 missiles on two pylons under the wings, and an internal 20mm Gatling gun in the right wing root.
The F-15E is a two-seat, dual-role, totally integrated fighter for all-weather, air-to-air and deep interdiction missions. The rear cockpit is upgraded to include four multi-purpose CRT displays for aircraft systems and weapons management. The digital, triple-redundant Lear Siegler flight control system permits coupled automatic terrain following, enhanced by a ring-laser gyro inertial navigation system.
For low-altitude, high-speed penetration and precision attack on tactical targets at night or in adverse weather, the F-15E carries a high-resolution APG-70 radar and low-altitude navigation and targeting infrared for night pods
Background
The first F-15A flight was made in July 1972, and the first flight of the two-seat F-15B (formerly TF-15A) trainer was made in July 1973. The first Eagle (F-15B) was delivered in November 1974. In January 1976, the first Eagle destined for a combat squadron was delivered.
The single-seat F-15C and two-seat F-15D models entered the Air Force inventory beginning in 1979. These new models have Production Eagle Package (PEP 2000) improvements, including 2,000 pounds (900 kilograms) of additional internal fuel, provision for carrying exterior conformal fuel tanks and increased maximum takeoff weight of up to 68,000 pounds (30,600 kilograms).
The F-15 Multistage Improvement Program was initiated in February 1983, with the first production MSIP F-15C produced in 1985. Improvements included an upgraded central computer; a Programmable Armament Control Set, allowing for advanced versions of the AIM-7, AIM-9, and AIM-120A missiles; and an expanded Tactical Electronic Warfare System that provides improvements to the ALR-56C radar warning receiver and ALQ-135 countermeasure set. The final 43 included a Hughes APG-70 radar.
F-15C, D and E models were deployed to the Persian Gulf in 1991 in support of Operation Desert Storm where they proved their superior combat capability. F-15C fighters accounted for 34 of the 37 Air Force air-to-air victories. F-15E's were operated mainly at night, hunting SCUD missile launchers and artillery sites using the LANTIRN system.
They have since been deployed for air expeditionary force deployments and operations Southern Watch (no-fly zone in Southern Iraq), Provide Comfort in Turkey, Allied Force in Bosnia, Enduring Freedom in Afghanistan and Iraqi Freedom in Iraq.
General Characteristics
Primary function: Tactical fighter
Contractor: McDonnell Douglas Corp.
Power plant: Two Pratt & Whitney F100-PW-100, 220 or 229 turbofan engines with afterburners
Thrust: (C/D models) 23,450 pounds each engine
Wingspan: 42.8 feet (13 meters)
Length: 63.8 feet (19.44 meters)
Height: 18.5 feet (5.6 meters)
Weight: 31,700 pounds
Maximum takeoff weight: (C/D models) 68,000 pounds (30,844 kilograms)
Fuel Capacity: 36,200 pounds (three external plus conformal fuel tanks)
Payload: depends on mission
Speed: 1,875 mph (Mach 2 class)
Ceiling: 65,000 feet (19,812 meters)
Range: 3,450 miles (3,000 nautical miles) ferry range with conformal fuel tanks and three external fuel tanks
Crew: F-15A/C: one. F-15B/D/E: two
Armament: One internally mounted M-61A1 20mm 20-mm, six-barrel cannon with 940 rounds of ammunition; four AIM-9 Sidewinder and four AIM-120 AMRAAMs or eight AIM-120 AMRAAMs, carried externally.
Unit Cost: A/B models - $27.9 million (fiscal 98 constant dollars);C/D models - $29.9 million (fiscal 98 constant dollars)
Initial operating capability: September 1975
Inventory: Total force, 249
L.É. Orla P 41 Peacock-class coastal patrol vessel Irish Naval Service
L.É. ORLA was formerly the HMS SWIFT a British Royal Navy patrol vessel stationed in the waters of Hong Kong. She was purchased by the Irish State in 1988. The primary armament is a 76mm OTO MELARA compact gun and RADAMEC electro optical fire control system. L.É. ORLA is a high speed vessel, designed to move rapidly about the patrol area and to bring her considerable firepower to bear when necessary.
Ships Name
Orla was a very popular name in the 12th century all over Ireland. The names means ‘Sovereignty’ or ‘Golden Princess’ A sister of Brian Boru was named Orla as was his niece. Legend has it that Brian’s niece, Princess Orla, whose beauty was legendary, was beheaded for her indiscretions
Ships Charity - Chernobyl Childrens Charity
Adopted Port - Waterford City
Ships Characteristics
Type - Coastal Patrol Vessel
Length - 62.6m
Beam - 10m
Draught - 2.7m
Main Engines - 2 X Crossley SEMT- Pielstick Diesels 14,400 HP 2 Shafts
Speed - 25 + Knots
Range - 2500 Nautical Miles @ 17 knots
Crew - 39 (5 Officers)
Weaponry on Board Main Armament - 76mm OTO Melara Canon
Radamec Fire Control System
Secondary Armament
2 X 20mm Rheinmetall Rh202 Canon
2 X 12.7mm Heavy Machine Gun
Small Arms 9mm Pistol to 7.62mm General Purpose Machine Gun
The Irish Navy 1939-1996
Ireland 1939
Following the Insurrection against British rule in Ireland in 1916 and the conflict that raged for 5 years, a treaty was signed between Ireland and Britain in 1921.In this treaty, the Republic of Ireland (26 of the 32 Counties and called Eire) was denied certain powers in to having its own navy. It was, however, permitted to have a seagoing coastal service which although formed after the treaty survived for less than a year and was subsequently disbanded. Ireland's responsibility for naval defence of its Irish waters came in 1938 when Britain handed back the Irish Ports it had retained as part of the treaty agreement of 1921.These Ports were Cork Harbour (South Coast), Berhaven (SouthWest) and Lough Swilly (Northwest).
In 1939, at the outbreak of World War II Ireland opted to remain neutral. Ireland was now responsible for the defence of its ports and territorial waters. Its Navy was non-existent and its only armed vessels were 2 Fishery protection vessels.
As part of the emergency steps taken, two services were set up under the command of an Army Officer, Col. A.T. Lawlor .
1.The Marine and Coast Watching Service which would be a full time service.
2. The Maritime Inscription which was a volunteer Naval Reserve Force to be based in the main Sea and Fishing Ports with responsibility for Port Control and Ship Examination.
Prior to the arrival of the MTB,s Ireland had to make do with a Steam Trawler built in 1936. "Fort Rannoch", and the "Murichu" formally HMS Helga armed with a 3 pounder gun and used by the British to shell central Dublin during Easter Week 1916.
Irelands sea power during the war was 10 vessels:-
6 Motor Torpedo Boats.
2 Inshore Patrol Vessels.
1 Mine Layer.
1 Sail training Vessel.
At the end of the War it was obvious that Ireland would continue to need a naval force. The Marine Service was dis-banded in 1946 and reformed as the Naval Service.
The Maritime Inscription was disbanded in 1947 and reformed as An Slua Muiri (men of the sea) with 5 units:-
No.1 Company (Dublin)
No.2 Company (Dun Laoighaire)
No.3 Company (Waterford)
N0.4 Company (Cork)
No.5 Company (Limerick)
Post World War 2 Years
Britain had a surplus of warships at the end of the War (WW2) Ireland bought 3 Flower Class Corvettes, and renamed them LE Macha, LE Maev and LE Cliona.
During the 1950s Ireland's Navy consisted of the 3 Corvettes. Its primary role always was and always will be defence of the state at sea. However, fishery protection has been the main employment. In the 1960s these ageing vessels were scrapped until only one corvette was left as the sole Naval Vessel in Service entering the 1970s.
The Modernisation of the Irish Navy
The threat to internal security during the troubles in Northern Ireland and the new scourge of drugs and gun running created a change of emphiasis in employment of the Naval Service. The Government decided to purchase 3 Coniston Class Coastal Minesweepers fromBritain. These three Minesweepers were renamed "LE Grainne" (CM10), "LE Banba" (CM11) and "LE Fola" (CM12).
In conjunction with the purchase of the 3 Minesweepers it was also decided that a custom built all weather vessel would be built at home. This new modern all weather vessel would be capable of operating in the particularly extreme weather conditions on the Atlantic coast of western Ireland. Irelands first home built Naval Vessel came into service in May 1972 and named LE Deirdre (P20). This Offshore Patrol Vessel was followed by four more vessels to be built at home LE Emer (P21), LE Aoife (P22), LE Aisling (P23).
The last naval Patrol Vessel to be built in Ireland wasLE Eithne (P31) this vessel equipped with a Dauphin Helicopter is one of the most modern vessels of its class. The 3 Coastal Minesweepers were disposed of between 1984 and 1987.
Further additions to the Irish Navy
Two Peacock Class Vessels, (which cost £10 million to build in the 80s)were purchased from Britain in 1988. They are purpose built warships with 76mm Oto Melara Guns plus 4 single 7.62 machine guns and two 12.7mm heavy machine guns. The Peacocks renamed LE Orla (P41) and LE Ciara(P42) are capable of speeds in excess of 30 knots.
Today the Irish Navy is a proud, well equipped, professional and efficient service and has received many credits for its drug detection, sea rescue, and prevention of gun running.
The Naval Service is the State's principal seagoing agency with a general responsibility to meet contingent and actual maritime defence requirements. It is tasked with a variety of defence and other roles.
Defence roles include defending territorial seas, deterring intrusive or aggressive acts, conducting maritime surveillance, maintaining an armed naval presence, ensuring right of passage, protecting marine assets and contributing to a blockade if required. The Naval Service must also be capable of supporting Army operations by sea lift and close naval support.
Object Details: Comet Atlas is shown with what appears to be a random / sporadic meteor. Recently I've been trying to image this comet whenever the weather and sky conditions permit, and have been able to catch it on four nights over approximately the past two weeks (an image of the first session on March 25 can be found at the link attached here - www.flickr.com/photos/homcavobservatory/49722431972/
while a screenshot from April 8th seesion is attached here www.flickr.com/photos/homcavobservatory/49753794936/ ).
Current data indicate the nucleus is undergoing a disruption and may have fragmented into several distinct pieces. As such I will try to continue to image it to see what, if any, changes in appearance we may be able to detect.
Image Details: The attached was taken by Jay Edwards at 22:38 EDT on April 11, 2020 from the HomCav Observatory using a (vintage 1970) 8-in, f/6 Criterion newt. and an unmodded Canon 700D (t5i) controlled by APT. It is a single 1 minute exposure at ISO 1600 tracked using a Losmandy G-11 mount with a Gemini 2 control system and guided using a ZWO ASI290MC in a 80mm, f/6 Celetsron 'short-tube'. An 80mm, f/6 triplet apo. (i.e. an ED80T CF) is mounted piggyback on the 8-in. & was used to simultaneously shoot the comet with a 0.8X Televue field flattener / focal reducer and an identical / twin Canon 700D. Although as with many other frames captured recently, having been using the available time to collect as much data as I can on this object. I have yet to examine or process any of them.
As presented here, the image is a non-cropped, calibrated frame processed quickly in a combination of PI & PSP. It has been resized down to HD resolution and the bit depth has been lowered to 8 bits per channel.
With no one knowing exactly what this comet will do in the near future I'm looking forward to monitoring it when conditions allow, as it may just have a few more surprises in store for us.
The Ares I-X flight test vehicle is being built from a lot of off-the-shelf components. That includes the solid rocket booster first stage, which is coming directly from the space shuttle inventory -- or the avionics -- which are from the Atlas V Evolved Expendable Launch Vehicle. However, one of the lesser-known off-the-shelf parts for Ares I-X is the Roll Control System, or RoCS.
The RoCS four thrusters fire alongside the rocket in short pulses to control the vehicle’s roll. After clearing the launch tower, the Ares I-X rocket will be rolled 90 degrees to the same orientation that the Ares I rocket will use. Once that maneuver is completed, the RoCS keeps Ares I-X from rolling during flight like a corkscrew or a football spiraling downfield. This required a rocket engine that could be turned on and off like a thermostat -- only when needed to maintain position within a certain range.
There were actually a couple of choices: one was to use reaction control thrusters from the space shuttle. However, Ares I-X would have needed four thrusters per RoCS module -- eight in all for the mission. However, with the Shuttle production lines shut down and Ares I-X being an expendable rocket, the Shuttle program couldn't afford to part with any of their thrusters. Another option -- the one eventually chosen -- was the upper stage engine of the Peacekeeper missile system, which was in the process of being demilitarized and dismantled as part of the second Strategic Arms Reduction Treaty (START II).
The Peacekeeper's axial engine (or AXE) met several of the Ares I-X requirements, including the fact that it was a reliable, off-the-shelf system; it was able to handle the on/off pulsing cycle needed for the flight; its thrust was such that only two engines would be required per module; and it was relatively low-cost and available for use. (The Air Force agreed to transfer the axial engines NASA needed as well as the engines’ propellant and pressurization tanks, "for just the cost of shipping," as RoCS team leader Ron Unger put it.).
What a fantastic use of these components! Instead of being used for their original mission as part of a nuclear weapon, they're contributing to the first step in America's next generation of space exploration!
Image Credit: NASA
You can learn more about the Ares rockets at: www.nasa.gov/ares
p.s. You can see all of the Ares photos in the Ares Group in Flickr at: www.flickr.com/groups/ares/ We'd love to have you as a member!
Our world-class engineers in the Communications System Control Centre (CSC) centre manage all access to the Eutelsat space segment.
Controlling and co-ordinating client's services, the engineers monitor transmissions both visually and via an automatic control system that continuously measures signal quality.
They are immediately alerted to any decline in service quality, allowing the problem to be swiftly diagnosed and the service restored.
Credit: Adrien Daste / Eutelsat (2021)
FR-IT Solution provides Door Access Control Services. Advance Systems Access Control Solutions, we have a long history of providing some of the most reliable and innovative controlled. For access-controlled doors, electrified locking hardware with the option of built-in micro-switched request-to-exit (REX) signals back to the access system is recommended for maximum signal performance and systems reliability.
The Berlin S-Bahn [ɛs.baːn] is a rapid transit railway system in and around Berlin, the capital city of Germany. It has been in operation under this name since December 1930, having been previously called the special tariff area Berliner Stadt-, Ring- und Vorortbahnen (Berlin city, orbital, and suburban railways). It complements the Berlin U-Bahn and is the link to many outer-Berlin areas, such as Berlin Schönefeld Airport.
While in the first decades of this tariff zone the trains were steam-drawn, and even after the electrification of large parts of the network, a number of lines remained under steam, today the term S-Bahn is used in Berlin only for those lines and trains with third-rail electrical power transmission and the special Berlin S-Bahn loading gauge. The third unique technical feature of the Berlin S-Bahn, the automated mechanical train control, is being phased out and replaced by a communications-based train control system, but which again is specific to the Berlin S-Bahn.
In other parts of Germany and other German-speaking countries, other trains are designated S-Bahn without those Berlin specific features. The Hamburg S-Bahn is the only other system using third-rail electrification.
Today, the Berlin S-Bahn is no longer defined as this special tariff area of the national railway company, but is instead just one specific means of transportation, defined by its special technical characteristics, in an area-wide tariff administered by a public transport authority. The Berlin S-Bahn is now an integral part of the Verkehrsverbund Berlin-Brandenburg, the regional tariff zone for all kinds of public transit in and around Berlin and the federal state (Bundesland) of Brandenburg.
INTRODUCTION
The brand name "S-Bahn" chosen in 1930 mirrored U-Bahn, which had become the official brand name for the Berlin city-owned rapid transit lines begun under the name of Berliner Hoch- und Untergrundbahnen (Berlin elevated and underground lines), where the word of mouth had abbreviated "Untergrundbahn" to "U-Bahn", in parallel to "U-Boot" formed from "Unterseeboot" ("undersea boat" – submarine).
Services on the Berlin S-Bahn have been provided by the Prussian or German national railway company of the respective time, which means the Deutsche Reichsbahn-Gesellschaft after the First World War, the Deutsche Reichsbahn of the GDR (in both East and West Berlin) until 1993 (except West Berlin from 1984 to 1994, the BVG period) and Deutsche Bahn after its incorporation in 1994.
The Berlin S-Bahn consists today of 15 lines serving 166 stations, and runs over a total route length of 332 kilometres. The S-Bahn carried 395 million passengers in 2012. It is integrated with the mostly underground U-Bahn to form the backbone of Berlin's rapid transport system. Unlike the U-Bahn, the S-Bahn crosses Berlin city limits into the surrounding state of Brandenburg, e.g. to Potsdam.
Although the S- and U-Bahn are part of a unified fare system, they have different operators. The S-Bahn is operated by S-Bahn Berlin GmbH, a subsidiary of Deutsche Bahn, whereas the U-Bahn is run by Berliner Verkehrsbetriebe (BVG), the main public transit company for the city of Berlin.
OPERATION
NETWORK
The S-Bahn routes all feed into one of three core lines: a central, elevated east-west line (the Stadtbahn), a central, mostly underground north-south line (the Nord-Süd Tunnel), and a circular line (the Ringbahn). Outside the Ringbahn, suburban routes radiate in all directions.
Lines S1, S2, S25 and S26 are north-south lines that use the North-South tunnel as their midsection. They were equally distributed into Oranienburg, Bernau and Hennigsdorf in the north, and Teltow Stadt, Lichtenrade and Wannsee.
Lines S3, S5, S7, S9 and S75 are east-west lines using the Stadtbahn cross-city railway. The western termini are located at Potsdam and Spandau, although the S5 only runs as far as Westkreuz and the S75 to Ostkreuz. The eastern termini are Erkner, Strausberg Nord, Ahrensfelde and Wartenberg. The S9 uses a connector curve (Südkurve) at Ostkreuz to change from Stadtbahn to the South-eastern leg of the Ringbahn. Another curve, the Nordkurve to the North-eastern Ringbahn, was originally served by the S86 line, but it was demolished in preparation of the rebuilding of Ostkreuz station and was not rebuilt afterwards. Both connector curves were heavily used in the time of the Berlin Wall, as trains coming from the North-Eastern routes couldn't use the West Berlin North-South route and the Southern leg of the pre- and post-Wall Ringbahn was in West Berlin.
Lines S41 and S42 continuously circle around the Ringbahn, the former clockwise, the latter anti-clockwise. Lines S45, S46 and S47 link destinations in the southeast with the southern section of the Ringbahn via the tangential link from the Görlitzer Bahn to the Ring via Köllnische Heide.
Lines S8 and S85 are north-south lines using the eastern section of the Ringbahn between Bornholmer Straße and Treptower Park via Ostkreuz, using the Görlitzer Bahn in the South.
SERVICE HOURS
The S-Bahn generally operates between 4am and 1am Monday to Friday, between 5am and 1am on Saturdays and between 6:30am and 1am on Sundays during normal daytime service. However, there is a comprehensive night-time service on most lines between 1am and 5am on Saturdays and 01:00 and 06:30 on Sundays, which means that most stations enjoy a continuous service between Friday morning and Sunday evening. One exception to this is the section of the S 8 between Blankenburg and Hohen Neuendorf which sees no service in these hours. Most other lines operate without route changes, but some are curtailed or extended during nighttime. Particularly, the S 1, S 2, S 25, S 3, S 41, S 42, S 5, S 7 are unchanged, and the S 45 and S 85 have no nighttime service. Westbound lines S 46, S 47, S 75, and northbound S 9 terminate at stations Südkreuz, Schöneweide, Lichtenberg and Treptower Park, respectively.
HISTORY
FROM THE BEGINNINGS TILL END OF WORLD WAR II
With individual sections dating from the 1870s, the S-Bahn was formed in time as the network of suburban commuter railways running into Berlin, then interconnected by the circular railway connecting the various terminal railway stations, and in 1882 enhanced by the east-west cross-city line (called the "Stadtbahn", "city railway"). The forming of a distinct identity for this network began with the establishment of a special tariff for the area which was then called the "Berliner Stadt-, Ring- und Vorortbahnen", and which differed from the normal railway tariff. While the regular railway tariff was based on multiplying the distance covered with a fixed price per kilometer, the special tariff for this Berlin tariff zone was based on a graduated tariff based on the number of stations touched during the travel.
The core of this network, that is the cross-city ("Stadtbahn") East-West line and the circular Ringbahn, and several suburban branches were converted from steam operation to a third-rail electric railway in the latter half of the 1920s. The Wannsee railway, the suburban line with the highest number of passengers, was electrified in 1932/33. A number of suburban trains remained steam-hauled, even after the Second World War.
After building the East-West cross-city line connecting western suburban lines, which until then terminated at Charlottenburg station with eastern suburban lines which had terminated at Frankfurter Bahnhof (later Schlesischer Bahnhof), the logical next step was a North-South cross-city line connecting the northern suburban lines terminating at Stettiner Bahnhof with the southern suburban lines terminating at the subsidiary stations of the Berlin Potsdamer Bahnhof. The first ideas for this project emerged only 10 years after the completion of the East-West cross-city line, with several concrete proposals resulting from a 1909 competition held by the Berlin city administration. Another concrete proposal, already very close to the final realisation, was put forward in 1926 by Professor Jenicke of Breslau university. Many sections of the S-Bahn were closed during the war, both through enemy action and flooding of the Nord-Süd-Bahn tunnel on 2 May 1945 during the final Battle of Berlin. The exact number of casualties is not known, but up to 200 people are presumed to have perished, since the tunnel was used as a public shelter and also served to house military wounded in trains on underground sidings. Service through the tunnel commenced again in 1947.
THE TIME OF EXPANSION
BEFORE THE CONSTR'UCTION OF BERLIN WALL
After hostilities ceased in 1945, Berlin was given special status as a "Four-Sector City," surrounded by the Soviet Occupation Zone, which later became the German Democratic Republic (GDR). The Allies had decided that S-Bahn service in the western sectors of Berlin should continue to be provided by the Reichsbahn (DR), which was by now the provider of railway services in East Germany. (Rail services in West Germany proper were provided by the new Deutsche Bundesbahn.)
Before the construction of the Berlin Wall in 1961, the Berlin S-Bahn had grown to about 335 kilometres. On the 13 August 1961, it was the biggest turning point in the operation and network for the S-Bahn.
As relations between East and West began to sour with the coming of the Cold War, it had become the victim of the hostilities. Although services continued operating through all occupation sectors, checkpoints were constructed on the borders with East Berlin and on-board "customs checks" were carried out on trains. From 1958 onward, some S-Bahn trains ran non-stop through the western sectors from stations in East Berlin to stations on outlying sections in East Germany so as to avoid the need for such controls. East German government employees were then forbidden to use the S-Bahn since it travelled through West Berlin.
AFTER THE CONSTRUCTION OF BERLIN WALL
The S-Bahn has also been operated in two separate subnets of the Deutsche Reichsbahn. In East Berlin, the S-Bahn retained a transport share of approximately 35 percent, the mode of transport with the highest passenger share. In the 1970s and 1980s the route network continued to grow. In particular, the new housing estates were connected to the grid in the northeast of the city (Marzahn and Hohenschönhausen).
The construction of the Berlin Wall led to West Berlin calling for the unions and politicians to boycott the S-Bahn. Subsequently, passenger numbers fell.
However, the Berlin S-Bahn strike brought the S-Bahn to the attention of the public, and aroused the desire to for West Berlin to manage its section of the S-Bahn itself. In 1983 negotiations of representatives of the Senate, the SNB and the Deutsche Reichsbahn took place. In December 1983, these were concluded with Allied consent to the agreement between the Deutsche Reichsbahn and the Berlin Senate for the transfer of operating rights of the S-Bahn in the area of West Berlin. The BVG received the oldest carriages from the DR; but the BVG was eager to quickly get to modern standards for a subway. Therefore, soon new S-Bahn trains were purchased on their behalf, which are still in use on the Berlin S-Bahn network as the 480 series.
Even before the Wall fell, there were efforts to substantial re-commissioning of the S-Bahn network in West Berlin.
REUNIFICATION
After the Berlin Wall came down in November 1989, the first broken links were re-established, with Friedrichstraße on 1 July 1990, as the first. The BVG and DR jointly marketed the services soon after the reunification. Administratively, the divided S-Bahn networks remained separate in this time of momentous changes, encompassing German reunification and reunification of Berlin into a single city, although the dividing line was no longer the former Berlin Wall. DR and BVG (of the whole of reunified Berlin from 1 January 1992, after absorbing BVB of East Berlin) operated individual lines end to end, both into the other party's territories. For example, S2 was all BVG even after it was extended northward and southward into Brandenburg/former East German territory. The main east-west route (Stadtbahn) was a joint operation. Individual trains were operated by either BVG or DR end-to-end on the same tracks. This arrangement ended on 1 January 1994, with the creation of Deutsche Bahn due to the merger between DR and the former West Germany's Deutsche Bundesbahn. All S-Bahn operations in Berlin were transferred to the newly formed S-Bahn Berlin GmbH as a subsidiary of Deutsche Bahn, and the BVG withdrew from running S-Bahn services.
Technically, a number of projects followed in the steps of re-establishing broken links in order to restore the former S-Bahn network to its 1961 status after 1990,
especially the Ringbahn. In December 1997 the connection between Neukölln and Treptower Park via Sonnenallee was reopened, enabling S4 trains to run 75% of the whole ring between Schönhauser Allee and Jungfernheide. On 16 June 2002, the section Gesundbrunnen – Westhafen also reopened, re-establishing the Ringbahn operations.
EXPANSION
REDEVELOPMENT PROJECTS
OSTKREUZ
In 1988, Deutsche Reichsbahn presented plans for the transformation of Ostkreuz station. The long postponed renovation of the station began in 2007.
With nine lines (four on the Stadtbahn and five on the Ringbahn), Ostkreuz is one of the busiest stations on the network. Since the reconstruction is taking place during full operations. Work under the current plans was original projected to be completed by 2016, but it has been delayed and it is now expected to be completed in 2018.
With the progress of construction work on 31 August 2009, the southern connection and platform A were decommissioned. This route had to be realigned as a result. The construction plans envisaged that the connection would be restored by 2014. After its completion, traffic will again be able to be run from the southern Ringbahn onto the Stadtbahn.
In October 2009, the new Regionalbahn station on the Ringbahn was sufficiently complete for S-Bahn trains on the Ringbahn to use it temporarily. Demolition of the Ringbahn platform could then start and the new platform, including a concourse, could be built. This was put into operation on 16 April 2012, after a 16-day possession.
WIKIPEDIA
When the grader attachment is equipped with the laser control system, the blade moves up and down automatically to keep the base materials on grade.
"Launched April 6, 1984, one of the goals of the STS-41C mission was to repair the damaged free-flying Solar Maximum Mission (SMM) satellite, or Solar Max. The original plan was to make an excursion out to the SMMS and capture it for necessary repairs. Pictured is Mission Specialist George Nelson attempting to grapple the damaged satellite in a capture attempt. This attempted feat was unsuccessful. It was necessary to capture the satellite via the orbiter's Remote Manipulator System (RMS) and secure it into the cargo bay in order to perform the repairs, which included replacing the altitude control system and the coronograph/polarimeter electronics box. The SMM satellite was originally launched into space via the Delta Rocket in February 1980, with the purpose of providing a means of studying solar flares during the most active part of the current sunspot cycle. Dr. Einar Tandberg-Hanssen of Marshall Space Flight Center's Space Sciences Lab was principal investigator for the Ultraviolet Spectrometer and Polarimeter, one of the seven experiments of the Solar Max."
The above is my minor paraphrasing of a NASA caption associated with the widely published image of the capture attempt (linked to below). Note the substantially different orientation of Solar Max in this photograph in comparison to that image, which was taken earlier during the capture attempt. Assuming that a constant relative position & distance was maintained between Solar Max & the orbiter during this time, the substantially different orientation of the satellite must be due to the motion imparted by Nelson’s repeated unsuccessful grappling attempts.
Additional pointless musings: As Nelson is nowhere near the grapple fixture, I’m wondering if this was after he had ceased further attempts at securing the satellite. Or possibly, shortly before/after he grabbed one of the solar arrays in a last ditch attempt to dampen its rotation. Finally, note also that the high-gain antenna appears to have been retracted, into a possible stowed position.
Interesting reading:
“Precisely on time, after a 10-minute solo flight, Nelson arrived in Solar Max’s vicinity and used the MMU’s thrusters to gently match its rotation. Unfortunately, when he moved in to mate his TPAD with the satellite, it did not clamp properly into place. “We didn’t know what was wrong,” explained Hart, “but, being mechanical engineers, we said ‘If a small hammer doesn’t work, use a bigger hammer!’ So Pinky went in twice as fast the next time and he hit again and bounced right off again.” A third try, which imparted yet more force, also failed. Had the TPAD been affected by the cold of orbital darkness? Its temperature after removal from the payload bay storage locker had not been maintained, but pre-flight tests and actual flight experience on Mission 41B determined that it was capable of withstanding at least a few hours in the frigid darkness.
Low temperatures did not seem to be a contributory factor. Furthermore, when Nelson pushed the TPAD against Solar Max, its trigger activated and released a pair of jaws in an attempt to grab onto its quarry. This ruled out a malfunction in the docking hardware. However, as the first EVA continued, the crew saw another problem brewing: Nelson’s efforts had jostled Solar Max out of its previously slow spin and Crippen asked him to grab a solar panel to steady it. The gyroscopic effect of this action worsened matters, and, with his MMU’s nitrogen supply running low, Nelson returned to Challenger. Instead of revolving gently, like a top, Solar Max was now tumbling unpredictably around all three axes.
Four tries by Hart to grapple it with the RMS proved fruitless, and Crippen opted to withdraw to a distance of about 100 miles (160 km) until a new strategy could be thrashed out. “The grappling pin I had to grab was underneath one of the large solar panels, so I could only get [the arm] there under certain conditions,” recalled Hart, “and it was very hard to predict how it was doing. I got close to it and I was maybe a foot away from getting it, but I’d reach some limit on the elbow or the wrist. I couldn’t go far enough or fast enough to get it. It may be a good thing, because the satellite was tumbling so much that if I had gotten it, it may have actually broken the arm! Crippen, rightfully, said ‘King’s X. Let’s go back.’ We got the Shuttle back in position in front of the satellite and then we stabilized everything. We had fuel left, but not enough to do what we were doing anymore.”
Privately, the astronauts were convinced that they had blown it and that the mission was a failure. “I could see myself spending the next six months in Washington,” Crippen told the NASA oral historian, “explaining why we didn’t grab that satellite!
…It also became clear during the second spacewalk precisely why Nelson’s attempts to capture Solar Max had been thrice frustrated: a small grommet, just 0.8 inches (20 mm) high and 0.25 inches (6.4 mm) thick, had obstructed the full penetration of the TPAD onto the satellite’s trunnion pin. The grommet, which was installed near the pin, helped to hold part of Solar Max’s gold-colored thermal insulation blanket in place.
“What no-one noticed,” explained Hart, “is that one of the blankets had been put on with a little fiberglass standoff that the grommets would fit over. The engineering drawings didn’t specify where those standoffs could be, so when they assembled the satellite, the technicians just put one wherever the grommet was. They glued it onto the metal frame, then stuck the blanket on. That was the correct thing to do, because no-one envisioned using that pin for anything.” A use for the pin did emerge, however, a year after Solar Max’s launch, when the option of a shuttle repair was first explored in depth, “but when they were designing the TPAD,” Hart continued, “no-one noticed that there was a grommet there. When Pinky went to dock, it interfered with the docking adaptor.”
It turned out that, if Nelson had made his approach to the pin within a very narrow pitch angle “corridor,” he might have succeeded and captured Solar Max. However, during his second EVA, he took measurements of where the grommet was and the obstruction it posed, and found that it stuck out 0.6 inches (1.5 cm) too far. The TPAD, clearly, would not work. Either way, Challenger’s on-board fuel was now too low to support a rescue if Nelson’s MMU happened to fail. Instead, Crippen would fly close enough to Solar Max for Hart to grapple it with the mechanical arm.”
From/At:
www.americaspace.com/2014/04/05/fixing-solar-max-30-years...
www.americaspace.com/2014/04/06/fixing-solar-max-30-years...
Credit: AmericaSpace.com website
This image is excerpted from a U.S. GAO report:
www.gao.gov/products/GAO-19-649
DOD Installations: Monitoring Use of Physical Access Control Systems Could Reduce Risks to Personnel and Assets
a) “Fitness for access” is a determination based on historic and current information that an individual is likely not a risk to the safety, security, and efficiency of an installation or its occupants.
b) “Derogatory information” is information that reflects negatively on the integrity or character of an individual. Examples of derogatory information include, but are not limited to, aspects of an individual’s criminal history.
This image is excerpted from a U.S. GAO report:
FEDERAL FACILITY CYBERSECURITY: DHS and GSA Should Address Cyber Risk to Building and Access Control Systems
This hands-on design module course introduce students to microcontroller platforms like Arduino. Students meet weekly to learn the basics behind programming the microcontroller development board, use of external programs to support development of controlled systems and build circuits using the platform in the design of simple control systems. Instructor: Dr. Jennifer Choi, UC Davis Department of Biomedical Engineering.
Car No.5 runs up to Bungalow
Car No.5 was delivered to the Snaefell Mountain Railway in Spring 1895, the fifth of six identical vehicles built by G.F. Milnes of Birkenhead. In common with the rest of the fleet, the Car was delivered unglazed however this had been fitted by 1896, and a roof clerestory the following year to increase the levels of comfort for passengers. Mather & Platt electrical gear and control systems were used, and the Car had gained a roof-mounted advertising board by the early 1900s.
The Summit-end Control equipment was changed in 1903/04 from the original Mather and Platt example to use a General Electric K11 Controller, and later a K12 Controller in 1954. Apart from this, the Car remained little altered for nearly seventy years, although No.5 regularly swapped its trucks with Works Car No.7 until at least the early 1950s.
On the 16th August 1970, a fire started by an underfloor short circuit whilst No.5 was at the Summit, and the vehicle was rapidly reduced to its frames, trucks and one cab end. The fire was initially blamed on the advertising board fitted to the Car, with high winds causing No.5 to ‘rock’ and loosen wires, however it is now thought that the regular swapping of trucks between No.5 and No.7 mentioned above meant that the Cars wiring was in far poorer condition than any of the six passenger Cars on the system, meaning an electrical fault caused the events that year.
With the frames and trucks reusable, a new body was built for No.5 by H D Kinnin of Ramsey, being built in only eleven months. The superstructure remained mostly the same however the Car was not rebuilt with a clerestory, and was fitted with modern bus-style windows. The ‘new’ No.5 returned to active service on the 8th July 1971. The Car was also fitted with cushioned bench seats and remains the only Snaefell vehicle to be so fitted.
Although the original equipment was reused, it would be replaced itself seven years later, with the original Mather and Platt traction motors becoming worn out. The decision was made to re-quip the entire 6 car-fleet as a whole with materials and control equipment from German Aachen Tramcars fabricated inside replica 1895-style trucks built by London Transport. No.5 was the last Snaefell Car to use it’s original 1895 Mather and Platt motors and Trucks, ending an era on the last day of service for 1978, the 30th of September. Following this, it was moved to Derby Castle Car Sheds on the M.E.R. for refitted, and returned to Snaefell in Autumn 1979 with modernised electric equipment and regenerative braking.
No.5’s last trip on the Manx Electric for overhaul at Derby Castle Car Sheds was during October 1996. Whilst at Derby Castle Car Sheds, No.5 was repainted with the title ‘Raad-yairn Snaiull‘ on the sides (Snaefell Mountain Railway in Manx Gaelic). A wheelchair lift was preliminarily fitted at the right-hand Summit end of No.5 (but was removed after Health and Safety discussions) and the aluminium-framed windows were removed for conventional wooden ones. No.5 was the last Car to receive attention at Derby Castle (all further work is now undertaken in-house at the Snaefell Car Sheds), moving back during May 2003.
manxelectricrailway.co.uk/snaefell/stocklist/motors/snaef...
Tony Mac’s all-original 1963 VW Beetle certainly gets a lot of attention. The self-built 17″ 3-piece up-converted VW Smoothies give the car a very aggressive appearance, especially when they are tucked. This Beetle is equipped with the AccuAir e-Level Control System, which allows you...
www.vividracing.com/blog/vividracing-client-cars/tony-mac...
L.É. Orla P 41 Peacock-class coastal patrol vessel Irish Naval Service
L.É. ORLA was formerly the HMS SWIFT a British Royal Navy patrol vessel stationed in the waters of Hong Kong. She was purchased by the Irish State in 1988. The primary armament is a 76mm OTO MELARA compact gun and RADAMEC electro optical fire control system. L.É. ORLA is a high speed vessel, designed to move rapidly about the patrol area and to bring her considerable firepower to bear when necessary.
Ships Name
Orla was a very popular name in the 12th century all over Ireland. The names means ‘Sovereignty’ or ‘Golden Princess’ A sister of Brian Boru was named Orla as was his niece. Legend has it that Brian’s niece, Princess Orla, whose beauty was legendary, was beheaded for her indiscretions
Ships Charity - Chernobyl Childrens Charity
Adopted Port - Waterford City
Ships Characteristics
Type - Coastal Patrol Vessel
Length - 62.6m
Beam - 10m
Draught - 2.7m
Main Engines - 2 X Crossley SEMT- Pielstick Diesels 14,400 HP 2 Shafts
Speed - 25 + Knots
Range - 2500 Nautical Miles @ 17 knots
Crew - 39 (5 Officers)
Weaponry on Board Main Armament - 76mm OTO Melara Canon
Radamec Fire Control System
Secondary Armament
2 X 20mm Rheinmetall Rh202 Canon
2 X 12.7mm Heavy Machine Gun
Small Arms 9mm Pistol to 7.62mm General Purpose Machine Gun
The Irish Navy 1939-1996
Ireland 1939
Following the Insurrection against British rule in Ireland in 1916 and the conflict that raged for 5 years, a treaty was signed between Ireland and Britain in 1921.In this treaty, the Republic of Ireland (26 of the 32 Counties and called Eire) was denied certain powers in to having its own navy. It was, however, permitted to have a seagoing coastal service which although formed after the treaty survived for less than a year and was subsequently disbanded. Ireland's responsibility for naval defence of its Irish waters came in 1938 when Britain handed back the Irish Ports it had retained as part of the treaty agreement of 1921.These Ports were Cork Harbour (South Coast), Berhaven (SouthWest) and Lough Swilly (Northwest).
In 1939, at the outbreak of World War II Ireland opted to remain neutral. Ireland was now responsible for the defence of its ports and territorial waters. Its Navy was non-existent and its only armed vessels were 2 Fishery protection vessels.
As part of the emergency steps taken, two services were set up under the command of an Army Officer, Col. A.T. Lawlor .
1.The Marine and Coast Watching Service which would be a full time service.
2. The Maritime Inscription which was a volunteer Naval Reserve Force to be based in the main Sea and Fishing Ports with responsibility for Port Control and Ship Examination.
Prior to the arrival of the MTB,s Ireland had to make do with a Steam Trawler built in 1936. "Fort Rannoch", and the "Murichu" formally HMS Helga armed with a 3 pounder gun and used by the British to shell central Dublin during Easter Week 1916.
Irelands sea power during the war was 10 vessels:-
6 Motor Torpedo Boats.
2 Inshore Patrol Vessels.
1 Mine Layer.
1 Sail training Vessel.
At the end of the War it was obvious that Ireland would continue to need a naval force. The Marine Service was dis-banded in 1946 and reformed as the Naval Service.
The Maritime Inscription was disbanded in 1947 and reformed as An Slua Muiri (men of the sea) with 5 units:-
No.1 Company (Dublin)
No.2 Company (Dun Laoighaire)
No.3 Company (Waterford)
N0.4 Company (Cork)
No.5 Company (Limerick)
Post World War 2 Years
Britain had a surplus of warships at the end of the War (WW2) Ireland bought 3 Flower Class Corvettes, and renamed them LE Macha, LE Maev and LE Cliona.
During the 1950s Ireland's Navy consisted of the 3 Corvettes. Its primary role always was and always will be defence of the state at sea. However, fishery protection has been the main employment. In the 1960s these ageing vessels were scrapped until only one corvette was left as the sole Naval Vessel in Service entering the 1970s.
The Modernisation of the Irish Navy
The threat to internal security during the troubles in Northern Ireland and the new scourge of drugs and gun running created a change of emphiasis in employment of the Naval Service. The Government decided to purchase 3 Coniston Class Coastal Minesweepers fromBritain. These three Minesweepers were renamed "LE Grainne" (CM10), "LE Banba" (CM11) and "LE Fola" (CM12).
In conjunction with the purchase of the 3 Minesweepers it was also decided that a custom built all weather vessel would be built at home. This new modern all weather vessel would be capable of operating in the particularly extreme weather conditions on the Atlantic coast of western Ireland. Irelands first home built Naval Vessel came into service in May 1972 and named LE Deirdre (P20). This Offshore Patrol Vessel was followed by four more vessels to be built at home LE Emer (P21), LE Aoife (P22), LE Aisling (P23).
The last naval Patrol Vessel to be built in Ireland wasLE Eithne (P31) this vessel equipped with a Dauphin Helicopter is one of the most modern vessels of its class. The 3 Coastal Minesweepers were disposed of between 1984 and 1987.
Further additions to the Irish Navy
Two Peacock Class Vessels, (which cost £10 million to build in the 80s)were purchased from Britain in 1988. They are purpose built warships with 76mm Oto Melara Guns plus 4 single 7.62 machine guns and two 12.7mm heavy machine guns. The Peacocks renamed LE Orla (P41) and LE Ciara(P42) are capable of speeds in excess of 30 knots.
Today the Irish Navy is a proud, well equipped, professional and efficient service and has received many credits for its drug detection, sea rescue, and prevention of gun running.
The Naval Service is the State's principal seagoing agency with a general responsibility to meet contingent and actual maritime defence requirements. It is tasked with a variety of defence and other roles.
Defence roles include defending territorial seas, deterring intrusive or aggressive acts, conducting maritime surveillance, maintaining an armed naval presence, ensuring right of passage, protecting marine assets and contributing to a blockade if required. The Naval Service must also be capable of supporting Army operations by sea lift and close naval support.
In documenting the condition of the Lunar Module ascent stage, Charlie Duke has moved around to the northeast of the spacecraft. Along with the ablation and blistering evident on the plume deflector, some of the panels on the rear surface of the ascent stage have buckled.
Note also the nappy, 'textured' appearance of the panels to the immediate right of the Reaction Control System (RCS) thrusters, almost as if loose lint had been attracted to the surface. I believe the crew noted this appearance while the spacecraft were docked during the translunar coast.
Some background:
The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).
The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.
The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties, which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.
The basic VF-1 was deployed in four minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.
The FAST Pack system was designed to enhance the VF-1 Valkyrie variable fighter, and the initial V1.0 came in the form of conformal pallets that could be attached to the fighter’s leg flanks for additional fuel – primarily for Long Range Interdiction tasks in atmospheric environment. Later FAST Packs were designed for space operations.
After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.
The versatile aircraft also underwent constant upgrade programs, leading to improved versions like the VF-1N and P. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards. Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wing-tips, on the fins and/or on the LERXs. Improved ECM measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods.
The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters in several variants.
However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!
General characteristics:
All-environment variable fighter and tactical combat Battroid,
used by U.N. Spacy, U.N. Navy, U.N. Space Air Force and U.N.Spacy Marines
Accommodation:
Single pilot in Marty & Beck Mk-7 zero/zero ejection seat
Dimensions:
Fighter Mode:
Length 14.23 meters
Wingspan 14.78 meters (at 20° minimum sweep)
Height 3.84 meters
Battroid Mode:
Height 12.68 meters
Width 7.3 meters
Length 4.0 meters
Empty weight: 13.25 metric tons
Standard T-O mass: 18.5 metric tons
MTOW: 37.0 metric tons
Power Plant:
2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)
4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1x wing thruster roll control system on each wingtip)
18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles
Performance:
Battroid Mode: maximum walking speed 160 km/h
Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87
g limit: in space +7
Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24
Design Features:
3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system
Transformation:
Standard time from Fighter to Battroid (automated): under 5 sec.
Min. time from Fighter to Battroid (manual): 0.9 sec.
Armament:
2x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute
1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min
4x underwing hard points for a wide variety of ordnance, including:
- 12x AMM-1 hybrid guided multipurpose missiles (3/point), or
- 12x MK-82 LDGB conventional bombs (3/point), or
- 6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or
- 4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,
- or a combination of above load-outs
The kit and its assembly:
This was a spontaneous interim build in a busy time, so that the kit remained almost OOB. The model is one of the vintage ARII kits, and the build circled primarily around the (fictional) livery. The latter is a kind of re-interpretation of a paint scheme that I had applied to a “Wild Weasel” Valkyrie many years ago – it carried a three-tone wraparound scheme which had been inspired by the USAF’s “European One” schemes, also known as “Lizard”, and most popular for having been applied to the A-10s based in Germany. However, I used much more toned-down colors (Dark Slate Grey, Olive Drab and Dark Grey), which created an almost uniform but also very dull look. I wanted something similar, but with “brighter” colors, but also not a copy of the “Lizard” scheme. More about that later.
As already mentioned, the kit remained OOB, just a pilot was added to the cockpit because it would be built with the landing gear tucked up and put on a display. Due to the clear but thick canopy no extra detailing was done inside. Characteristic blade antennae were added to the nose flanks and on the spine.
The ordnance was taken OOB, too, I just replaced two AMM-1 missiles on the outer pylons with a scratched ECM pod and a chaff/flare dispenser.
The display is one of my almost-patented wire constructions that use the OOB display base and is attached to the back of the ventral gun pod.
Painting and markings:
As already mentioned, “European One/Lizard” was the guiding theme, but with the intent to use lighter colors. Another influence was the two-tone scheme which the Brazilian Air Force used on their F-5Es and some Tucano trainers. It consists of FS 34092 (European One Green) and FS 36173 (Neutral Grey), with the green only added to the upper surfaces, in a rather disruptive pattern. I borrowed this basic idea and added a third color, Humbrol 150 (Forest Green), as a lighter alternative to FS 34102 (Medium Green) from the original “Lizard” scheme. The pattern for the upper surfaces was lent from a Vietnam War era RA-3B, which carried different colors, though (three shades of grey). The other tones are Humbrol 149 and Tamiya XF-53.
The cockpit became medium grey (Revell 47) with a brown seat. The air intake interiors landing gear was painted in classic white, while the air intakes and some other details were painted in dark grey (Humbrol 67), which helps brightening the camouflage up. For the same reason I gave the aircraft a black radome – it stands out quite well, but I felt that a grey nose or the extension of the camouflage up to the nose tip would make the Valkyrie look less UNSAF-like. Another factor is a benchmark VF-11 I found in a source book which also carries a kind of European One scheme, and it also has a completely black nose radome.
A black ink wash was used to highlight the engraved panel lines and only light post-shading was done here and there. The wings’ leading edges were created with decal sheet material from TL Modellbau, the low-viz kite roundels were printed at home on transparent decal film. Most stencils were taken from the VF-1’s OOB decal sheet, the squadron markings and the tactical code were puzzled together from the scrap box. The “UNSAF” markings on the legs were created with single 3mm letters, also from TL Modellbau.
Finally, the kit received a coat of matt acrylic varnish (Italeri), just the black radome received a sheen finish.
A quick project, and another camouflaged VF-1 that IMHO proves that there’s hardly any paint scheme that does not suit Shoji Kawamori’s elegant robot/airplane design. Those small Valkyrie kits never get boring, at least to me! :D
With the piston-engined Lockheed EC-121 Warning Stars in USAF service beginning to show their age, the USAF issued a dual requirement in 1966 for a jet-powered airborne early warning system and an advanced radar to go with it. Both Boeing and McDonnell Douglas submitted designs based on their successful airliners—the 707 and the DC-8 respectively—while Hughes and Westinghouse competed for the radar.
Because the USAF was familiar with the 707 series thanks to its use of the C-137 Stratoliner and KC-135 Stratotanker, the Boeing proposal was chosen, with two aircraft designated as pre-production EC-137D testbeds. The radar was more problematic, as both companies had submitted superb designs, but eventually Westinghouse won the competition due to its use, revolutionary at the time, of digital programmable battle computers. Though the 30-foot diameter rotating radar dome looked a little incongruous mounted atop the fuselage, it was no detriment to performance and was a huge improvement over that carried by the EC-121; it combined the two radars of the Warning Star into one single piece of equipment and had much better look-down capability as compared to the earlier aircraft.
The interior of the aircraft was fitted with control stations, giving the USAF unmatched battle airspace management capability, thanks to datalinks that connected the E-3 into integrated systems already in place, namely in NATO Central Europe. The APY-1 radar can detect aircraft out to 400 miles, which encompassed most of the European continental airspace, as well as provide some overwater detection capabilities. The range and loiter capability of the E-3 allowed it to remain well behind the battle line for hours on circular “tracks."
After an uneventful testing period with the EC-137Ds, the aircraft was placed in full production as the E-3A Sentry AWACS (Airborne Warning and Control System) in 1975, with the first aircraft entering service in 1977. Throughout the Cold War, USAF E-3s—soon joined by 18 Sentries built specifically for NATO use, based in Germany with Luxembourgian registration—maintained steady patrols from Iceland to Turkey, keeping electronic eyes on Warsaw Pact forces behind the Iron Curtain. The greatest achievement that can be given to these aircraft is probably that their mere presence may have acted as a deterrent, as an all-out surprise attack on NATO bases would have been detected early.
The first combat use of the E-3 would come in 1991, during the First Gulf War with Iraq. USAF and Saudi Arabian E-3s were among the first aircraft to arrive for the buildup to war in Operation Desert Shield, and these aircraft continually kept an eye on Iraqi deployments throughout the six-month prelude to war. This was to come in handy when hostilities began, as the E-3 crews could anticipate Iraqi reactions and vector fighters, mainly F-15 Eagles, to intercept Iraqi fighters before a strike force was threatened. Of the 41 confirmed kills made by Coalition forces in Desert Storm, 38 were done with the assistance of E-3 crews.
The performance of the Sentry made an impression on air forces around the world, resulting in France buying E-3Fs; the United Kingdom had already placed an order for Sentry AEW.2s to replace both the ancient Shackleton AEW.2s in service and the failed Nimrod AEW.1.
While the E-3 had proven itself over Iraq, its electronics were getting dated: by 1995, personal computers had more storage space than the E-3’s 1977-technology machines. This was rectified in a long upgrade program that upgraded all of the Sentry’s electronic systems, as well as giving it enhanced surveillance capability by adding ESM sensors in bulges along the fuselage sides and underneath the nose: besides being able to vector fighters to airborne intercepts and coordinate airstrikes on ground targets, upgraded E-3Cs can now also detect enemy radars and send Wild Weasel SEAD aircraft against them. The newest upgrade, completed in 2001, added GPS to the E-3’s capability. Of the 68 E-3s built or converted, 65 remain in service, three having been lost in accidents.
Dad got this picture of an E-3A shortly before he boarded it in 1978. Dad's job in the USAF was a radar controller, and at the time the AWACS system was just coming into use for NATO in Europe. He and several other enlisted radar controllers were flown in an E-3 to get a briefing on how the aircraft worked. Dad, being an aviation enthusiast, asked to visit the cockpit and was allowed to sit in the pilot's seat. While he was getting a friend to take some pictures, the pilot switched off the autopilot and said "Sergeant, your aircraft!" Dad was scared out of his mind, as he was now responsible for the lives of everyone aboard! Luckily, he was required to do nothing but hold the E-3 steady for about five minutes in perfect weather, with a copilot next to him. Still, it was an exhilarating experience for Dad, who as an enlisted man never got to fly anything.
This E-3 was assigned to the 552nd AWCW (now 552nd ACW), based at Tinker AFB, Oklahoma, though the picture was taken on the ramp at Ramstein, West Germany. The tail number is blurry, so this may be either 75-0557, one of the first production E-3As, or 77-0354. If it is the former, 75-0557 was later modified to E-3C standard and still flies today with the 552nd. If it is the latter, its ending was far more tragic: flying as Yukla 27, 75-0354 crashed with the loss of all 24 people aboard in 1995, as the result of a bird strike at Elmendorf AFB, Alaska.
The US Navy had begun planning a replacement for the F-4 Phantom II in the fleet air defense role almost as soon as the latter entered service, but found itself ordered by then-Secretary of Defense Robert McNamara to join the TFX program. The subsequent F-111B was a failure in every fashion except for its AWG-9 fire control system, paired with the AIM-54 Phoenix very-long range missile. It was subsequently cancelled and the competition reopened for a new fighter, but Grumman had anticipated the cancellation and responded with a new design.
The subsequent F-14A Tomcat, last of the famous Grumman “Cat” series of US Navy fighters, first flew in December 1970 and was placed in production. It used the same variable-sweep wing concept of the F-111B and its AWG-9 system, but the Tomcat was much sleeker and lighter. The F-14 was provided with a plethora of weapons, including the Phoenix, long-range AIM-7 Sparrow, short-range AIM-9 Sidewinder, and an internal M61A1 Vulcan 20mm gatling cannon. This was due to the Vietnam experience, in which Navy F-4s found themselves badly in need of internal armament. Despite its large size, it also proved itself an excellent dogfighter.
The only real drawback to the Tomcat proved to be its powerplant, which it also shared with the F-111B: the Pratt and Whitney TF30. The TF30 was found to be prone to compressor stalls and explosions; more F-14s would be lost to engine problems than any other cause during its career, including combat. The Tomcat was also fitted with the TARPS camera pod beginning in 1981, allowing the RA-5C Vigilante and RF-8G Crusader dedicated recon aircraft to be retired. In addition to the aircraft produced for the US Navy, 79 of an order of 100 aircraft were delivered to Iran before the Islamic Revolution of 1979.
The Tomcat entered service in September 1974 and first saw action covering the evacuation of Saigon in 1975, though it was not involved in combat. The Tomcat’s first combat is conjectural: it is known that Iranian F-14s saw extensive service in the 1980-1988 Iran-Iraq War, and that Iranian Tomcats achieved a number of kills; the only F-14 ace was Iranian. The first American combat with the F-14 came in September 1981, when two F-14As shot down a pair of Libyan Su-22 Fitters over the Gulf of Sidra. The Tomcat would add another two kills to its record in 1987, two Libyan MiG-23s once more over the Gulf of Sidra.
The high losses due to problems with the TF30 (fully 84 Tomcats would be lost to this problem over the course of its career) led to the Navy ordering the F-14A+ variant during the war. The A+, redesignated F-14B in 1991, incorporated all wartime refits and most importantly, General Electric F110 turbofans. Among the refits was the replacement of the early A’s simple undernose IR sensor with a TISEO long-range camera system, allowing the F-14’s pilot to identify targets visually beyond the range of unaided human eyesight.
The majority of F-14As were upgraded to B standard, along with 67 new-build aircraft. A mix of F-14As and Bs would see action during the First Gulf War, though only a single kill was scored by Tomcats.. Subsequent to this conflict, the Navy ordered the F-14D variant, with completely updated avionics and electronics, a combination IRST/TISEO sensor, replacement of the AWG-9 with the APG-71 radar, and a “glass” cockpit. Though the Navy had intended to upgrade the entire fleet to D standard, less than 50 F-14Ds ever entered service (including 37 new-builds), due to the increasing age of the design.
Ironically, the US Navy’s Tomcat swan song came not as a fighter, but a bomber. To cover the retirement of the A-6 Intruder and A-7 Corsair II from the fleet, the F-14’s latent bomb capability was finally used, allowing the “Bombcat” to carry precision guided weapons, and, after 2001, the GPS-guided JDAM series. By the time of the Afghanistan and Second Gulf Wars, the F-14 was already slated for replacement by the F/A-18E/F Super Hornet, and the Tomcat would be used mainly in the strike role, though TARPS reconnaissance sorties were also flown. The much-loved F-14 Tomcat was finally retired from US Navy service in September 2006, ending 36 years of operations. The aircraft remains in service with the Iranian Revolutionary Air Force.
Not much can be found about this particular F-14A, Bureau Number 160898, other than it did serve with VF-41 ("Black Aces") aboard the USS Theodore Roosevelt (CVN-71), and participated in the Kosovo War. It was retired in 1999 and donated to the Palm Springs Air Museum.
Initially 160898 carried VF-41's markings from the 1999 cruise, but it was recently repainted as Fast Eagle 107, flown by Lieutenant Lawrence Muczyinski and Lieutenant (jg) James Anderson in the 1981 Gulf of Sidra Incident. During the Incident, two VF-41 F-14s shot down two Libyan Su-22 Fitters, becoming known as the "Sukhoi Killers." The real Fast Eagle 107 (BuNo 160390) crashed in 1994, so this is not the real aircraft, although it is a very faithful recreation.
Boeing E-3G Sentry Airborne Warning And Control System (AWACS) aircraft, 76-1604, c/n 21434.
This aircraft was originally procured as an E-3A, and has received multiple updates to its mission systems.
E-3 Sentry / AWACS (U.S. Air Force):
www.af.mil/About-Us/Fact-Sheets/Display/Article/104504/e-...
Boeing E-3 Sentry (Wikipedia):
en.wikipedia.org/wiki/Boeing_E-3_Sentry
Travis Air Force Base, California
March 30, 2019
From DPReview: "Professional astrophotographer and DPReview contributor, José Francisco Salgado, has been using Cinetics' new Lynx motion control system for several weeks and shares his experience in this hands-on review." Read more
Official US Coast Guard photograph; photographer unknown.
COAST GUARD AWARDS RESPONSE BOAT-MEDIUM CONTRACT
WASHINGTON (23 June 2006) - The U. S. Coast Guard announced today the award of the Response Boat-Medium production contract valued at approximately $600 million to Marinette Marine Corporation of Marinette, Wis. Delivery of the first boat is expected in late 2007 and the Coast Guard expects to eventually purchase up to 180 boats over a period of up to eight years.
“The Response Boat-Medium will greatly improve Coast Guard readiness and responsiveness throughout the country,” said Commandant of the Coast Guard Adm. Thad Allen. “With this faster and more capable platform, we are putting the right tool for the job in the hands of our people as they conduct a broad range of vital Coast Guard missions, including homeland security, search and rescue, and law enforcement. It's another significant step forward as we continue to prepare the Coast Guard to meet all threats and all hazards by modernizing our fleet of ships, boats, aircraft, and command and control systems.”
The Response Boat-Medium will replace the aging fleet of 41-foot utility boats and assorted non-standard boats that are in operation throughout the United States and have been the workhorse at coastal stations for more than 25 years. The new boats will have increased maneuverability, the ability to mount light machine guns, and be capable of speeds in excess of 40 knots (46 mph) with twin high output inboard diesel engines that comply with stringent EPA and International Maritime Organization emissions standards. A full cabin will provide crew protection from the elements and be equipped with a robust navigation system, heating and air conditioning, shock mitigating seats and a communication system capable of communicating with other federal, state and local homeland security partners.
The contract represents the culmination of a two-phased, competitive process that began in fiscal year 2003 when the Coast Guard awarded three contracts to vendors to provide test boats. Coast Guard members exhaustively tested these boats, and the three vendors then submitted proposals for the production contract, which were thoroughly evaluated before selecting Marinette Marine Corporation.
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Press release lifted from www.piersystem.com/go/doc/786/122803/
From the Mt Wilson website:
The Hooker 100-inch telescope is named after John D. Hooker, who provided the funds for the giant mirror. It was the largest telescope in the world from 1917 to 1948 when the 200-inch telescope was built on Palomar Mountain 90 miles to the southeast. Many great discoveries were made with the 100-inch telescope, including Edwin Hubble's landmark work on the expansion of the Universe and the establishment of the cosmic distance scale. The first optical interferometer ever used for astronomical research was used on the 100-inch telescope to measure the sizes of distant stars for the first time in 1919.
Mount Wilson's 100-inch Telescope (photo by David Jurasevich).
The 100-inch telescope has three optical configurations available to meet the requirements of a wide variety research projects. A very high-resolution spectrograph is located at the telescope's Coudé focus. Located on the ground floor of the 100-inch telescope dome, the Aluminizing Room is used to recoat all of the telescope mirrors at the observatory.
The telescope was inactive from 1986 to 1994. It subsequently underwent major upgrades to its control systems to make it once again available for scientific research, although great care was taken to preserve elements of its history. A state-of-the-art adaptive optics system was developed to enable new high-resolution studies of astronomical objects. This and other important additions to the telescope keep the 100-inch well prepared for research in the 21st century.
Although the 100-inch is not open for public viewing, it is an ideal instrument for experimental and long-term research programs. In recent years, astronomers from Caltech, the Smithsonian Institution, the Jet Propulsion Laboratory, the University of Illinois, and the U.S. Naval Observatory have carried out a variety of projects on the telescope.
The telescope, which is a National Mechanical Engineering Landmark, is accessible to the public during the daytime by means of a visitors gallery entered on the west side of the 100-inch telescope dome.
The aircraft was subsequently modified, being fitted with a control system similar to that of the Aerospatiale SA 365 Dauphin 2, a number of which were purchased by the Air Corps in 1986. The Gazelle was used for initial pilot training courses on the Dauphin 2. The aircraft is photographed on static display at the Irish Air Corps 60th Anniversary Commemoration Ceremony, with the aerodynamic fairings removed from the landing skid supports.
Photographed: Casement Aerodrome, Baldonnel, Co. Dublin, Ireland. 4th September 1982.
Object Details: The attached composite shows images of the immense sunspot AR2965 in various wavelengths and has been annotated with a sample NASA shot of the Earth for size comparison. Spanning 200,000 km ( i.e. over 120,000 mi) end-to-end it produced M-class solar flares every day for a week, but strangely none of these flares produced any Coronal Mass Ejections (CMEs).
Image Details: Taken by Jay Edwards on the afternoon of March 16, 2022 from the RoR observatory I built at my home here in upstate, NY using (at upper left) a Celestron 'short-tube' 80MM, f/5 refractor with a Thousand-Oaks glass solar filter and (at upper right & below) a vintage 1970, 8-inch, f/7 Criterion newtonian reflector with a home-made Baader (visual grade material) off-axis solar filter. Both scopes utilized an ASI290MC planetary camera / auto-guider controlled by SharpCap Pro placed at prime focus and were tracked using a Losmandy G-11 goto mount running a Gemini 2 control system. The images at bottom also utilized a set of specialized planetary filters (Infrared, Ultraviolet & Methane) in addition to the over-the-aperture solar filters. Although more detail is visible in the spots themselves in the lum image; the UV seems to provide better visibility of the massive amount of faculae (i.e. brighter & hotter regions) surrounding the group.
As shown here the entire composite has been resized down to 2x HD (two-thirds the original resolution). For a comparison of 'stacked and processed' versus a 'single-frame unprocessed image', a composite showing quick screen shots of the luminance images, which also includes one using an Orion ED80T CF (i.e. an 80mm f/6 apo.) & Televue ff/fr on a Canon DSLR (as well as the musical accompaniment I was enjoying at the time) can be found at the link attached here:
www.flickr.com/photos/homcavobservatory/51942919684/
As we approach solar maximum over the next few years I'm hoping to be able to image even larger and more active regions, as well as any auroral activity that may result from their flaring.
Happy Vernal Equinox to all !