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Whether you need a complete Salesforce Tableau integration solution or you can find errors during extract, we can assist you with anything and everything you need regarding the process. Our experienced developers exhibit hands-on experience in Tableau as well as Salesforce. The acquisition just made our job easier. Be it file extraction, knowledge of character limits on certain fields, such as calculated fields or recreating calculated fields in Tableau after creation of the extract, we can do it all.
Wake Forest hosts an event honoring the 50th anniversary of integration, Faces of Courage, in Brendle Recital Hall on Friday, September 21, 2012.
A United Launch Alliance Delta IV Heavy common booster core is transported by truck inside Cape Canaveral Air Force Station's Launch Complex 37 Horizontal Integration Facility. The Delta IV Heavy will launch NASA's upcoming Parker Solar Probe mission. The mission will perform the closest-ever observations of a star when it travels through the Sun's atmosphere, called the corona. The probe will rely on measurements and imaging to revolutionize our understanding of the corona and the Sun-Earth connection. Liftoff atop the Delta IV Heavy rocket is scheduled to take place from Cape Canaveral's Space Launch Complex 37 in summer 2018. Photo credit: NASA/Leif Heimbold
Looks like the guys at Digg have been busy. If a digg article refers directly to YouTube video, it will show up right next to the post.
This is what started it all. Why does the railway company show the motorways, rather than the railways?
10 April 2019, 'Integration' Press Point
Belgium - Brussels - April 2019
© European Union / Fred Guerdin
Karl-Heinz LAMBERTZ, President of the Committee of the Regions
Jean-Paul BUFFAT, Deputy Head of Cabinet
Boeing recently validated the integration of the next-generation Joint Helmet Mounted Cueing System II/h (JHMCS II/h) on the company’s F-15 Silent Eagle demonstrator aircraft.The JHMCS II/h allows a pilot to aim sensors and weapons wherever he or she is looking, through the use of new head-tracking technology and a display projected onto the helmet’s visor.
Boeing provides this photo for the public to share. Media interested in high-resolution images for publication should email boeingmedia@boeing.com or visit boeing.mediaroom.com. Users may not manipulate or use this photo in commercial materials, advertisements, emails, products, or promotions without licensed permission from Boeing. If you are interested in using Boeing imagery for commercial purposes, email imagelicensing@boeing.com or visit www.boeingimages.com.
More photos of the Upper Composite and Soyuz Block I being integrated in the MIK 40 facility.
To read more about the Metop-B satellite launch, please click here.
Copyright: 2012 EUMETSAT
learn integration is widely used in sociology, economy, mathematics, electronics engineering and many other fields. Here, we will discuss integration in terms of mathematics, which is called as integral calculus or integration calculus. In mathematics integration is the fundamental concept of calculus; it is the operation of calculating the area between the x-axis and the curve of a function.
Heidi Robinson.
Danielle Pettee / makeup artist, hair stylist, & clothing designer.
2 430EX IIs 10 degree left & right shoot-thru keys, 430EX II 135 degree right kicker.
Displaying Borders Buses lettering on its former Perryman's livery - the merger of the two having only recently been completed by new owners West Coast Motors - Optare Versa 11303 (YA13 AED) approaches St Boswells on 19 August 2017. The cross-border route 67 doesn't often see Versas, which are more commonly found on the 51/52 and 68.
Beverly Burnett dresses up.
Canon F1n, 50mm f1.4 SSC, Vivitar 282 flash
Kodachrome 64
1981
Taken in 1981 at Beale AFB, California, Physiological Support Division, USAF Hospital Beale.
PSD is the flight integration facility where pressure suits survival kits, parachutes and other flight equipment are maintained, fitted, overhauled or integrated into the aircraft systems. (At this time U2R/TR-1, and SR-71A)
This is a David Clark S1033 suit, a seven layered suit used to unlimited altitude. The suit uses 100% oxygen which enters the suit through a pressure regulator in the rear of the helmet. The helmet has a face curtain to assure that any suit leaks do not decompress the face area, and that pressure is available for breathing. Exhaled gases get passed through the face curtain to the suit environment. The suit pressure is maintained with compressed Oxygen from the aircraft system, through a dual stage suit pressure controller. The regulator is operated by two vacuum aneroids which compress seals, if the ambient cabin pressure is less than required, the vacuum aneroids contract allowing system pressure to enter the suit. The small pulley with the steel cable running through it is the helmet hold-down strap which stops the helmet from rising when the suit is inflated.
In the event of ejection there are 2 auxiliary oxygen bottles in the survival kit which should supply enough oxygen for the crewman to reach the ground.
Integrated into the suit is the parachute harness, connected by the Koch connector on her left shoulder. The parachute is a semi-rigid chute ballistically opened by a mortar fired 25 pound steel slug. The chute utilizes a quarter deployment bag, only partially opening at altitude. Once speed has reduced, the chute fully deploys, and is of a diameter of 35 feet.
The suit also contains automatic life preservers under each arm, equipped with a salt water sensor which immediately inflates the preservers when exposed to sea-water.
There have been successful ejections above 80,000 feet.
Raven - B Model - Mach 8-10 - Supersonic / Hypersonic Business Jet - Iteration 6 Integration Perspective
Seating: 22 | Crew 2+1
Length: 100ft | Span: 45ft 8in
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000 ft @ Mach 8-10
Air frame: 75% Proprietary Composites
Operating Costs, Similar to the hourly operating costs of a Gulfstream G650 or Bombardier Global Express 7000 Series
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
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supersonic business jet, hypersonic business jet, hypersonic plane, hypersonic aircraft, hypersonic commercial plane, hypersonic commercial aircraft, hypersonic airline, Aerion, Aerion Supersonic, tbcc, glide breaker, fighter plane, hyperonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
JEROME MORLEY LARSON SR.
2/25/2012
PRUITT-IGOE NOW -- ST LOUIS, MO — NARRATIVE
To solve Pruitt-Igoe, re-solve St Louis and its area—anything less is foolish. White flight decimated the city fabric —Planning, Zoning and Red-lining nailed the coffin shut. Pruitt-Igoe was simply a fancy coffin — its destruction, the burial — this competition is for the tombstone. But I defy that — a real city needs ALL people integrated and living together in normal human disharmony that sparks creativity and vitality, so I bring ALL people back by making St Louis more attractive than its out-burbs; a place people really want to habituate.
St Louis is the center of the plains from Appalachians to Rockies where four great rivers converge — three right there. It's perched on a mesa that requires the Missouri, due west, to veer north, forming a peninsula that encloses the city.
Saaranens incredible ARCH is exactly where city meets water; its axis greets the Missouri 18 miles west and the Ohio 140 miles east, deserving GATEWAY TO THE WEST. Pruitt-Igoe's sole contextual value, other than notoriety, is location 3/4 mile north of this axis and 1½ miles west of the ARCH — a forty minute brisk walk (or ten minute bike).
18 miles west, where it starts its bend north, the Missouri lies 50' (+/-) higher than the Mississippi; I propose a 300' wide feeder canal at this level carved through the city to Pruitt-Igoe; there, water level will be some 90' below grade. At this point create a circular basin 1/2 mile in diameter as a wonderful in-city lake for pleasure boating, with city buildings rising above and cascading down its slopes, a feeling similar to Zaitunay Bay in Beirut (pictured). This basin is large enough for sailing regattas, powerboat races, fireworks barges, delightful sunrises, marinas, moorings, jazz festivals etc.
Put a matching basin south to balance the axis; wind the canals around the University and snuggle them into the heart of the city; connect all to the Mississippi with a series of locks. In East St Louis, opposite the ARCH, place a similar basin 50' in the air over all the industrial stuff below (use the 40' clear underneath as distribution centers for the port) using the water spout to keep it filled and extend the canals into East St. Louis to complete the formal design surrounding the arch that knits the two cities together; so attractive, it will become the hottest place in the two States to live - for ALL!
Suddenly, greater St Louis is re-water oriented! — and East St Louis is reborn as an attractor in its own right, competing with and complementing downtown.
Now, let developers build whatever they want along the waterways so long as it is 80% housing for ALL and features 80% retail/ entertainment/ food at street and canal levels. Plug in water taxis, get the hell out of the way and watch the sparks fly! Waterfront land value pays for the waterways and then some; let the spoils sculpt East St Louis and be levees as needed.
Now, what to do with all those silly boxes we built out in the cornfields….
Personal info as required: I first visited the ARCH in the 70's with two pre-teen sons during a road trip to Colorado; then 20 years later at an AIA RUDC three day conference on St Louis where I learned about Pruitt-Igoe and that the white people had moved 60 miles west, desolating the city.
In the 70's I did pro bono architecture for a community in Bed-Sty Brooklyn - the worst slum in the country - 160 bed day care center in an abandon two story concrete garage - we did not get a building permit because … — But we had to get a C of O to get State funding for the kids. The inspector would not sign off; Detroit had just burned and I said Bed-Sty, um, might burn if he didn't — he signed and we opened.
We were having a celebratory dinner when thugs from Detroit came in to burn Bed-Sty — you can't; I gave my word (in the ghetto, your word is sacred) — Bed-Sty didn't burn — thus began a long relationship with people of color in the ghettos of Brooklyn, Jersey City, Newark, Asbury Park and Red Bank.The welfare mothers wanted the day care center to free them so they could get a job and save enough money to get out of the ghetto.
I'm convinced that the only solution is the integration of ALL people in ALL neighborhoods - a design problem solved like I do here at Pruitt-Igoe NOW! LET'S ROLL!
Teachers participate in the Rocketry Engineering Design Challenge during the 2017 GE Foundation High School STEM Integration Conference at the Center for Space Education at NASA's Kennedy Space Center. High school teachers from across the country took part in the week-long conference, which is designed to explore effective ways for teachers, schools and districts from across the country to integrate STEM throughout the curriculum. The conference is a partnership between GE Foundation and the National Science Teachers Association. Photo credit: NASA/Chris Chamberland
U.S. Army Africa photo by Sgt. 1st Class Kyle Davis
U.S. Africa Command (AFRICOM) hosted its second annual C4ISR Senior Leaders Conference Feb. 2-4 at Caserma Ederle, headquarters of U.S. Army Africa, in Vicenza, Italy.
The communications and intelligence community event, hosted by Brig. Gen. Robert Ferrell, AFRICOM C4 director, drew approximately 80 senior leaders from diverse U.S. military and government branches and agencies, as well as representatives of African nations and the African Union.
“The conference is a combination of our U.S. AFRICOM C4 systems and intel directorate,” said Ferrell. “We come together annually to bring the team together to work on common goals to work on throughout the year. The team consists of our coalition partners as well as our inter-agency partners, as well as our components and U.S. AFRICOM staff.”
The conference focused on updates from participants, and on assessing the present state and goals of coalition partners in Africa, he said.
“The theme for our conference is ‘Delivering Capabilities to a Joint Information Environment,’ and we see it as a joint and combined team ... working together, side by side, to promote peace and stability there on the African continent,” Ferrell said.
Three goals of this year’s conference were to strengthen the team, assess priorities across the board, and get a better fix on the impact that the establishment of the U.S. Cyber Command will have on all members’ efforts in the future, he said.
“With the stand-up of U.S. Cyber Command, it brings a lot of unique challenges that we as a team need to talk through to ensure that our information is protected at all times,” Ferrell said.
African Union (AU) representatives from four broad geographic regions of Africa attended, which generated a holistic perspective on needs and requirements from across the continent, he said.
“We have members from the African Union headquarters that is located in Addis Ababa, Ethiopia; we have members that are from Uganda; from Zambia; from Ghana; and also from the Congo. What are the gaps, what are the things that we kind of need to assist with as we move forward on our engagements on the African continent?” Ferrell said.
U.S. Army Africa Commander, Maj. Gen. David R. Hogg, welcomed participants as the conference got under way.
“We’re absolutely delighted to be the host for this conference, and we hope that this week you get a whole lot out of it,” said Hogg.
He took the opportunity to address the participants not only as their host, but from the perspective of a customer whose missions depend on the results of their efforts to support commanders in the field.
“When we’re talking about this group of folks that are here — from the joint side, from our African partners, from State, all those folks — it’s about partnership and interoperability. And every commander who’s ever had to fight in a combined environment understands that interoperability is the thing that absolutely slaps you upside the head,” Hogg said.
“We’re in the early stages of the process here of working with the African Union and the other partners, and you have an opportunity to design this from the end state, versus just building a bunch of ‘gunkulators.’ And so, the message is: think about what the end state is supposed to look like and construct the strategy to support the end state.
“Look at where we want to be at and design it that way,” Hogg said.
He also admonished participants to consider the second- and third-order effects of their choices in designing networks.
“With that said, over the next four days, I hope this conference works very well for you. If there’s anything we can do to make your stay better, please let us know,” Hogg said.
Over the following three days, participants engaged in a steady stream of briefings and presentations focused on systems, missions and updates from the field.
Col. Joseph W. Angyal, director of U.S. Army Africa G-6, gave an overview of operations and issues that focused on fundamentals, the emergence of regional accords as a way forward, and the evolution of a joint network enterprise that would serve all interested parties.
“What we’re trying to do is to work regionally. That’s frankly a challenge, but as we stand up the capability, really for the U.S. government, and work through that, we hope to become more regionally focused,” he said.
He referred to Africa Endeavor, an annual, multi-nation communications exercise, as a test bed for the current state of affairs on the continent, and an aid in itself to future development.
“In order to conduct those exercises, to conduct those security and cooperation events, and to meet contingency missions, we really, from the C4ISR perspective, have five big challenges,” Angyal said.
“You heard General Hogg this morning talk about ‘think about the customer’ — you’ve got to allow me to be able to get access to our data; I’ve got to be able to get to the data where and when I need it; you’ve got to be able to protect it; I have to be able to share it; and then finally, the systems have to be able to work together in order to build that coalition.
“One of the reasons General Ferrell is setting up this joint information enterprise, this joint network enterprise . . . it’s almost like trying to bring together disparate companies or corporations: everyone has their own system, they’ve paid for their own infrastructure, and they have their own policy, even though they support the same major company.
“Now multiply that when you bring in different services, multiply that when you bring in different U.S. government agencies, and then put a layer on top of that with the international partners, and there are lots of policies that are standing in our way.”
The main issue is not a question of technology, he said.
“The boxes are the same — a Cisco router is a Cisco router; Microsoft Exchange server is the same all over the world — but it’s the way that we employ them, and it’s the policies that we apply to it, that really stops us from interoperating, and that’s the challenge we hope to work through with the joint network enterprise.
“And I think that through things like Africa Endeavor and through the joint enterprise network, we’re looking at knocking down some of those policy walls, but at the end of the day they are ours to knock down. Bill Gates did not design a system to work only for the Army or for the Navy — it works for everyone,” Angyal said.
Brig. Gen. Joseph Searyoh, director general of Defense Information Communication Systems, General Headquarters, Ghana Armed Forces, agreed that coordinating policy is fundamental to improving communications with all its implications for a host of operations and missions.
“One would expect that in these modern times there is some kind of mutual engagement, and to build that engagement to be strong, there must be some kind of element of trust. … We have to build some kind of trust to be able to move forward,” said Searyoh.
“Some people may be living in silos of the past, but in the current engagement we need to tell people that we are there with no hidden agenda, no negative hidden agenda, but for the common good of all of us.
“We say that we are in the information age, and I’ve been saying something: that our response should not be optional, but it must be a must, because if you don’t join now, you are going to be left behind.
“So what do we do? We have to get our house in order.
“Why do I say so? We used to operate like this before the information age; now in the information age, how do we operate?
“So, we have to get our house in order and see whether we are aligning ourselves with way things should work now. So, our challenge is to come up with a strategy, see how best we can reorganize our structures, to be able to deliver communications-information systems support for the Ghana Armed Forces,” he said.
Searyoh related that his organization has already accomplished one part of erecting the necessary foundation by establishing an appropriate policy structure.
“What is required now is the implementing level. Currently we have communications on one side, and computers on one side. The lines are blurred — you cannot operate like that, you’ve got to bring them together,” he said.
Building that merged entity to support deployed forces is what he sees as the primary challenge at present.
“Once you get that done you can talk about equipment, you can talk about resources,” Searyoh said. “I look at the current collaboration between the U.S. and the coalition partners taking a new level.”
“The immediate challenges that we have is the interoperability, which I think is one of the things we are also discussing here, interoperability and integration,” said Lt. Col. Kelvin Silomba, African Union-Zambia, Information Technology expert for the Africa Stand-by Force.
“You know that we’ve got five regions in Africa. All these regions, we need to integrate them and bring them together, so the challenge of interoperability in terms of equipment, you know, different tactical equipment that we use, and also in terms of the language barrier — you know, all these regions in Africa you find that they speak different languages — so to bring them together we need to come up with one standard that will make everybody on board and make everybody able to talk to each other,” he said.
“So we have all these challenges. Other than that also, stemming from the background of these African countries, based on the colonization: some of them were French colonized, some of them were British colonized and so on, so you find that when they come up now we’ve adopted some of the procedures based on our former colonial masters, so that is another challenge that is coming on board.”
The partnership with brother African states, with the U.S. government and its military branches, and with other interested collaborators has had a positive influence, said Silomba.
“Oh, it’s great. From the time that I got engaged with U.S. AFRICOM — I started with Africa Endeavor, before I even came to the AU — it is my experience that it is something very, very good.
“I would encourage — I know that there are some member states — I would encourage that all those member states they come on board, all of these regional organizations, that they come on board and support the AFRICOM lead. It is something that is very, very good.
“As for example, the African Union has a lot of support that’s been coming in, technical as well as in terms of knowledge and equipment. So it’s great; it’s good and it’s great,” said Salimba.
Other participant responses to the conference were positive as well.
“The feedback I’ve gotten from every member is that they now know what the red carpet treatment looks like, because USARAF has gone over and above board to make sure the environment, the atmosphere and the actual engagements … are executed to perfection,” said Ferrell. “It’s been very good from a team-building aspect.
“We’ve had very good discussions from members of the African Union, who gave us a very good understanding of the operations that are taking place in the area of Somalia, the challenges with communications, and laid out the gaps and desires of where they see that the U.S. and other coalition partners can kind of improve the capacity there in that area of responsibility.
“We also talked about the AU, as they are expanding their reach to all of the five regions, of how can they have that interoperability and connectivity to each of the regions,” Ferrell said.
“(It’s been) a wealth of knowledge and experts that are here to share in terms of how we can move forward with building capacities and capabilities. Not only for U.S. interests, but more importantly from my perspective, in building capacities and capabilities for our African partners beginning with the Commission at the African Union itself,” said Kevin Warthon, U.S. State Department, peace and security adviser to the African Union.
“I think that General Ferrell has done an absolutely wonderful thing by inviting key African partners to participate in this event so they can share their personal experience from a national, regional and continental perspective,” he said.
Warthon related from his personal experience a vignette of African trust in Providence that he believed carries a pertinent metaphor and message to everyone attending the conference.
“We are not sure what we are going to do tomorrow, but the one thing that I am sure of is that we are able to do something. Don’t know when, don’t know how, but as long as our focus is on our ability to assist and to help to progress a people, that’s really what counts more than anything else,” he said.
“Don’t worry about the timetable; just focus on your ability to make a difference and that’s what that really is all about.
“I see venues such as this as opportunities to make what seems to be the impossible become possible. … This is what this kind of venue does for our African partners.
“We’re doing a wonderful job at building relationships, because that’s where it begins — we have to build relationships to establish trust. That’s why this is so important: building trust through relationships so that we can move forward in the future,” Warthon said.
Conference members took a cultural tour of Venice and visited a traditional winery in the hills above Vicenza before adjourning.
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The third (pictured) and fourth European Service Modules are currently in production at Airbus facilities in Bremen, Germany. They are a key element of the Orion spacecraft, the first to return humans to the Moon since the 1970s.
These modules provide the spacecraft with propulsion, power and thermal control, and will supply astronauts with water and oxygen. The Orion spacecraft is composed of a European Service Module, a Crew Module Adapter and a Crew Module. The latter two components are provided by NASA.
Powering flights to the Moon is a collaborative effort. The components and hardware used in the European Service Modules are built and supplied by more than twenty different companies from ten different countries in Europe.
When ready for launch, each module will have a total mass of 13500 kg, almost two-thirds of which is propellant (rocket fuel). More than 11 km of cables are needed to send commands and receive information from the many on-board sensors. As can be seen in the photo, tie-wraps (yellow) come in handy when it comes to keeping all these cables organised.
The first European Service Module is already attached to the Orion spacecraft and awaiting launch for Artemis I later this year. The second European Service Module has been formally transferred to NASA and is completing integration at the Operations and Checkout building at the Kennedy Space Center. It will be used on the Artemis II mission, the first crewed mission to fly all the way to the Moon in half a century.
By delivering six European Service Modules, ESA is ensuring NASA’s Artemis programme continues to develop a sustainable presence on and around the Moon in international partnership.
Learn more about Orion and Europe’s involvement here. Follow the latest updates via the Orion blog.
Credits: ESA–A. Conigli
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