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It is not just Tokyo Station, but the surrounding commercial facilities and a large in-station (ekinaka) shopping area below at the basement 1, makes the whole area like a satellite town.
TMax 400 developed with HC-110(H).
north end, boise, id
taken 7 march 2025
mamiya 7ii
mamiya 65mm f/4
kodak portra 400
Scanned with dslr
Home developed
cinestill cs41
3 min 30 sec
Horonai, Mikasa, Hokkaido.
Ricoh XR8, Rikenon 28mm F2.8, Era (公元)100, exposed as ISO 50, developed with SPD + KSCN (2g/500ml) ror 3min. and 20 sec. at 17 Deg.C.
two-section articulated streetcar model 71-421R "Dovlatov" was developed specially for St. Petersburg at Uraltransmash of Rostec State Corporation. Uraltransmash is a subsidiary of Uralvagonzavod, one of the leading companies in the field of locomotive and railcar construction in Russia. The enterprise is known primarily for its military products - artillery systems, the production of streetcars is part of the conversion program. Two versions of streetcars are produced, which are named after famous Russian and Soviet writers: three-section model 71-431R "Dostoevsky" and two-section model 71-421R - "Dovlatov". They operate on route No. 6, which runs through the center of St. Petersburg. A total of 76 units of retro streetcars were ordered - 42 model 71-431R "Dostoevsky" and 34 cars of model 71-421R "Dovlatov". The design of the new streetcars echoes the famous Leningrad streetcar LM-57 informally named "Stilyaga" (the mod) but uses the most advanced technologies. In particular, it integrates an active safety system that can independently perform braking, as well as a system for monitoring the driver's condition.
For a long time the progress in city tram design was retarded by the absency of low-level bogie. Old Soviet bogie model can not allowed to develop really modern low-floor tram models. Old type can be seen see here www.flickr.com/photos/cetus13/50020591482/in/album-721577...
At early 2000s the one of the leaders in streetcar production in the USSR and Russia, The Ust-Katav Wagon-Building Plant named after S. M. Kirov (Ust-Katavskiy Carriage Works, UKCW; Усть-Катавский вагоностроительный завод имени С. М. Кирова) located in Ust-Katav, Chelyabinsk Oblast, Russia started to develop modern model of city tram with all low-level floor that needed design of new special bogies. But the innovation tram of the model 71-625 has never been produced. After the design of the new tramway bogie was completed, the UKCW unexpectedly broke off relations with its Trading house that had sponsored the development. In 2013 the chief engineer of UKCP moved to a new company founded by Felix Vinokur which bought the rights for the bogie after his leaving the founders of the Trading house Ust-Katav Wagon-Building Plant LLC. Thus, a new tram manufacturer appeared in Russia, The PC Transport Systems LLC. Example of their bogie see here www.flickr.com/photos/cetus13/52962023548/in/album-721577...
It seems that another type of modern bogie was redeveloped by Ust-Katavskiy Carriage Works or even Uraltransmash (?) that utilise simplified Chevron rubber primary suspension instead of helical spring and swing arm.
China Developing
China's urban development is concomitant with its economic development and integration with the dynamics of globalization. The gaps are widening between cities and countryside to reach limits never crossed. The development of rural areas, where more than 600 million Chinese still live, is a gigantic task for the Communist Party. That's why the government is building territory development programs. And comfortable houses rather than wooden houses. Young people are convinced.
These laudable goals want to make the Chinese people a "rich people" and the country the world's largest economic power, while in the countryside the population is very poor. People still live there as in the Middle Ages. Xi Jinping, the Chinese PC President has imposed a new motto: the Chinese Dream as the American Dream. It is about working for the great renaissance of the Chinese nation
Coachwork by Pinin Farina
Chassis n° B24S*1007
Zoute Sale - Bonhams
Estimated : € 800.000 - 1.000.000
Unsold
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
Race developed V6 engine, superlative handling and sensational Pinin Farina styling: these are the ingredients of a sports car classic and the Lancia Aurelia B24 has them all.
The B24 represents the ultimate development of one of the most influential designs to emerge from Italy post-WW2: the classic Aurelia. First car ever to employ a V6 engine, the Aurelia was launched at the 1950 Turin Motor Show. Designed in wartime by Francesco de Virgilio, the 1,754cc 60-degree V6 was of all-aluminium construction and used overhead valves operated via short pushrods instead of Lancia's traditional overhead-camshafts. An advanced unitary construction design, the Aurelia retained Lancia's 'sliding pillar' independent front suspension, first seen on the Lambda, but used a novel independent semi-trailing-arm layout at the rear, another world first. The transmission too, was unusual, comprising a two-piece prop-shaft and combined gearbox/rear transaxle on which were mounted the inboard brakes, reflecting Lancia's preoccupation with reducing un-sprung weight, though for once this was not an entirely new departure.
The B10 saloon was joined the following year by the landmark, Pinin Farina-styled B20 Coupé, a fastback '2+2' on a shortened wheelbase which, with its combination of sportscar performance and saloon car practicality, can be said to have introduced the Gran Turismo concept to the world. The Aurelia engine had been increased to 1,991cc in 1951 and it was this unit in up-rated form that went into the B20. Lighter and higher geared than the saloon, the B20 coupé was good for a top speed of over 100mph. Introduced in 1953, the third and subsequent series B20s were powered by a 2,451cc, 118bhp version of the pushrod V6, and this unit was adopted for the B24 Spider introduced for 1955, by which time the Aurelia had gained a leaf-sprung De Dion rear axle.
Recognised as one of Battista 'Pinin' Farina's most beautiful designs, the B24 Spider was first shown to the public at the 1955 Brussels Motor Show. Built on the shortened chassis of the fourth series, the B24 Spider was powered by the 2,451cc V6 producing 118bhp and 127lb/ft of torque, which in a car weighing a mere 1,050kg (2,310lb) made for lively acceleration and a top speed of 115mph. In true spider fashion the B24 was spartanly equipped, featuring a painted dashboard; limited trim; no external handles; and only a basic hood and side screens by way of weather protection. Nevertheless, the Spider is considered much more desirable today than its more practical and more numerous B24 Convertible successor. The B24 Spider was produced during 1955 only, with 240 being completed, the left-hand/right-hand drive split being 181/59.
This Lancia Aurelia B24S Spider America was tested and completed on 21st April 1955 and invoiced the following day. The car was originally finished in original Lancia 'grigio' with red leather interior, the same colour combination it has today. The current vendor purchased the Lancia in 1997 from Mr António José das Neves Ferreira de Almeida. Subsequently restored over a period of several years under the guidance of Lancia afficionados Leo and Jan van Hoorick, the work was carried out to a very high standard by Epoca Ricambi of Ciney, Belgium. Accompanying this car is an FCA Lancia Classiche report testifying to its originality and the fact that it is in good working order and in excellent cosmetic condition. The Aurelia also comes with a letter from renowned marque specialists Thornley Kelham stating that it is a 'matching numbers car with all mechanical parts rebuilt'. Fitted with the very rare original type 'Condor Electronic' radio and offered with one of the mere 25 hardtops produced by Thornley Kelham, the car represents a rare opportunity to acquire what must surely be one of the best examples of this rare model available.
The MiG-29 was developed in tandem with Sukhoi’s Su-27 Flanker. In 1969, the Soviet General Staff issued a requirement for a Perspektinyy Frontovoy Istrebitel (PFI, or “Advanced Frontline Fighter”) with a list of demanding criteria: long-range, good short-field performance, excellent agility, Mach 2+ speed, and heavy armament. The Russian aerodynamics institute TsAGI worked in collaboration with the Sukhoi design bureau on the aircraft’s aerodynamics.
However, by 1971, further Soviet studies revealed the need for different types of fighters. The PFI program was supplemented with the Perspektinyy Lyogkiy Frontovoy Istrebitel (LPFI, or “Advanced Lightweight Tactical Fighter”) program. The LPFI would constitute two-thirds of the new Soviet fighter force with the PFI making up the remaining one-third. The PFI design went to Sukhoi and the LPFI design went to Mikoyan. Mikoyan produced Product 9, later designated MiG-29A, in 1974 and the first flight took place on 6 October 1977.
Known internally as Product 9.12A, the MiG-29A Fulcrum-A was the first production variant for the Soviet Union. Export variants to non-Warsaw Pact countries had downgraded avionics and no ECM or IFF and were known as Product 9.12B or the MiG-29B. The Yugoslav Air Force, or Jugoslovensko Ratno Vazduhoplovstvo (JRV), was the first European country outside the Soviet Union to operate the MiG-29. The country purchased 14 MiG-29Bs and 2 MiG-29UB trainers between 1987 and 1988, which went into service with the 127th Fighter Aviation Squadron, based at Batajnica Air Base, north of Belgrade, Serbia. During operation Allied Force, six MiG-29s were shot down and four others (including a two-seat trainer) were destroyed on the ground by NATO forces. Since the dissolution of Yugoslavia, the remaining MiG-29s were passed on to Serbia.
In this image, you can see one of the early MiG-29Bs of the 127th FAS on a low-level acceleration run. The model has functional landing gear and canopy. There is also the capacity for multiple weapons loads on the underwing pylons and centreline.
From thedailylumenbox.blog Rollei RPX 25 shot with Noon 612 pinhole camera. Developed for 15 minutes at 86°F in Artemisianol.
Tomakomai, Hokkaido. forest.fsc.hokudai.ac.jp/exfor/Toef/hp_e/toef/Top.html
Pentax MZ-M, SMC Pentax M 28mm F3.5, positive ISO 100 developed as described previously ( 1st Dev.: 9min, shorter for 135 than for 120 ).
Camera: Yashica Mat 124 G,
Lens:Yashinon 80/3.5,
ight meter: Sekonic L-308B reading the incident light,
Film: Ilford FP4+,
Film Developing: PYROCAT HD 1+1+100
Time: 20C° - 20 min,
scanned with Epson Photo V 500
The red squirrel is native to Britain, but its future is increasingly uncertain as the introduced American grey squirrel expands its range across the mainland. There are estimated to be only 140,000 red squirrels left in Britain, with over 2.5 million greys. The Forestry Commission is working with partners in projects across Britain to develop a long-term conservation strategy that deters greys and encourages reds.
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A recent effort under the light of July's Full Buck Moon.
Pentax 67 SMC 67 55mm f/4 @ F8 and 12 minutes exposure on Fuji Acros developed in Xtol 1:1
یٰبَنِیۡۤ اٰدَمَ خُذُوۡا زِیۡنَتَکُمۡ عِنۡدَ کُلِّ مَسۡجِدٍ وَّ کُلُوۡا وَ اشۡرَبُوۡا وَ لَا تُسۡرِفُوۡا ۚ اِنَّہٗ لَا یُحِبُّ الۡمُسۡرِفِیۡنَ ﴿٪۳۱﴾
O children of Adam, take your adornment at every masjid, and eat and drink, but be not excessive. Indeed, He likes not those who commit excess.
Just finished shooting, developing and scanning a test roll through my new Miranda Sensorex II; loaded with Fujicolor 100, expired February 2013.
The camera's meter is not working, but mechanically things are pretty good. Very nice lens, and the removable viewfinder is a neat feature.
Louis the Pious founded the bishopric of Hildesheim in 815. The settlement developed into a town and was granted market rights by King Otto III in 983. Craftsmen and merchants were attracted and the city developed into an important community. By 1167, Hildesheim was an almost completely walled market settlement.
At the beginning of the 13th century, Hildesheim had about 5,000 inhabitants, and when Hildesheim received its city charter in 1249, it was one of the largest cities in northern Germany. The clergy ruled Hildesheim for four centuries before a town hall was built and the citizens gained influence and independence. In 1367, Hildesheim became a member of the Hanseatic League. But what is now called Hildesheim was various small "suburbs". After centuries of (sometimes armed) disputes, it was not until the end of the 16th century that a union was created and subsequently at least the inner wall was taken down Old and New Town.
During the Thirty Years' War, Hildesheim was besieged and occupied several times. In 1813, after the Napoleonic Wars, the town became part of the Kingdom of Hanover, which was annexed by the Kingdom of Prussia as a province after the Austro-Prussian War in 1866.
The air raids on Hildesheim in 1944/45 destroyed large parts of the city. Of the 1500 half-timbered houses, only 200 remained. 90 percent of the historic old town was destroyed in the firestorm.
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Bishop Gunthar, who was in office in Hildesheim from 815 to 834 had a small basilica built. This served as the original cathedral. The next cathedral was built by Bishop Altfried in 872 as a cruciform three-aisled basilica with a two-story westwork. The building suffered severe fire damage in 1046. Bishop Hezilo built then incorporated the surviving walls into the new building using the foundation of the former basilica. Until the 14th century, further profound changes took place, but without deviating from the ground plan of the basilica. The side chapels date from the Gothic period. From 1840 to 1850, the original west building, which had fallen into disrepair, was replaced by a neo-Romanesque double tower front, which remained in place until 1945.
During the air raids on Hildesheim in WWII, the cathedral was completely destroyed except for the west building, the southern nave arcades, and the outer walls. Only the crypt and the Laurentius Chapel from the 11th century were preserved.
The cathedral was rebuilt in a simplified form between 1950 and 1960. The baroque elements were abandoned in favor of a form that took its cue from the early Romanesque style.
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The "Dommuseum" is the "Schatzkammer" (treasury) of the cathedral. It is located in historic rooms off the southern transept of the Cathedral, the church of St Antonius and part of the cathedral cloisters .
The disc cross (ca. 1140) served to decorate the altar,
Developed by Developers Diversified, Quincy Place Mall opened in August 1990, as a 270,000 ft2 mall anchored by JCPenney, Herberger's, and Walmart.
A decades long weak economy and the departures of Walmart, JCP, and Herberger's have left the former industrial hub without a thriving retail destination. The Target behind the mall closed in 2015.
Developers Diversified really copied what Dial Properties of Omaha was doing when building this mall. The corrugated ceilings, circular lights, dated colors, and anchor combination match the Walmart, JCP, and Herberger's anchored malls that DP was building elsewhere in the Midwest. The mall was build to replace an ailing downtown pedestrian mall that was foundering even before the loss of Younkers.
Leica M2
Leica Summilux 35mm f/1.4 II
Kodak Tri-X 400
Kodak D76 (1+0)
7 min 30 sec 20°C
Scan from negative film
A formation of Lockheed Martin F-35A "Lightning IIs", from the 388th Fighter Wing and 419th FW, refuel over the Utah Test and Training Range, Utah, as part of a combat power exercise Nov. 19, 2018. The exercise aims to confirm their ability to quickly employ a large force of jets against air and ground targets, and demonstrate the readiness and lethality of the F-35. As the first combat-ready F-35 units in the Air Force, the 388th and 419th FWs at Hill Air Force Base, Utah, are ready to deploy anywhere in the world at a moment's notice.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 Raptor is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle and F-16 Fighting Falcon. Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 Eagle and F-16 Fighting Falcon or the newer F-35 Lightning II, which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G Growler.[60] Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP).[66] A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D.[83][84] To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 Raptor is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF.[91] It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 Phantom II that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
On October 31, 1974, St. Clair Square opened as the ninth mall in St. Louis. The new mall was designed by the Widemayor-Cernik-Corrubia firm, of St. Louis and was the sixteenth mall developed by St. Louis based May Centers company. ST. CLAIR SQUARE was built on an 88.8 acre plot, located 13.9 miles east of downtown STL in the Metro East suburb of Fairview Heights, Illinois.
May’s own Famous-Barr was the first store to open and predates the rest of the mall by one year having opened on October 29, 1973. Sears added a store to the malls south end on April 29, 1975, and JCPenney filled in a crook in the malls armpit with a dual entrance store on January 28, 1976. St. Louis-based Stix, Baer & Fuller debuted their store on April 23, 1979. (I should have researched before I went because the store is exactly 13 years older than I am!)
The malls first major overhaul came with the installation of the properties 8 bay food court on October 4, 1993.
CBL & Associates purchased the mall in November 1996 and extensively renovated the property between 2002-2003 to better compete with the Simon owned Alton Square in Alton, IL and Westfield Group owned South County Center in Mehlville, MO (all three properties were developed by May Centers).
Besides Sears closing in 2019, the mall is in pretty good shape despite being near some of the poorest and most economically destitute areas of both metro STL and Illinois.
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DEVELOPING THE PHOTOGRAPHER’S EYE, HEART AND MIND
INSPIRED EYE - NOT QUITE YOUR TYPICAL MAGAZINE
It has a traditional + interactive philosophy
VOL I - ISSUE V
Just has to be a vertical, I really should get one off those Pen half frames that takes verticals when the camera is held "normally". This one a bit a bit of a struggle as it was over developed so needed some tweaking and still not over happy, next roll again perhaps.
Architecturally I like the stepped effect going upwards.
The oldest part of this mill was built in 1826. It was built for Samuel Greg & Co (of Styal), who bought an adjoining sailcloth mill (now demolished) in 1825. In 1832 a 12 horsepower Boulton and Watt engine was brought over from Greg's original mill at Styal in Cheshire. In 1861 the mill was bought by Storey Brothers, who probably added the fireproofing. It closed in 1982, the adjoining weaving sheds were demolished in 1986 and the main mill building was converted to office use in 1989-90. It became the headquarters of sportswear manufacturers Reebok UK Ltd in August 1990 before being taken over by the NHS in 2008.
Grace's Guide says: Storey Brothers and Co, Moor Lane Mills; 15,496 spindles, 5'/40' weft; 864 looms, domestics, twills, &c.; and calico printers and makers of imitation leathers, table covers, tectorium, &c., at White Cross Mills. Telegrams, " Storey, Lancaster." Telephone No., 20.
Columbines are native to woodlands and meadows throughout the Northern Hemisphere, and more common at higher altitudes. There are about 70 species worldwide, and several of these have been cultivated as our garden flowers. Ones developed from the common European A. vulgaris generally have shorter spurs than the A. caerulea or A. canadensis, both North American wildflowers. A long-time favorite, the columbine has been cultivated for generations. It grows well in rock gardens, massed in a border, or in a semi-shaded spot among hostas and ferns
In Native American history, crushed Columbine leaves were rubbed on the body to promote a pleasant scent. Columbine seeds can be used to relieve headaches, poison ivy rashes, urinary problems and fever.
Chesterfield Mall opened in 1976 and was developed by Jacobs Visconsi Jacobs (JVJ, later known as the Richard E. Jacob’s Group) as the second mall they developed in St. Louis, and the last mall they got off the ground in the region. In the 1980s, JVJ failed to get proposed malls in Lawrence, KS, and several other regional markets off the ground.
The mall was originally anchored by Sears, and Stix, Baer, & Fuller, with room for one additional anchor. Famous-Barr opened in 1981 and later built a large store that was intended to replace the downtown store as the companies flagship in 1995, but the store never met projected sales so spaces for the salon and restaurant remain behind false walls to this very day. Their old store was assumed by JCPenney. Westfield purchased the mall in 2002 and sold it to CBL in 2007. JCPenney closed in 2006 to move to a small stand-alone store in Dardenne Prairie, MO (closing 2020) and was swiftly redeveloped into a new food court, an AMC Theater, Loft, and The Cheesecake Factory. The old food court became an H&M store. Borders Books closed in 2011, became BAM, which closed in 2012 and converted to Vintage Stock. Dillard’s closed in 2016 after a water main break, and American Girl and Sears both closed in 2018. Specialty stores like H&M, Abercrombie, Hollister, American Eagle, Pottery Barn, GAP, Banana Republic, and Williams Sonoma all closed between 2014-2018 as well.
In 2016, CBL defaulted on the mall's loan and allowed the property to fall into receivership. The mall was purchased by Hull but was quickly put up for sale again and purchased by The Staenberg Group. The Staenberg Group is also redeveloping the nearby outlet mall formerly owned by Taubman.
Cartilaginous fish in Order Rajiformes showing prominent eye and main means of drawing water in for respiration
China Developing
China's urban development is concomitant with its economic development and integration with the dynamics of globalization. The gaps are widening between cities and countryside to reach limits never crossed. The development of rural areas, where more than 600 million Chinese still live, is a gigantic task for the Communist Party. That's why the government is building territory development programs. And comfortable houses rather than wooden houses. Young people are convinced.
These laudable goals want to make the Chinese people a "rich people" and the country the world's largest economic power, while in the countryside the population is very poor. People still live there as in the Middle Ages. Xi Jinping, the Chinese PC President has imposed a new motto: the Chinese Dream as the American Dream. It is about working for the great renaissance of the Chinese nation
Pinhole of rape seed field, a handful of seconds on portra 160. home developed into C41 Tetenal kit.
Canonet QL17 40/1.7
Kodak ImageLink Technical film
Exposed like ISO32
Developing R09 1:100, 20C, 40min.
developed with new technology, squeezing every ounce of power available in the composite lithium power cell. this is the result, high powered incredibly accurate. the K-92 will punch through any armor and leave a bowling ball size hole where it's been. the new tungsten core peeler round is designed so that the soft lead outer core peels off upon entering soft tissue and the 4mm tungsten armor piercing core will continue on. the peeling lead causes severe lacerations and internal bleeding. plus the massive force of impact is the equivalent of adding 10g of TNT. the K-92 has a huge muzzle velocity of 7,000m/s this is all down to the massive innovation in recoil dampening. the tubular hand guard contains a sliding weight that moves forward as the gun is fired which cuts down on muzzle climb and recoil. if the weapon didn't have this just firing it would irreversibly damage the cartilage in your shoulder.
Faves and comments welcome, God it's good to be back :)
Credit to Hoogoi for warning stickers. :)
Ernest Henry discovered copper in the general vicinity of Mount Cuthbert in 1867, but it was not developed further at that time. John Chapman investigated Mount Cuthbert, Excelsior, and Mighty Atom copper claims in 1900 on behalf of Melbourne investors. Mount Cuthbert assayed the best at 6.5%.
The decision by the Government to extend the Townsville railway beyond Richmond stimulated further exploration in 1905 - 1906. In 1907 the Mount Cuthbert Company had capital of £240,000 and its mines included Mount Cuthbert, Kalkadoon, Mighty Atom, Orphan (near Dobbyn) and Little Wonder. The company had major financial problems from 1909 because of the lack of rail freight and had to reconstruct its capital holdings in 1912.
In 1915, with the price of copper soaring, the company spent £120,000 constructing smelters and had already sent away copper matte by horse teams before the railway reached the mine in September 1916. William H. Corbould, who was appointed Mount Elliott mine manager in 1909 had a grand vision for rationalising the copper industry in the Cloncurry district but, while war delayed its implementation an arrangement was worked out with Mount Cuthbert whereby up to 150 tons of ore per day were to be treated at the Mount Elliott smelter at Selwyn until the Mount Cuthbert plant was completed. Then the situation would be reversed while Mount Elliott increased the capacity of its smelter. Accordingly, the Selwyn smelter ran for five months at the end of 1915 and into 1916 treating both companies' ore, including 13,000 tons railed from Mount Cuthbert.
The Mount Cuthbert smelter was designed by W.H. Corbould, who was also a noted metallurgist and its completion was delayed because of the war. The blast furnaces were eventually fired early in 1917 and the initial operation treated over 25,000 tons of ore which produced 1,804 tons of copper worth £202,350. The Mount Cuthbert Company also invested in a new winding engine and headframe, 200 ton capacity ore bins, extensions to the blacksmith's shop and electricity connected to all the surface buildings. The old equipment was removed and reassembled at the Orphan mine.
Mount Cuthbert township was surveyed by the Mines Department in 1916, but the nearby mines had been worked from 1908 which might explain the close proximity of the settlement to the mines and therefore the smelter.
At its peak Mount Cuthbert township had two hotels, a cordial factory, two stores, three fruiterers, a photographer, butcher, baker, fancy goods/barber, hospital, police station, boarding house, and two railway stations (Mount Cuthbert and Dollubeet). A post office operated from 1908 to 1927. The mining company officers were housed in timber cottages and a barracks, while the majority of residents lived in tents or small corrugated iron shacks with earth floors and stone hearths.
Teamsters supplied logs to the sawmill operating to supply mine timbers from 1913. A school opened in 1917 with 30 pupils taught by Miss E Stapleton. At one point in 1917 the town was reported on the verge of starvation due to problems with railway freight operations.
Today the township area contains about 60 discernible building remains and stone footings, and a commercial area near the railway on the eastern side of the settlement. A cellar, cement floor, and ships tank baking oven indicate the site of the hotel, which reputedly was moved to Kajabbi where it still serves as the Kalkadoon Hotel.
The railway arrived at Mount Cuthbert in October 1915 after taking two years to construct the section north-east from Dugald River. The curving alignment passes through narrow gaps in ridge spurs and follows the Six Mile Creek. Its formation features embankments, cuttings, and bridgeworks. Without the railway, production from the smelters was hampered due to exorbitant freight costs. There were two wayside sidings, Mount Cuthbert and the terminus, Dollubeet, at Kalkadoon.
The Kalkadoon mine is part of the Mount Cuthbert mine group, situated about 2km north along the same geological formation. The earliest mineral lease to be granted in the Mount Cuthbert area was that of the Kalkadoon to Cuthbert Fetherstonhaugh of Cloncurry who took up 4.05 ha from the 1st of August 1899. This mine was mentioned by William Lees in 1906 as the "old mine" and it had already produced 300 tons of high grade ore.
It was further developed by the Mount Cuthbert Company from about 1907. By 1912 temporary pithead gear was in place: a winch and boiler and a headframe from Charters Towers was installed the next year. By 1916 the main shaft was down 107m. Ore mined at the Kalkadoon was smelted at Mount Cuthbert from 1917 and sent to Britain as prime blister copper. It is presumed that the mine closed in 1920 when smelting ceased at Mount Cuthbert. Its manager, J. Delaney, was a well known football player in the district.
In 1918 there was a fatal accident in the Mount Cuthbert mine at the 107m level. By 1919 the main shaft was down to 148m. In 1918 the Mount Cuthbert smelters treated 36,500 tons of ore until November when the crankshaft broke on the blower engine and closed the smelters after a record run. They were not refired until August 1919 and continued smelting copper until the price fell in 1920. The smelters shut down on the 19th of June 1920 after a final run of only 63 days.
The company was forced into raising capital in 1919 and attempted a further financial reconstruction in 1922. However, continued annual losses, low metal prices and pressing debenture commitments forced its liquidation in 1923. In 1925 the Mount Elliott Company purchased the Mount Cuthbert properties and plant for an undisclosed sum, certainly much less than the £500,000 valuation.
The population rose from 50 in 1908, to a peak of 1,000 in 1918, then dropped to 750 in 1920 and to 400 in 1924, but Mount Cuthbert became a ghost town after the Mount Elliott Company bought the mine and plant in 1925.
In 1942 Mount Isa Mines bought the Mount Cuthbert smelters for £900 and plant and other machinery was railed through Cloncurry to Mount Isa's new copper smelter. The Kalkadoon was worked on tribute again in the 1960s before being abandoned.
Source: Queensland Heritage Register.