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New Mexico Museum of Space History
The Apollo Service Module carried sixteen engines like these, mounted in groups of four, for maneuvering in space. Each engine burned monomethyl hydrazine and nitrogen tetroxide to produce a thrust of 100 pounds. These engines, which were part of the Apollo Reaction Control System, were tested at the White Sands Test Facility.
We generally offer two different types of control systems for our LED displays namely Linsn and Zdec. Linsn Control system is very mature and has the most important feature of stability because of the years of experience attached to it
Looking for your own piece of paradise? This home might be just what you are looking for.
Gorgeous home on 10 Acres directly on the Caloosahatchee River (Inter Coastal Waterway) in Alva, Florida.
The property features 425 Feet on the River, Boat Dock with 10,000 Boat Lift, mature trees and beautiful landscape around the main house. Property is zoned AG. Horses are allowed. Adjacent 10 Acres which is currently subdivided in 4/ 2.5 Acre parcels is also available but not included in purchase price.
Home features over 3,000 SF of Living area, an open floor plan with pine wood flooring, custom build cypress cabinets in kitchen and bathrooms, whole house propane powered generator (35KW) with a 1,000 gallon buried tank ( which will come on automatically if power should go out). Intercom and security system throughout the house and separate workshop, whole house R/O system, zoned climate control system (3 separate units), French doors, front and back porch, plantation shutters. Metal Roof and a 3 car garage.
On the property is a detached 676 SF workshop with bathroom and Air Condition and a 800 SF storage building.
Offered by Century 21 Sunbelt, Monika Wilson, 725 Cape Coral Parkway West, Cape Coral, Florida, 33914
HJC Design Ltd was approached by South Yorkshire based control system for a new modular CNC machine enclosure that could be assembled from sheet metal fabricated components.
Are you tired of losing sleep about whether or not your house or office is secure? Have you ever considered installing an automatic sprinkler control system to provide you some much-needed peace of mind? Stop searching; this article will discuss the benefits and relevance of setting up and maintaining an automatic sprinkler control system. Find out why selecting a reliable fire sprinkler company is crucial for safeguarding your property from fire hazards and minimizing damage. Therefore, we should immediately investigate the field of automatic fire detection and suppression.
Schedule Now for Installation of a Fire Suppression System for Your Kitchen Hood
Making sure your kitchen is safe is a top priority, whether you operate a business or a household. Installation of a fire suppression system for a kitchen hood fire suppression system installation near me is a crucial component. This apparatus was designed to detect and extinguish fires in commercial kitchens and houses with high-temperature appliances.
There are several steps involved in installing a fire suppression system for a kitchen hood. First, a space assessment will be performed to determine the exact needs and requirements of your system. Experts in fire suppression systems will next carefully install the necessary components.
Immediately arranging an installation can save your house, family, and life from devastating kitchen fires. Before it's too late, you must take action. The peace of mind gained by installing a fire suppression system for a kitchen hood is priceless.
Get in touch with our pros immediately to schedule a time for a tailored installation! When it comes to fire safety in the kitchen, you should never take any chances. Let us do it professionally so you can focus on what's important: spending time with loved ones over delicious food and making memories that will last a lifetime.
Choosing a Reliable Fire Sprinkler Company
When deciding on a fire sprinkler company, dependability should be your main priority. The security and safety of your home or business are on the line, so be sure you hire a reliable company.
Reliability is crucial in the event of a fire, where every second counts. You should have complete confidence that your automatic sprinkler control system will respond promptly and effectively in the event of an emergency. A reliable fire sprinkler service will not only install high-quality equipment but will also maintain and examine it regularly to ensure its correct functioning.
Technicians with experience installing and maintaining fire sprinkler systems are another sign of a reliable business. A real estate agent can help you determine the best course of action by identifying the unique needs of various property types.
Installation is only one part of reliability; customer support is also crucial. A reliable fire sprinkler company will be available to address your concerns at any point during the process. They need to be easily reached by emergency personnel at all hours of the day and night.
If you want to feel confident that you and your property are safe from any potential fires, hiring a dependable fire sprinkler firm is a must. Do your research to choose a dependable service provider whose offerings you can trust. Maintaining your sanity is a priority.
Put in a home fire suppression system for the range hood.
As a homeowner, you should make the safety of your kitchen a top priority. An effective kitchen hood fire suppression system installation is an essential safety feature for any home.
Installing a fire suppression system for your kitchen hood is a wise investment that can prevent injury and save you money in the long run. This cutting-edge equipment is designed to detect and extinguish fires in your kitchen quickly. Wet chemicals or dry powder are released into the air or onto the fire when the system senses excessive temperatures or flames.
Having this system installed in your kitchen is your best defense against the devastating repercussions of a kitchen fire on you, your family, and your home. Since these systems react rapidly, flames can be contained before they spread throughout the house.
Installing a fire suppression system for a kitchen hood is another sign that the homeowner takes responsibility seriously and abides by local building codes. If you want the job done right and professionally, you need to choose a reliable installation service.
You need a kitchen hood fire suppression system to protect your family and meet building codes. Don't wait for a disaster to happen before taking steps to protect what's most important to you.
Find Out More Information About Automatic Sprinkler of Connecticut LLC
Automatic Sprinkler of Connecticut, LLC is the industry standard when it comes to fire protection systems. They have earned a stellar reputation for providing their clients with first-rate products and services thanks to their wealth of expertise in the field. Whether you need a new sprinkler system installed or repairs made to an existing one, Automatic Sprinkler has you covered.
Automatic Sprinkler's dependability is a major selling point. When it comes to fire prevention, they know there is no room for error. They only deal with dependable suppliers, therefore their equipment is top-notch. Their team of experts receives regular training to ensure that they are always up to date on the latest developments in their field.
In addition to their standard installation and upkeep services, Automatic Sprinkler also provides sprinkler system monitoring. Their state-of-the-art tools allow them to keep a constant eye on your system from afar, finding and fixing any issues before they become catastrophic.
Ortho-k clinical studies prove ortho-k slows down (ie, controls) the progression of myopia/nearsightedness in children.
It is incredible how many people are unaware of the amazing benefits of sleepSEE Orthokeratology, or Ortho-K. This is a type of vision correction system where specially designed contact lenses, which are gas permeable, are worn every night by patients who have myopia. While it is understandable to remain skeptical about a treatment that has not permeated the mainstream, the technology behind sleepSEE (orthokeratology) is now clinically proven to control the progression of myopia, or nearsightedness, in young children. There are also many benefits for adults who suffer from myopia (Myopia control contact lenses), or blurry vision at distance.
The sleepSEE vision correction system, which uses the science of Ortho-K, has many advantages over traditional means of controlling nearsightedness and other vision problems. The biggest benefit is the fact that patients no longer have to wear eye-glasses or contact lenses during the day. The only time they have to wear the sleepSEE system lenses is while they are sleeping. These gas permeable lenses will work every night to correct the cornea in a person who suffers from myopia.
Studies have compared the results of Ortho-K treatment for children who suffer from myopia to regular vision correction solutions. These studies split the children into two groups, with one group wearing the Ortho-K lenses, while the other group wore eyeglasses or contact lenses. Other factors were controlled in the study, which allowed researchers to properly gauge the impact of the Ortho-K treatment. Remarkably, the study showed that the children who wore the Ortho-K lenses had a dramatically reduced progression of myopia when compared to children who were wearing eyeglasses or regular contact lenses.
A total of 92 children were used in this two-year study, with 42 of them wearing the Ortho-K lenses, while the other 50 wore regular eyeglasses or contact lenses. The children had an average age of 12, while they all had a similar level of myopia (-2.57 D). Their axial eyeball length was also the same. The study lasted for two years, with the Ortho-K children having almost no increase in the mean axial eyeball length. In contrast, the mean axial length increased significantly among the children who wore regular eyeglasses.
Children who suffer from myopia can greatly benefit from the sleepSEE vision correction system. As a parent, you can visit the sleepSEE website (here) to see the likelihood of your child being a sleepSEE Ortho-k candidate. Not only will your child experience drastically reduced progression of myopia, but he/she will enjoy the benefits of an active lifestyle without the burden
of keeping up with eyeglasses or contact lenses (and lens cleaning solutions!). And having one less thing to worry about is great for kids … and parents.
While no treatment can offer guarantees, sleepSEE’s vision correction system is a proven, cost-effective (lenses last 2 years!) and non-surgical alternative to typical solutions for vision problems. Instead of wearing eyeglasses (which does nothing to prevent eyesight worsening) or waiting until your child gets old enough for LASIK surgery, why not try the preventive route: The sleepSEE Myopia Control system.
Not only is this process far less invasive than LASIK surgery, but it is also much safer and less expensive. And you will no longer have to worry about your child constantly breaking their glasses or losing their contact lenses!
Contacts Us :
sleepSEE
Fayetteville, NC
6970 Nexus Court Fayetteville
28304
United States
Phone : 910.426.3937
email : info@sleepSEE.com
In 2009 , kosun signed a contract of ZJ50 solid control system with Russian which pushed KOSUN to a new higher sales level in Russian regions.
ZJ50 solid control system is used in Nizhnevartovsk,one of the coldest area in Russia, where the common temperature is about -40℃. Despite the extreme low temperature, KOSUN equipment and after-sale service men gained high reputes with the excellent performance and qualified service.
Kosun's history steps towards the world market
In the year of 2008, the first overseas branch company of Xi'an KOSUN Machinery Co., LTD was established in Aqtobe, Kazakhstan, marking KOSUN became the first multinational corperation among solid control system manufacturers in China.
As a world-famous drilling solid-phase control equipment manufacturer and waste management solutions provider now Kosun will set foot in China, face the world, make contributions to environmental protection in the process of energy development and provide a package of drilling waste management solutions meeting the requirements of green environmental protection in the new era.
Image processed by CodeCarvings Piczard ### FREE Community Edition ### on 2019-01-03 10:45:26Z | piczard.com | codecarvings.com
The Boeing E-3 Sentry is a military airborne warning and control system (AWACS) aircraft that provides all-weather surveillance, command, control and communications, to the United States, NATO and other air defense forces. Production ended in 1992 after 68 had been built.
Some hidden facts about the best level control system are revealed here. Know how this level control system by Excel Automation Work also know about it's applications: youtu.be/2I81M4kIFyg
The Seagnat Control System is a decoy system used on many NATO warships to safeguard against incoming missiles. Each unit consists of six launchers that can be loaded with different rounds, depending on the threat.
Great Western Railway.
A system of train control, by which an indication of the position of the distant signal is given automatically to the driver, is a feature of GWR practice.
gps tracker, gps tracking, gps tracking system, car tracker, auto tracker, gprs tracking, gsm tracking, car alarm, gps navigator, car tracking system ,two way car alarm, one way car alarm , gprs car alarm, gsm car alarm, vehicle locator, fleet management, auto security, surveillance, access control system, car security, kids security, personal security, GPRS GPS GSM personal tracker
Russia’s two largest drilling company-Luktoil Oil Corp. and Gazprom have appointed KOSUN as the only solids control equipment supplier in China. This means KOSUN’s business in Russian market has already entered the mature phase.
The ZJ40DB Polar Rig Low-temperature Solids Control System contains 5 mud tanks, one water tank, two diesel tanks and one MCC system. It can perform group drilling in 10 wells.
This set of system is coupled with polar heating system to include the whole system, its relative cable tanks and exposed steam pipelines under thermo shelf as drilling processes since Russia Siberia Luktoil Oilfield Block is located in polar region. It is also matched with polar steam heating system putting 2 steaming warmers atop each tank to collaborate with heating system to ensure a normal operation of the system under the terrible polar -45℃ condition in regions like Russia Siberia.
The circulation control system of Kepa -library at Maailma kylässä -festival :) The library has a stand at the book-venue, and is borrowing books to anyone.
Drew Lessard (left), a deputy manager from the Central California Office of the Bureau of Reclamation, describes the Folsom Dam water control system to Angie Giancarlo, House Appropriations Committee staff member, during a visit to the Folsom Dam auxiliary spillway construction site in Folsom, Calif., Oct. 19, 2012. The U.S. Army Corps of Engineers in cooperation with the U.S. Bureau of Reclamation, the Central Valley Flood Protection Board, and the Sacramento Area Flood Control Agency, are building the spillway to improve the safety of the existing dam and reduce flood risk for the greater Sacramento area. (U.S. Army photo by Capt. Michael N. Meyer/Released)
We recently had to replace a lighting control system for our customer in Clifton due to bad workmanship. The previously system was never installed or programmed properly so they requested that we replace it with a stable system. Lutron still remains our no.1 choice because it works every time and the programming flexibility is like no other.
Application of Barcode/QR Code Electronic Ticketing System
With the development of intelligent tourism, our tourism management operating system can be divided into two parts(online selling and offline ticketing). Which makes traveling more smart and convenient by online booking and offline ticketing. Our qr code access control/ barcode access control will improve your work efficiency.
Procedure: Buy a ticket and get a laser code/QR code-- check-in in Turnstile - legal entry
www.turnstilecn.com/product/barcode-recognizing-access-co...
Canadarm (Shuttle Remote Manipulator System (SRMS)) in the background, payload bay open. Right foreground: vernier thrusters part of the aft reaction control system (RCS).
Former D&RGW 3045. Purchased by W&LE from UP in 1997. Sold to CIT Financial in 1999 and leased by the W&LE. Rebuilt by W&LE with microprocessor control system in 1997. Unit retains its D&RGW black and orange paint and lettering. Also carries name "W.J. Holtman" on low nose. Unit has low short hood with EMD trucks.
Image processed by CodeCarvings Piczard ### FREE Community Edition ### on 2019-01-03 10:45:15Z | piczard.com | codecarvings.com
Recently, Apple filed a patent for an enhanced voice control system which will probably be implemented in the future iOS 5. This system would work by reducing the quantity of information users have to listen to when using their iPhones. Additionally, the system can get familiarized with a user’s preferences over time and deliver only the “tailored” information that he needs. This system, named “Adaptive Audio Feedback System and Method” would apply to alerts, menu navigation and prompts.
Since the purchase of Siri, a “personal assistant” for iPhone, who understands and answers voice commands like “Call me a taxi.” or “Where is the nearest Starbucks?”, Apple has been working hard to improve the voice control in its mobile gadgets. Some rumors say that the voice control will be “deeply integrated” in the next OS.
We can’t wait to see the alpha version of the iOS 5, but most of all, we can’t wait for the new iPhone 5 to be launched.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Bell AH-1 SuperCobra is a twin-engined attack helicopter that was developed on behalf of, and primarily operated by, the United States Marine Corps (USMC). The twin Cobra family, itself part of the larger Huey family, includes the AH-1J SeaCobra, the AH-1T Improved SeaCobra, and the AH-1W SuperCobra. The Super Cobra was derived from the single-engine AH-1 Cobra, which had been developed during the mid-1960s as an interim gunship for the U.S. Army. The USMC had quickly taken an interest in the type but sought a twin-engine arrangement for greater operational safety at sea, along with more capable armaments. While initially opposed by the Department of Defense, who were keen to promote commonality across the services, in May 1968, an order for an initial 49 twin-engine AH-1J SeaCobras was issued to Bell. The type entered service during the final months of the US's involvement in the Vietnam War, seeing limited action in the theatre as a result.
The USMC promptly sought greater payload capacity than that provided by the original Sea Cobra; thus the AH-1T, equipped with the dynamic systems of the Model 309 and a lengthened fuselage, was produced by Bell during the 1970s. In the following decade, in response to the denial of funding to procure the Boeing AH-64 Apache attack helicopter, the USMC opted to procure a more capable variant of the AH-1T; equipped with revised fire control systems compatible with new munitions, such as the AGM-114 Hellfire anti-tank missile, the new model, designated AH-1W, commenced delivery in 1986.
In the early 1980s, the Marine Corps sought a new navalized helicopter. Accordingly, it evaluated the Boeing AH-64 Apache attack helicopter as first choice over a two-week period in September 1981, which included shipboard operation tests. Furthermore, various concepts were studied at this time. However, the service's request for funding to purchase the AH-64 was denied by Congress that same year. As an alternative option, the Marines procured a more powerful version of the AH-1T. Other changes included modified fire control systems to carry and fire AIM-9 Sidewinder and AGM-114 Hellfire missiles. The new version, which was funded by Congress, received the AH-1W designation. During March 1986, deliveries of the AH-1W SuperCobra commenced, eventually totaling 179 new-built helicopters along with the upgrading of 43 existing AH-1Ts.
This development also fell into the period when Great Britain was looking for a potential attack helicopter for the British Army, and Western Germany was - together with France - about to mutually develop a new attack helicopter that would in Germany replace the PAH-1, the light Bo 105 helicopter armed with six HOT anti-tank missiles. In 1984, the French and West German governments had issued a requirement for an advanced antitank helicopter, with one variant desired by the French dedicated to the escort and antihelicopter role. As originally planned, both countries would procure a total of 427 helicopters called “Tiger”. The West Germans planned on acquiring 212 models of the anti-tank variant named PAH-2 (Panzerabwehrhubschrauber or "Anti-tank helicopter"), with deliveries starting at the end of 1992. The French wanted 75 HAPs (Hélicoptère d'Appui Protection or "Support and Escort Helicopter") and 140 HACs (Hélicoptère Anti Char or "Anti-Tank Helicopter"), with deliveries starting at the end of 1991 and 1995, respectively. In the meantime, the USA also offered both the AH-1 as well as the more modern AH-64 as alternatives.
Development of the Tiger started during the Cold War, and it was initially intended as a pure anti-tank helicopter platform to be used against a Soviet ground invasion of Western Europe. A joint venture, consisting of Aérospatiale and MBB, was subsequently chosen as the preferred supplier, but in 1986 the development program was already canceled again due to spiraling costs: it had been officially calculated that supplying the German forces with an equivalent number of US-produced McDonnell Douglas AH-64 Apache attack helicopters would have been a considerably cheaper alternative to proceeding with the Tiger’s development, which became a more and more complex project because the helicopter would have to be able to fulfill more roles, and the duty profiles of Germany and France became significantly different. According to statements by the French Defence Minister André Giraud in April 1986, the collaborative effort had become more expensive than an individual national program and was also forecast to take longer to complete.
This opened the door for American proposals even wider, and beyond the state-of-the-art AH-64 Bell proposed a further upgraded two-engine AH-1W. Bell had been working as a private initiative with both the AH-1T+ demonstrator and the AH-1W prototype, and developed a new experimental hingeless rotor system with four composite blades, designed to withstand up to 23 mm rounds and thus greatly improving battlefield survivability. This new main rotor was manually foldable, reduced vibrations and allowed the engine power to be increased, thus greatly improving the SuperCobra’s performance and load capabilities. The twin engine’s power had until then been restricted, but in the AH-1-4BW the power was liberated to full 1,800 shp (1,342 kW), with a reinforced gearbox that could even cope with 2.400 shp. Top speed climbed by 23 mph/37 km/h, rate of climb improved, and the load capability was raised by 1.000 lb (450 kg). The AH-1-4BW was now able to fly a full looping, something the AH-1 had not been able to do before. However, empty weight of this demonstrator helicopter climbed to 12,189 lb (5,534 kg) and the maximum TOW to 18,492 lb (8.391 kg).
Other changes included a different position for the stabilizers further aft, closer to the tail rotor, which furthermore received small end plates to improve directional stability. The modified AH-1W prototype was aptly re-designated “AH-1-4BW” (4BW standing for “4-blade whiskey”), and there were plans to upgrade the type even further with a fully digitalized cockpit to meet contemporary requirements, e.g. for the British Army.
The West-German Bundesluftwaffe’s interest in the “outdated” AH-1 was initially only lukewarm, but when Bell offered to lend the AH-1-4BW prototype for evaluations and as a development mule for the eventual integration of the European HOT missile and indigenous sensors and avionics, a mutual agreement was signed in late 1987 to have the AH-1-4BW tested by the Luftwaffe in the environment where the type would be operated.
The AH-1-4BW prototype (s/n 166 022) was delivered to Manching in Southern Germany in summer 1988 on board of a C-5 Galaxy. It was operated by the Luftwaffe’s Wehrtechnische Dienststelle (WTD, Technical and Airworthiness Center for Aircraft) 61 for two years and successfully made several tests. This program was divided into three “Phases”. “Phase I” included focused on flight characteristics, tactical operations, and mock air-to-air combat against Luftwaffe CH-53s which acted as Mi-24 aggressors. Upon program start the AH-1-4BW received German markings, the registration 98+11, and a new, subdued paint scheme in Luftwaffe colors instead of the original USMC scheme in an overall medium green.
In “Phase I” the AH-1-4BW retained its American weapon systems, as the flight testing did not involve weapon deployment or integration. Instead, dummies or target designators were carried. After these initial tests that lasted almost a year Bell agreed to let the WTD 61 modify the AH-1-4BW further with European avionics to deploy the HOT 3 anti-tank missile, which would be the helicopter’s primal weapon in the German Heeresflieger’s service, since Germany did at that time neither use the similar American TOW nor the more sophisticated AGM-114 Hellfire, even though the German PARS 3 LR missile (also known as TRIGAT-LR: Third Generation AntiTank, Long Range) was already under development since 1988. This upgrade and test program section received the designation “Phase II”. Outwardly, the newly modified AH-1 was recognizable through a different sensor turret in the nose and a modified HOT missile sight for the gunner in the front seat.
In late 1989 the helicopter underwent another modification by WTD 61, which was to test equipment already intended for the PAH-2. Under the trials’ final “Phase III” the AH-1-4BW received a globular fairing on a mast on top of the main rotor, to test the tactical value of observing, identifying, and selecting targets while the helicopter would remain in cover. This sensor mast combined a panoramic IR camera with a targeting sight for anti-tank missiles and the gun turret, and it functionally replaced the standard chin sensor turret (which was brought back to AH-1W standard). Another novel feature was a streamlined, sugar scope-shaped exhaust diffusor with two chambers which guided hot gases upwards into the main rotor’s downwash, as an alternative to the original diffusors which only mixed cold ambient air with the hot efflux. It turned out to be very effective and was subsequently adapted for the Tiger. Other changes included a new hingeless three-blade tail rotor that was supposed to reduce operational noise and frequency issues with the new 4-blade main rotor, and the endplate stabilizers were enlarged to compensate for the huge “eyeball” on top of the main rotor which significantly changed the AH-1’s flight characteristics, especially at high speed.
Further tests of the Phase III SuperCobra lasted until summer 1990 and provided both Bell as well as the Luftwaffe with valuable benchmark data for further weapon system developments. When the lease contract ended in 1991, the AH-1-4BW was sent back to the United States. In the meantime, though, the political situation had changed dramatically. The USSR had ceased to exist, so that the Cold War threat especially in Europe had ended almost overnight after the Aérospatiale/MBB joint venture, now officially called Eurocopter, had signed an agreement in 1989 which financially secured the majority of the Tiger’s pending development through to serial production, including arrangements for two assembly lines to be built at Aerospatiale's Marignane plant and MBB's Donauwörth facility. This eventually saved the Tiger and in 1991 it had become clear that no American attack helicopter would be bought by either Germany or France. Great Britain as another potential European customer also declined the AH-1 and eventually procured the more modern AH-64 in the form of the license-built AgustaWestland Apache.
In 1992, the Eurocopter Group was officially established, and the Tiger moved closer to the hardware stage; this led to considerable consolidation of the aerospace industry and the Tiger project itself. A major agreement was struck in December 1996 between France and Germany that cemented the Tiger's prospects and committed the development of supporting elements, such as a series of new generation missile designs for use by the new helicopter. National political issues continued to affect the prospects of the Tiger, however. A proposed sale of up to 145 Tigers to Turkey proved a source of controversy; Turkey selected the Tiger as the preferred option, but conflicting attitudes between Eurocopter, France and Germany regarding military exports led to Turkey withdrawing its interest. Eventually, Turkey procured AH-1s and started an indigenous attack helicopter program.
However, the AH-1-4BW’s development and its vigorous testing in Germany were not in vain: Lacking a USMC contract, Bell developed this new design into the AH-1Z with its own funds during the 1990s and 2000s. By 1996, the Marines were again prevented from ordering the AH-64: developing a marine version of the Apache would have been expensive and it was likely that the Marine Corps would be its only customer. Instead, the service signed a contract for the upgrading of AH-1Ws into AH-1Zs, which incorporated many elements from the AH-1-4BW.
General characteristics:
Crew: Two (pilot, co-pilot/gunner)
Length: 58 ft 0 in (17.68 m) overall
45 ft 7 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 9 in (4.19 m)
13 ft 9 in (4.19 m) incl. Phase III sensor mast
Main rotor diameter: 42 ft 8 in (13.00 m)
Airfoil: blade root: DFVLR DM-H3; blade tip: DFVLR DM-H4
Main rotor area: 1,428.9 sq ft (132.75 m2)
Empty weight: 12,189 lb (5,534 kg)
Max. take-off weight: 18,492 lb (8.391 kg)
Powerplant:
2× General Electric T700-401 turboshaft engine, with 1,800 shp (1,342 kW)
Performance:
Maximum speed: 190 kn (220 mph, 350 km/h)
Never exceed speed: 190 kn (220 mph, 350 km/h)
Range: 317 nmi (365 mi, 587 km)
Service ceiling: 12,200 ft (3,700 m)
Rate of climb: 1,620 ft/min (8.2 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon
in the A/A49E-7 chin turret (750 rounds ammo capacity)
4× hardpoints under the stub wings for a wide range of weapons, including…
- 20 mm (0.787 in) autocannon pods
- Twenty-two round pods with 68 mm (2.68 in) SNEB unguided rockets,
- Nineteen or seven round pods with 2.75” (70 mm) Hydra 70 or APKWS II rockets,
- 5” (127 mm) Zuni rockets – 8 rockets in two 4-round LAU-10D/A launchers
- Up to 8 TOW missiles in two 4-round XM65 missile launchers, on outboard hardpoints, or
up to 8 HOT3
up to 8 AGM-114 Hellfire missiles in 4-round M272 missile launchers, on outboard hardpoint,
- Up to 2 AIM-9 Sidewinder anti-aircraft missiles, launch rails above each outboard hardpoint or
up to 2 Air-to-Air Stinger (ATAS) air-to-air missiles in single launch tubes
The kit and its assembly:
This what-if model was inspired by the real attempts of Bell to sell a twin-engine Cobra variant to Germany as a replacement for the light PAH-1/Bo 105 helicopter, while plans were made to build an indigenous successor together with France which eventually became the PAH-2/Tiger. These proposals fell well into the time frame of the (also) real AH-14BW project, and I imagined that this specific helicopter had been lent to the Luftwaffe for evaluation?
The basis is the Italeri 1:72 AH-1W kit, a solid basis which requires some work, though. And because I had the remains of a French Tigre at hand (which gave its cockpit for my recent JASDF A-2 build) I decided to use some of the leftover parts for something that borders a kitbashing. This includes the 4-blade main and 3-blade tail rotor, and I integrated the Tiger’s scoop-shaped exhaust diffusor behind the main rotor – a tricky task that require a lot of PSR, but the result looks very natural, if not elegant? The Tiger’s end plate stabilizers were used, too, mounted to the AH-1’s trim stabilizers that were mounted further back, as on the real AH-1-4BW.
To change the look even further I decided to add a sensor pod on top of the main rotor, and this required a totally new mechanical solution to hold the latter. Eventually I integrated a sleeve for a fixed metal axis which also holds the sensor ball (from a MisterCraft Westland Lynx – a bit oversized, but suitable for a prototype), and the PAH-2 rotor received an arrangement of levers that hold it in place and still allow it to spin.
The ordnance was also taken from the Italeri Tigre, with HOT quadruple launchers for the outer weapon stations, the inner hardpoints were left empty and I also did not mount the American chaff/flare dispensers on top of the stub wings.
Painting and markings:
The Luftwaffe did a LOT of interesting camouflage experiments in the early Eighties, adopting several standardized schemes for aircraft, but the Heeresflieger were less enthusiastic and retained the overall Gelboliv (RAL 6014) scheme before a three-color camouflage, consisting of two green tones and a dirty black was gradually introduced – even though apparently not in a uniform fashion, because there were variations for the darker shade of green (retaining RAL 6014 or using FS 34079, as on the Luftwaffe Norm ’83 scheme that was applied to Tornado IDSs, RF-4Es, some Starfighters and to the Transall fleet).
My fictional AH-1-4BW would fall into that transitional phase and I decided to give the helicopter an experimental scheme, which was used/tested on early Tornado IDS, consisting of RAL 7021 (Teerschwarz), RAL 7012 (Basaltgrau) and RAL 6014 (Gelboliv) – on aircraft with undersides in RAL 7000 (Silbergrau), but on a helicopter rather as a wraparound scheme. However, inspired by Luftwaffe F-4Fs with a modified Norm ‘72 splinter scheme that added a simple light grey fin to break up the aircrafts’ profile in a side view, I used RAL 7030 (Steingrau) on the tail tip to achieve the same effect, and the light grey was also used, together with Basaltgrau und Gelboliv mottles on the sensor ball – looks a bit like WWII Luftwaffe style, but appeared plausible for the system’s tactical use from behind some ground cover. The cockpit interior became very dark grey, just like the rotor blades, which were adorned with orange warning markings at the tips – seen on some Luftwaffe helicopters instead of classic yellow or red-white-red bands.
The decals were puzzled together from various sources. National markings came from generic Luftwaffe sheets from TL Modellbau, the light blue WTD 61 emblems behind the cockpit were taken from a Peddinghaus decal sheet with early Luftwaffe unit markings. The dayglo panels were created with generic decal material (TL Modellbau, too) and stencils came mostly from a Fujimi AH-1 sheet, procuring German or even multi-language material appeared too tedious and costly.
The photo calibration markings on nose and fins were improvised from black and white decal sheet material, punched out, cut into quarters, and then applied as circles. Adds an experimental touch to the Cobra!
The kit received a light black ink washing and some post-panel-shading, esp. to brighten up the grey and increase the contrast between the camouflage tones, which appeared even more murky after the dayglow stripes had been added. Finally, the Cobra received an overall coat wit matt acrylic varnish, position lights were added/painted, and the sensor ball received sights made from yellow chrome PET foil, simply punched out and fixed into place with some Humbrol Clearfix.
This one took a while to materialize and was more work than one might expect at first glance. But it looks quite cool, esp. the PAH-2/Tiger’s exhaust fairing fits very well into the Cobra’s lines and adds an elegant touch to the helicopter. The “Eye ball” is a bit large, yes, but IMHO acceptable for a prototype or test vehicle. And the livery certainly conveys a German touch.
As coastal artillery guns became larger, and their range increased, growing demands were placed on the fire control systems that targeted potential naval targets. By World War II the 16” guns of Battery Townsley and Battery Davis could fire a projectile 25 miles to sea. And there is a lot of sea out there at that range. To be effective the projectile would have to strike its target and that is where the artillery fire control system came into play.
Fire control systems basically sighted targets from multiple vantage points along the shore. The vantage points were connected by baselines of known relationship. The sighting direction from each fire control station was transmitted to a central fire control plotting room where the readings were fed into an analog computer, essentially adjustable arms on a large plotting table (see video). The coordinates of a target ship were updated at 20 second intervals to establish a ship trajectory, A projectile fired by the 16” guns was in the air for about 90 seconds so several intervals of plotting would occur while the load was in flight.
Coastal batteries with smaller weapons could use fire control stations that were relatively close to each other. However, the range of the 16” guns required fire control stations that were quite far apart. In the Bay Area these began down past Pacifica to the south and ranged all the way up to Wildcat in Pt. Reyes. The Hill 640 Military Reservation, located on coastal bluffs just south of Stinson Beach near the intersection of Panoramic Highway and Highway 1, had five fire control stations with each station associated with a different 16” gun installation. The site has fire control stations for completed batteries (Townsley and Davis) and unfinished batteries (129 and 243) plus a fifth fire control station of unknown association. It is interesting that while the fire control stations all belonged to the same era they have different designs. There must be a story behind this circumstance. It is also interesting that targeting information was not shared between the batteries.
Our visit found the fire control stations all grouped together above Highway 1. They seem to be in pretty good shape for structures built 70 years ago.
I am taking these aerial photographs as a volunteer with the Golden Gate National Recreation Area. For more information see kapcris.com/coastaldefenses/
White Sands Missile Range Museum
Pogo-Hi was a rocket-propelled target missile designed primarily for testing the guidance and control systems of missiles. It was an upgraded version of the Pogo target. The chief external difference between the two was the fins: Pogo had triangular fins, while Pogo-Hi had ------ [?]
Pogo-Hi was equipped with a metalized reflective parachute which presented a simulated aircraft target to radar. Reaching altitudes from 30,000 feet to 175,000 feet, it was fired from mobile launchers which allowed it to be supplied at any distance from the radar.
Physical Science Laboratory of New Mexico College of Agriculture and Mechanical Arts (now NMSU) developed Pogo-Hi under contract with the Navy Bureau of Ordnance
The U.S. Navy used Pogo-Hi for tests of the Sidewinder infrared guided missile by fitting the payload under the parachute with a bright infrared source. The Army also utilized Pogo-Hi.
At White Sands Missile Range, Pogo-Hi was first fired in April 1954 and the last one was launched by the Army in 1960.
Length: 14 ft
Diameter: 6 in
Weight: 270 pounds
Propellant: Solid
Ceiling: 120,000 ft
Speed: Mach 2
First Fired: 1954
Titan Missile Museum
Titan II ICBM Site 571-7
GUIDANCE and FLIGHT CONTROL SYSTEMS for the TITAN INTER-CONTINENTAL BALLISTIC MISSILE
FLIGHT CONTROL SYSTEM (FCS)
The FCS consists of the Autopilot Package and the Rate Gyro Package. Basically the FCS receives guidance steering signals from the MGS and converts them to stabilized control during Stage 1 and Stage II powered flight.
INERTIAL MEASUREMENT UNIT (IMU)
contains pre-programmed tape of planned fight and target information. Senses missile position, attitude and velocity deviations and relays data to the MGC
MISSILE GUIDANCE COMPUTER (MGC)
evaluates inputs from the IMU and recomputes azimuth, attitude and velocity requirements, sending corrective signals to the fight control system. Also computes and transmits discrete signals causing various airborne actions to occur.
old railroad signal control system known as a Centralized Traffic Control (CTC) board. The equipment was donated by the SouhthernPacific Transportation Co. A plaque says this console controlled the "Gila Line" between Yuma's "East Yard" and the "Stockham" yard in Tucson (Prince Road at I-10 crossing).
U.S. Air Force Fact Sheet
E-3 SENTRY (AWACS)
E-3 Sentry celebrates 30 years in Air Force's fleet
Mission
The E-3 Sentry is an airborne warning and control system, or AWACS, aircraft with an integrated command and control battle management, or C2BM, surveillance, target detection, and tracking platform. The aircraft provides an accurate, real-time picture of the battlespace to the Joint Air Operations Center. AWACS provides situational awareness of friendly, neutral and hostile activity, command and control of an area of responsibility, battle management of theater forces, all-altitude and all-weather surveillance of the battle space, and early warning of enemy actions during joint, allied, and coalition operations.
Features
The E-3 Sentry is a modified Boeing 707/320 commercial airframe with a rotating radar dome. The dome is 30 feet (9.1 meters) in diameter, six feet (1.8 meters) thick, and is held 11 feet (3.33 meters) above the fuselage by two struts. It contains a radar subsystem that permits surveillance from the Earth's surface up into the stratosphere, over land or water. The radar has a range of more than 250 miles (375.5 kilometers). The radar combined with an identification friend or foe, or IFF, subsystem can look down to detect, identify and track enemy and friendly low-flying aircraft by eliminating ground clutter returns that confuse other radar systems.
Major subsystems in the E-3 are avionics, navigation, communications, sensors (radar and passive detection) and identification tools (IFF/SIF). The mission suite includes consoles that display computer-processed data in graphic and tabular format on video screens. Mission crew members perform surveillance, identification, weapons control, battle management and communications functions.
The radar and computer subsystems on the E-3 Sentry can gather and present broad and detailed battlefield information. This includes position and tracking information on enemy aircraft and ships, and location and status of friendly aircraft and naval vessels. The information can be sent to major command and control centers in rear areas or aboard ships. In time of crisis, this data can also be forwarded to the president and secretary of defense.
In support of air-to-ground operations, the Sentry can provide direct information needed for interdiction, reconnaissance, airlift and close-air support for friendly ground forces. It can also provide information for commanders of air operations to gain and maintain control of the air battle.
As an air defense system, E-3s can detect, identify and track airborne enemy forces far from the boundaries of the United States or NATO countries. It can direct fighter-interceptor aircraft to these enemy targets. Experience has proven that the E-3 Sentry can respond quickly and effectively to a crisis and support worldwide military deployment operations.
AWACS may be employed alone or horizontally integrated in combination with other C2BM and intelligence, surveillance, and reconnaissance elements of the Theater Air Control System. It supports decentralized execution of the air tasking order/air combat order. The system provides the ability to find, fix, track and target airborne or maritime threats and to detect, locate and ID emitters. It has the ability to detect threats and control assets below and beyond the coverage of ground-based command and control or C2, and can exchange data with other C2 systems and shooters via datalinks.
With its mobility as an airborne warning and control system, the Sentry has a greater chance of surviving in warfare than a fixed, ground-based radar system. Among other things, the Sentry's flight path can quickly be changed according to mission and survival requirements. The E-3 can fly a mission profile approximately 8 hours without refueling. Its range and on-station time can be increased through in-flight refueling and the use of an on-board crew rest area.
Background
Engineering, test and evaluation began on the first E-3 Sentry in October 1975. In March 1977 the 552nd Airborne Warning and Control Wing (now 552nd Air Control Wing, Tinker Air Force Base, Okla.), received the first E-3s.
There are 32 aircraft in the U.S. inventory. Air Combat Command has 27 E-3s at Tinker. Pacific Air Forces has four E-3 Sentries at Kadena AB, Japan and Elmendorf AFB, Alaska. There is also one test aircraft at the Boeing Aircraft Company in Seattle.
NATO has 17 E-3A's and support equipment. The first E-3 was delivered to NATO in January 1982. The United Kingdom has seven E-3s, France has four, and Saudi Arabia has five. Japan has four AWACS built on the Boeing 767 airframe.
As proven in operations Desert Storm, Allied Force, Enduring Freedom, Iraqi Freedom, and Odyssey Dawn/Unified Protector the E-3 Sentry is the world's premier C2BM aircraft. AWACS aircraft and crews were instrumental to the successful completion of operations Northern and Southern Watch, and are still engaged in operations Noble Eagle and Enduring Freedom. They provide radar surveillance and control in addition to providing senior leadership with time-critical information on the actions of enemy forces. The E-3 has also deployed to support humanitarian relief operations in the U.S. following Hurricanes Rita and Katrina, coordinating rescue efforts between military and civilian authorities.
The data collection capability of the E-3 radar and computer subsystems allowed an entire air war to be recorded for the first time in the history of aerial warfare.
In March 1996, the Air Force activated the 513th Air Control Group, an AWACS Reserve Associate Program unit which performs duties on active-duty aircraft.
During the spring of 1999, the first AWACS aircraft went through the Radar System Improvement Program. RSIP is a joint U.S./NATO development program that involved a major hardware and software intensive modification to the existing radar system. Installation of RSIP enhanced the operational capability of the E-3 radar electronic counter-measures and has improved the system's reliability, maintainability and availability.
The AWACS modernization program, Block 40/45, is currently underway. Bock 40/45 represents a revolutionary change for AWACS and worldwide Joint Command and Control, Battle Management, and Wide Area Surveillance. It is the most significant counter-air battle management improvement in Combat Air Forces tactical Command and Control history. The Block 40/45 Mission Computer and Display upgrade replaces current 1970 vintage mission computing and displays with a true open system and commercial off-the-shelf hardware and software, giving AWACS crews the modern computing tools needed to perform, and vastly improve mission capability. Estimated fleet upgrades completion in ~2020.
General Characteristics
Primary Function: Airborne battle management, command and control
Contractor: Boeing Aerospace Co.
Power Plant: Four Pratt and Whitney TF33-PW-100A turbofan engines
Thrust: 20,500 pounds each engine at sea level
Rotodome: 30 feet in diameter (9.1 meters), 6 feet thick (1.8 meters), mounted 11 feet (3.33 meters) above fuselage
Wingspan: 145 feet, 9 inches (44.4 meters)
Length: 152 feet, 11 inches (46.6 meters)
Height: 41 feet, 9 inches (13 meters)
Weight: 205,000 pounds (zero fuel) (92,986 kilograms)
Maximum Takeoff Weight: 325,000 pounds (147,418 kilograms)
Fuel Capacity: 21,000 gallons (79,494 liters)
Speed: optimum cruise 360 mph (Mach 0.48)
Range: more than 5,000 nautical miles (9,250 kilometers)
Ceiling: Above 29,000 feet (8,788 meters)
Crew: Flight crew of four plus mission crew of 13-19 specialists (mission crew size varies according to mission)
Unit Cost: $270 million (fiscal 98 constant dollars)
Initial operating capability: April 1978
Inventory: Active force, 32 (1 test); Reserve, 0; Guard, 0
Point of Contact
Air Combat Command, Public Affairs Office; 130 Andrews St., Suite 202; Langley AFB, VA 23665-1987; DSN 574-5007 or 757-764-5007; e-mail: accpa.operations@langley.af.mil
They must have a great air traffic control system...I looked carefully and couldn't see a collision in the group!
The American wigeon is 18-23 inches in length with a wingspan of 33 inches. The male has a brown back and chest, a black rear and tail tip and a white belly. He has a white crown and forehead and a iridescent green patch the runs over his eyes to the back of his neck. The female is mottled brown with a brownish-gray head and The legs and feet are blue-gray to dark gray. Both the male and female have white shoulder patches that are visible when they are in flight and they both have a stubby, bluish-gray bill with a black tip and The bluish-gray legs and feet. The American wigeon is also known as the baldpate because of the white crown and forehead on the male.
Range
The American wigeon breeds from western Canada into the American Northwest. It winters mainly along the Pacific, Atlantic, and Gulf coasts and can be found throughout the United States during migration.
The foregoing is from: www.nhptv.org/natureworks/americanwigeon.htm
Paratroopers of the 2nd Battalion, 319th Airborne Field Artillery Regiment, 2nd Brigade Combat Team, 82nd Airborne Division, fire newly fielded M119A3 howitzers on Fort Bragg, N.C., Nov. 22. The 2-319th AFAR became the second artillery battalion in the 82nd Abn. Div. to receive new howitzers equipped with a digital fire control system.
Titan Missile Museum
Titan II ICBM Site 571-7
GUIDANCE and FLIGHT CONTROL SYSTEMS for the TITAN INTER-CONTINENTAL BALLISTIC MISSILE
FLIGHT CONTROL SYSTEM (FCS)
The FCS consists of the Autopilot Package and the Rate Gyro Package. Basically the FCS receives guidance steering signals from the MGS and converts them to stabilized control during Stage 1 and Stage II powered flight.
INERTIAL MEASUREMENT UNIT (IMU)
contains pre-programmed tape of planned fight and target information. Senses missile position, attitude and velocity deviations and relays data to the MGC
MISSILE GUIDANCE COMPUTER (MGC)
evaluates inputs from the IMU and recomputes azimuth, attitude and velocity requirements, sending corrective signals to the fight control system. Also computes and transmits discrete signals causing various airborne actions to occur.
NOTE: The descriptive material on this diagram is that of the Universal Space Guidance System (USGS): which replaced the original system in use from 1962 until 1978 The IMU, displayed in the case [to the side, the gold one], was from the earlier guidance set. Both sets function on exactly the same principle. However the USGS is far more efficient due to the availability of newer technology
ACCESSORY POWER SUPPLY (APS)
battery supplies 28 volt DC current for most of missile's in-flight requirements, including guidance and flight control systems.
VERNIER HYDRAULIC POWER SUPPLY (VHPS)
battery supplies 28 volt DC current for Stage II hydraulic systems, ordnance components and motor driven switches.
NOTE: Both the APS and VHPS battery are stored dry on board the missile and are activated with electrolite during the one-minute launch countdown
AKSM-32100D is a trolleybus with a transistorized control system based on IGBT modules and an AC induction motor, equipped with accumulators based on lithium-iron-phosphate batteries with a reserve of autonomous travel up to 30 kilometers. Unlike base model AKSM-32100, it is equipped with a 150 kW traction motor. The first three ones were delivered to Ulyanovsk, Russia at the end of 2015. In 2016-2019 St. Petersburg received 35 ones, others were delivered to Belarus cities (5 to Grodno, 4 to Gomel, 4 to Vitebsk). In 2021, they were delivered to Belarus capital Minsk (25 ones) and Vratsa (9). In December 2021, three more restyled trolleybuses came to Grodno to operate the new route 24.
АКСМ-32100D trolleybuses are produced by the Belarus company Belkommunmash (BKM; Производственное Объединение «Белкоммунмаш», БКМ). BKM was organized in 1973 on the basis of the streetcar and trolleybus repair shop under the Ministry of Municipal Economy of the Belarusian Soviet Socialist Republic. During the first two decades the plant was repairing trolleybuses and streetcars of Minsk. After USSR breakage the independent Belarus got a strong incentive to develop its own vehicles production. Therefore a few articulated trolleybuses YMZ T1 (ЮМЗ Т1) were assembled at the plant in 1993 from engineering sets of Yuzhny Machine Building Plant of Ukraine. The enterprise also modernized trolleybuses of the ZIU models 100 - 101 produced by the Engels Electric Transportation Plant (later CJSC "TrolZa") in Engels, Saratov region of Russia. Later the company started to develop its own trolleybus models, the first model AKSM 201 (АКСМ 201) appeared in 1996, followed by models 213, 221, 321 (as in foto) and 333. Since 2000 the production of streetcars started: AKSM-1M, AKSM-60102. In 2016, the production of electric buses has been organized. Today the BKM Holding (ОАО «Управляющая компания холдинга «Белкоммунмаш» - ОАО «УКХ «БКМ) is the leading industrial enterprise in Belarus in the field of production and overhaul of rolling stock of urban electric transport.
Titan Missile Museum
Titan II ICBM Site 571-7
GUIDANCE and FLIGHT CONTROL SYSTEMS for the TITAN INTER-CONTINENTAL BALLISTIC MISSILE
FLIGHT CONTROL SYSTEM (FCS)
The FCS consists of the Autopilot Package and the Rate Gyro Package. Basically the FCS receives guidance steering signals from the MGS and converts them to stabilized control during Stage 1 and Stage II powered flight.
INERTIAL MEASUREMENT UNIT (IMU)
contains pre-programmed tape of planned fight and target information. Senses missile position, attitude and velocity deviations and relays data to the MGC
MISSILE GUIDANCE COMPUTER (MGC)
evaluates inputs from the IMU and recomputes azimuth, attitude and velocity requirements, sending corrective signals to the fight control system. Also computes and transmits discrete signals causing various airborne actions to occur.
NOTE: The descriptive material on this diagram is that of the Universal Space Guidance System (USGS): which replaced the original system in use from 1962 until 1978 The IMU, displayed in the case [to the side, the gold one], was from the earlier guidance set. Both sets function on exactly the same principle. However the USGS is far more efficient due to the availability of newer technology
ACCESSORY POWER SUPPLY (APS)
battery supplies 28 volt DC current for most of missile's in-flight requirements, including guidance and flight control systems.
VERNIER HYDRAULIC POWER SUPPLY (VHPS)
battery supplies 28 volt DC current for Stage II hydraulic systems, ordnance components and motor driven switches.
NOTE: Both the APS and VHPS battery are stored dry on board the missile and are activated with electrolite during the one-minute launch countdown