File: 2021001-0034

Malvern, Worcestershire, England, United Kingdom. Date unknow, c1986 to c1989.

About this photograph.

During my late teenager years, while attending college studying graphic design, with an on-the-job work experience training for a professional photographer, in my spare time, I joined a local basketball club in my hometown.

Usually we would be training, learning how to do basketball, and often have friendly games. Sometimes once in a while, the club have a fixture game with other local teams. A few of us, myself included, are not members of the team, so often we would sit out on the sideline and watch the games.

Then one day, as I was aware of when the next local fixture was due, I decided to bring my Minolta X-700 35mm film camera and 50mm lens with me, as I decided I wanted to try and do basketball photography.

My preferred black and white film is always the Ilford brand. I can’t be sure if I used the FP4 or HP5 for this photo, as it was taken like over 30 years ago, and I lost all my notes.

Up until this point, I had shot landscape, still life, people who posed for camera, parked vehicles, and many nearly stationary subjects. This was my first time shooting fast sports action, so it was a new experience for me.

It is possible I could have shot those photos with Ilford FP4, which is rated for ISO 125/22° and because of this, ended up using lower shutter speed, hence they all had blurry movements.

I developed and printed the photographs myself while at college. It is possible that I could have done this at a rented darkroom under a café. I can’t be sure where did I do the darkroom work.

In 2021, the photographs were scanned to my computer using a Brother multifunction printer/copier/scanner/fax machine, for uploading to my Flickr account.

I don’t remember where exactly this was taken, I think it was at Dyson Perrins school, in Malvern. At that time, I didn’t drive, so I often walked half hour from home to get there.

You are welcome to comment on my photos, but do NOT use canned comments, which are pre-prepared comment codes that talks more about the groups than my photos. Those will be deleted. My photos are NOT adverting spaces on billboards for the groups.

An Air Force Lockheed Martin F-22 "Raptor" assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018. The Lockheed Martin F-22 "Raptor" is the U.S. Air Force’s premium fifth-generation fighter asset.

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". 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). 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. 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. 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.

Seen at the Seaside Antique Mall on the Oregon coast.

At first glance, this tambour-door cabinet appears to be nothing more than an ordinary paper filing cabinet. A closer look at the surviving drawer labels, however, reveals an unexpected glimpse into the technology that powered office communication in the years immediately preceding the arrival of the plain-paper photocopier.

The cabinet itself provides the first clue. Its numerous shallow drawers are poorly suited to storing large quantities of ordinary paper. Even filled to capacity, each drawer could accommodate only a few hundred sheets before becoming awkwardly heavy. A commercial printing establishment consuming paper by the thousands would almost certainly have relied upon larger shelving units, storage racks, or palletized stock rather than such shallow compartments.

Instead, these drawers seem ideally designed for organizing relatively small quantities of specialized papers and duplicating supplies that required careful storage. Their shallow depth allowed delicate materials to remain flat, preventing curled edges, creases, and other damage that could interfere with printing.

The surviving labels preserve an inventory frozen in time. Most are dated either January 1954 or September 1954, suggesting that the cabinet was actively maintained and periodically reorganized.

Among the products listed are:

Hollingsworth & Whitney Red Label Mimeo

Everett W/M Duplicator

Potlatch White Mimeo

Nekoosa B. 50 Offset

Ardor Duplicator

Hammermill Mimeo

Everett Mimeo

Hammermill Duplicator

Moistrite Mimeo

Several well-known American paper manufacturers are represented, including Hammermill, Hollingsworth & Whitney, Potlatch, and Nekoosa.

More revealing than the manufacturers themselves is the manner in which the drawers are organized. The labels distinguish products by manufacturer and duplicating process rather than by the characteristics normally associated with ordinary office paper.

If this cabinet simply held everyday stationery, one would expect labels reading "White Bond," "Letterhead," "Legal," "Onion Skin," or "20 lb. Bond." Instead, each drawer is devoted to a particular manufacturer's duplicating stock. Such careful segregation strongly suggests that these products possessed specialized characteristics and were not readily interchangeable.

Two interpretations remain possible.

The first is that the drawers contained specialty receiving paper—the sheets upon which mimeograph or duplicator machines produced their finished copies. Schools, businesses, and government offices often stocked several brands and weights of mimeograph paper because different machines and inks performed better with different papers. Since individual jobs frequently required only a few dozen or a few hundred copies, shallow drawers would have provided convenient storage.

The second—and perhaps more persuasive—interpretation is that many of these drawers contained the materials from which copies themselves were produced: master sheets.

Several labels include the designation "Duplicator" rather than simply "Mimeo." By the early 1950s, "duplicator" referred not to one machine but to an entire family of reproduction systems employing different types of master materials. These included wax-coated stencil sheets, carbon-backed transfer masters, spirit duplicator masters, hectograph masters, and other proprietary products developed by competing manufacturers.

Such materials were comparatively expensive, susceptible to damage if bent or curled, and were commonly packaged in boxes of one hundred sheets or fewer—exactly the quantity that would fit comfortably within drawers of this size.

Particularly intriguing is the label "Everett W/M Duplicator." Although definitive documentation remains elusive, "W/M" almost certainly denotes "Wax Master," referring to specially coated master sheets used to prepare printing stencils. Unlike ordinary paper, wax masters were precision consumables. They demanded careful handling and flat storage, making this cabinet ideally suited to their preservation.

Equally curious is the designation "Moistrite Mimeo," evidently a proprietary product marketed for mimeograph work. Whether Moistrite referred to a specially formulated receiving paper or to another type of master stock, its segregation into a dedicated drawer suggests that it possessed unique characteristics considered important enough to warrant separate storage.

The cabinet also reflects the remarkable diversity of office reproduction technology during the first half of the twentieth century. Today a single multifunction printer effortlessly performs tasks that once required an assortment of specialized machines.

The mimeograph served as the workhorse for high-volume text reproduction. A wax stencil was cut with a typewriter or stylus, wrapped around an ink-filled drum, and used to produce hundreds or even thousands of inexpensive copies. Churches, schools, businesses, and government agencies relied upon mimeographs for newsletters, memoranda, manuals, forms, and bulletins.

The spirit duplicator, remembered by generations of schoolchildren as the "Ditto machine," created its distinctive purple or blue copies from alcohol-activated masters. The copies carried a characteristic sweet solvent odor familiar to anyone educated before photocopiers became commonplace. Spirit duplicators excelled at short runs such as quizzes, worksheets, and classroom handouts.

The offset duplicator occupied a higher tier. Although requiring more preparation, it produced considerably sharper typography and could reproduce photographs, line art, and more sophisticated layouts. Reports, brochures, sales literature, and professionally printed announcements often justified the additional effort.

Various wax-master and stencil duplicating systems filled the space between these technologies. Manufacturers promoted proprietary master materials that promised easier preparation, cleaner impressions, or longer production runs. Offices frequently standardized on a particular manufacturer's system, making inventories of specialized consumables an essential part of daily operations.

An institution of moderate size—a school district, university, hospital, county courthouse, engineering firm, insurance company, or large corporate office—might therefore maintain several duplicating machines simultaneously. A teacher requesting thirty classroom worksheets might receive spirit-duplicated copies. Five hundred employee notices would likely emerge from the mimeograph. An annual report or promotional brochure demanding superior appearance would be assigned to the offset duplicator.

Viewed in this context, the cabinet no longer appears to be a general paper file. Instead, it resembles the organized inventory of a centralized duplicating department, where specialized consumables were kept ready for whichever reproduction process best suited the day's work.

Only a few years later, this carefully ordered world would begin to disappear. The introduction of practical xerographic copiers eliminated the need for wax stencils, spirit masters, offset duplicator papers, and many of the specialized products represented by these surviving labels. By the early 1960s, cabinets like this increasingly held ordinary xerographic bond paper instead of the remarkable assortment of proprietary duplicating materials that had once formed the hidden infrastructure of office communication.

Today, these modest drawer labels preserve more than product names. They record a forgotten technological ecosystem—one in which every copy began with a carefully prepared master, every reproduction method had its own specialized consumables, and a well-organized cabinet such as this stood at the center of the office's ability to communicate.

At 57 kilometres, the Gotthard Base Tunnel is the longest railway tunnel in the world. Opening in 2016 after 17 years construction time. Costs of CHF 12.2 billion. Stop / visit of Multifunction station Sedrun in the middle of the tunnel.

Vehículo multifunción modular de los Bomberos Forestales EIRIF Canarias

( Equipos de Intervención y Refuerzo en Incendios Forestales )

2015 Mercedes-Benz Unimog U 427 [405] Iturri

Lightbar: Federal Signal Vama Aurum

Canary Islands Multifunction Forestal FireTruck

Kanarische Inseln Feuerwehr

Канарські Острови Пожежники

Three military equipment that ensures the Russian Armed Forces' stable and safe tactical communication around the battlefield.

BMVU-1822 Portable Multifunction Computing Device

MR-8200 Combat Radio

R-618 Radio station

Not knowing any better, and only finding the image at the superlative CAPCOM ESPACE website (see/read below), which I trust implicitly, this is a photograph of the cockpit of Space Shuttle Endeavour (OV-105) during construction. Endeavour was the replacement for Space Shuttle Challenger (OV-099), with primary assembly commencing in 1987 and delivery to KSC in 1991. OV-105 was the last orbiter delivered to KSC/NASA by Rockwell International.

As the last shuttle built, I assume it’s why it was the last to have its primary flight instrumentation upgraded/modernized to the "glass cockpit" aka Multifunction Electronic Display System (MEDS).

www.youtube.com/watch?v=g4bWm8_JITI

Endeavour received the upgrade 2004-2005.

Above (paraphrased) and image at/from:

www.capcomespace.net/dossiers/espace_US/shuttle/sts/orbit...

Crosscut by Perron in the rescue tunnel of the emergency stopping point in the eastern tube of the Gotthard Base Tunnel. This is a part of the Sedrun multifunction station. This stations house ventilation equipment and technical infrastructure and serve as emergency stops and evacuation routes in the other tube.

800 m (2,625 ft) below Sedrun.

Gotthard-Basistunnel

Querstollen in den Rettungstunnel der Nothaltestelle in der Oströhre des Gotthard-Basistunnels. Sie ist Teil der Multifunktionsstelle Sedrun. Diese Multifunktionsstellen beherbergen Tunnelbelüftung und technische Installationen und dienen als Nothaltestellen und Evakuationsrouten in die andere Röhre.

800m unter Sedrun.

CASIO 1400 WHD-1AVEF Timer

Auckland Town Hall, New Zealand. Opened in 1911 it now fulfills its original administrative purpose, as well as functioning as a concert venue.

Another MEADS component built on top of the FMTV series of trucks, the Multifunction Fire Control Radar is the baseline sensor required for this kind of SAM battery to engage a target.

I attended the Barrett Jackson Spring 2026 Car Show at WestWorld in Scottsdale.

This is a 2022 McLaren 765LT Spider. It sold for $599,500.

Lot #1364 Details

This 2022 McLaren 765LT Spider is No. 638 of a total limited-production run of 765. Exceptionally well-optioned, it is finished in McLaren Orange and is powered by McLaren's proprietary twin-turbocharged and intercooled 4.0-liter V8 engine delivering a factory-rated 755hp at 7,500 rpm and paired with a paddle-shifted 7-speed dual-clutch automatic rear transaxle. As the track-focused version of the McLaren 720S and based on McLaren's carbon-fiber Monocage II structure, the 765LT delivers hypercar performance - including a 205-mph top speed - with lightweight construction, revised aerodynamics, upgraded steering and suspension, internal engine refinements and a standard vehicle lift system. It features a full Alcantara interior with McLaren Orange contrast stitching. Factory options include MSO Black Pack, electrochromic glass roof panel feature, Super Lightweight racing seats, MSO defined satin sill plate, MSO defined fascia vent, MSO color split rear wing, McLaren Orange stitching, carbon-fiber secondary interior components, 360-degree park assist, McLaren track telemetry, MSO headrest, covered door storage bins, car cover, HomeLink system, orange seatbelts, lithium-ion battery charger, fire extinguisher and an MSO black ignition key.

It is also equipped with MSO side skirts, MSO front splitter, MSO rear bumper, soft-close doors, front vehicle lift system, rearview parking camera, 360-degree surround-view camera, front and rear parking distance sensors, carbon-ceramic high-performance brakes, power-adjustable folding and heated exterior mirrors, and an automatic power-retractable speed-dependent spoiler. It rides on staggered 19-inch front and 20-inch rear forged alloy wheels with diamond-cut laser finish. Other highlights include Bluetooth connectivity, adjustable driving modes and suspension, an automatic retractable driver display screen, multifunction entertainment touchscreen display and a 12-speaker Bowers & Wilkins surround-sound system. 494 actual miles.

www.barrett-jackson.com/2026-scottsdale/docket/vehicle/20...

Special car

Barrett Jackson 2026

Major features, from left to right:

Flight deck with helicopter, missile CIWS and search radar atop the hangar, two antiship missiles, module bay C with large VLS, funnel, main mast with multifunction radar, bridge, module bay B with small VLS, module bay A with gun.

Had a hard 'time' deciding between these two photo compositions... this one has a clearer dial but some of the pocket watch screws have a little dirt on them. The screws were taken out of a small box where thousands of assorted sizes live.

*Photograph composition was created for the Our Daily Challenge topic:

INCLUDED FOR SCALE

El tiempo es el mejor autor; siempre encuentra un final perfecto.

El temps és el millor autor; sempre troba un final perfecte.

Time is the best author; always finds a perfect ending.

Le temps est le meilleur auteur; trouve toujours une fin parfaite.

Il tempo è il miglior autore; trova sempre un finale perfetto.

O tempo é o melhor autor; sempre encontra um final perfeito.

时间是最好的作者;总是找到一个完美的结局。

الوقت هو أفضل مؤلف. دائما ً ما يجد نهاية مثالية

時間は最高の作者です。常に完璧な結末を見つける。

Время является лучшим автором; всегда находит идеальный конец.

(Charles Chaplin)

----

Muchas gracias por sus comentarios y valoraciones.

Moltes gràcies pels seus comentaris i valoracions.

Thank you very much for your comments and rating.

Merci beaucoup pour vos commentaires et notes.

Grazie mille per i tuoi commenti e valutazioni.

Muito obrigado pelos seus comentários e classificações.

Canon EOS 1100D - f/5.6 - 55mm - 1/4s - ISO 200 - Tubo de extensión

Emergency stopping point in the eastern tube of the Gotthard Base Tunnel. This is a part of the Sedrun multifunction station. This stations house ventilation equipment and technical infrastructure and serve as emergency stops and evacuation routes in the other tube.

800 m (2,625 ft) below Sedrun.

Gotthard-Basistunnel

Nothaltestelle in der Oströhre des Gotthard-Basistunnels. Sie ist Teil der Multifunktionsstelle Sedrun. Diese Multifunktionsstellen beherbergen Tunnelbelüftung und technische Installationen und dienen als Nothaltestellen und Evakuationsrouten in die andere Röhre.

800m unter Sedrun.

Another multi-functional tug sailing down the River Thames and heading further afield, this time Lowestoft.

I've seen MTS Valour before, but in orange/grey livery so perhaps it's changed hands.

It was built in 2006 by Damen, who often appear here as builders: they're a Netherlands company but also build in Romania and Vietnam (amongst others). MTS Valour was built in the Netherlands.

It's a Damen Shoalbuster 2308...shoalbuster seems to mean versaltile/multi-functional.

[DSC_8629a]

I bought a Tamron AF70-300mm F/4-5.6 Di lens for £89 , taking a chance on it as lenses are expensive though I thought why not give it a try, I attached it to my Nikon D750 and drove down to the harbour to try it out , this is one of the photos I took with it .

Skandi Buchan passes the breakwaters at Aberdeen Harbour and makes her way through the channel passing the Marine Operation Centre and old Navigation Control Centre on the North Pier 24/11/17.

Skandi Buchan

Type Supply vessel

Flag Norway

IMO 9263514

MMSI 258753000

Callsign LAWP5

Year Built 2002

Length 84 m

Width 20 m

Draught Avg 4.7 m / ...

Speed Avg/Max 9.0 kn / 16.3 kn

Skandi Buchan is a diesel electric driven (frequency controlled propellers, pumpes, fans) - supply ship/ pipe carrier, which is designed to meet the general marked, in addition to be specially designed for field supply duties, for safe and economic World wide service.

Skandi Buchan is a Multipurpose Field Supply, ROV-ship and

Pipe Carrier owned by DOF ASA and built by Fitjar Mekaniske

Verksted in Norway. The ship is equipped with a diesel-electric

propulsion system which provides efficient fuel economy and a top speed of around 16 knots. This multifunction vessel is of

MT-6000 design from AS Marine Teknikk and is the eighth ship of this design in DOF’s fleet.

ABB’s delivery to Skandi Buchan includes:

Electric Power and AC Propulsion Systems:

● Generators, total capacity 5832 kW

● 690 V Main Switchboards

● 450/220 V Switchboards

● Propulsion Thruster Motors

● Azimuth & Tunnel Thruster Motors

● Frequency Converters for Propulsion

and Thruster Motors

Power Management System

Electrical Engineering

Through innovative solutions, high competence and true global capability, ABB Marine contributes to high-performance

vessels and more profitable operations. ABB Marine is the world-leading supplier of integrated electrotechnical solutions

to the marine industries, and our Azipod® and Compact Azipod® systems are setting new standards within electric propulsion

Marine Operations Centre Aberdeen – SMC Parr Architects:

SMC Parr Architects’ new Marine Operations Centre at Aberdeen Harbour, has already been given recognition for the quality of its’ design – a prestigious Award from the Aberdeen Civic Society, presented at a ceremony last night. The new Centre at Pocra Quay was the only project to receive a full Award from the Civic Society this year.

The new state-of-the-art building will control all vessel movements into and out of the busy harbour, and succeeds the old Navigation Control Centre known locally as “The Roundhouse”, built in 1803.

The Marine Operations Centre sits on a prominent site, within the Footdee Conservation Area, where the North Pier meets the main land mass.

The design concept was the interaction of two interlocking forms; solid and light. The solid element – built from precast concrete with pure white aggregate as a metaphor of a lighthouse – contains the stair, lift and toilet core.

The light element, containing the main accommodation spaces, has facetted glazing around its perimeter which provides reflections of the setting of the building. The ground floor area has been kept to a minimum to lighten the connection between the building and the surrounding landscape.

The Centre is organised around a strict set of operational criteria in terms of security, visibility and interior comfort. A further key requirement was to consider environmental factors – a mixed mode ventilation/cooling system utilises displacement ventilation for the main floorplates, with the solid core used as a thermal mass and vertical ventilation stack.

Aberdeen Harbour Marine Operations Centre – Building Information

Main Contractor: Sir Robert McAlpine

Length of Contract: One year

Value: £3.7m

The new state-of-the-art Marine Operations Centre controls all vessel movements in and out of the busy Harbour from its prominent site within the Footdee Conservation Area.

It succeeds the old Navigation Control Centre, built in 1803.The design concept was the interaction of two interlocking forms: solid and light. The solid element - built from precast concrete with white aggregate as a metaphor of a lighthouse - contains the stair, lift and toilet core.

The light element contains the main accommodation and has facetted glazing around its perimeter, reflecting the building's stunning setting.

…with speedometer!

Type Supply vessel

Flag Norway

IMO 9263514

MMSI 258753000

Callsign LAWP5

Year Built 2002

Length 84 m

Width 20 m

Draught Avg 4.7 m / ...

Speed Avg/Max 9.0 kn / 16.3 kn

Skandi Buchan is a diesel electric driven (frequency controlled propellers, pumpes, fans) - supply ship/ pipe carrier, which is designed to meet the general marked, in addition to be specially designed for field supply duties, for safe and economic World wide service.

Skandi Buchan is a Multipurpose Field Supply, ROV-ship and

Pipe Carrier owned by DOF ASA and built by Fitjar Mekaniske

Verksted in Norway. The ship is equipped with a diesel-electric

propulsion system which provides efficient fuel economy and a top speed of around 16 knots. This multifunction vessel is of

MT-6000 design from AS Marine Teknikk and is the eighth ship of this design in DOF’s fleet.

ABB’s delivery to Skandi Buchan includes:

Electric Power and AC Propulsion Systems:

● Generators, total capacity 5832 kW

● 690 V Main Switchboards

● 450/220 V Switchboards

● Propulsion Thruster Motors

● Azimuth & Tunnel Thruster Motors

● Frequency Converters for Propulsion

and Thruster Motors

Power Management System

Electrical Engineering

Through innovative solutions, high competence and true global capability, ABB Marine contributes to high-performance

vessels and more profitable operations. ABB Marine is the world-leading supplier of integrated electrotechnical solutions

to the marine industries, and our Azipod® and Compact Azipod® systems are setting new standards within electric propulsion

The first multiship flight with all three F-35 variants took place on November 19, 2013, during a test mission to evaluate the F-35’s Multifunction Advanced Data Link, or MADL.

My Website | My Twitter | My Facebook Page

George, a pilot from Wiltshire Air Ambulance puts the Bell 429 in to a steep turn as we fly back towards their base.

© Lloyd Horgan. All Rights Reserved - Unauthorized use of this photo is strictly prohibited

A little Leica Black Paint Goodness.

Leica Monochrom "Your Mark" edition camera.

Fuji GFX/GF680 Hybrid Camera, 65mm Fujinon lens

10 degree tilt and 7 degree swing to set plane of focus across lens and top plate of camera.

ISO 100, f/11 at 1/12 second

CLA 45, AMG

Burnaby, BC., Canada.

The Mercedes-Benz CLA-Class is a compact four-door luxury grand tourer developed and manufactured by Mercedes-Benz, based on the platform of the Mercedes-Benz W176 A-Class and W246 B-Class compact cars, formally launched at the January 2013 North American International Auto Show. The vehicle was previewed as the 2012 Concept Style Coupe at various international locations.

The CLA first went on sale in Europe in April 2013, and was subsequently introduced in the United States in September 2013

Mercedes-AMG CLA 45 (2013–)

Mercedes-AMG CLA 45 (Australia)

The CLA 45 is a current high-performance model of the CLA-Class from Mercedes-AMG. The car shares its drivetrain with the A45 AMG, and it will include an AMG 2.0-litre four-cylinder twin-scroll turbocharged petrol engine, 4MATIC all wheel drive, SPEEDSHIFT DCT 7-speed transmission with paddle shifters, AMG sports suspension with independently developed front and rear axles, electromechanical AMG speed-sensitive sports steering, AMG high-performance braking system, three-stage ESP with "SPORT Handling" mode. Other features include AMG "twin-blade" radiator grille in matt titanium grey, AMG front fascia with front splitter in matt titanium grey, Large side cooling air intakes with black flics, Side sill panels with inserts in matt titanium grey, "TURBO AMG" lettering on front wing, AMG rear fascia with stylised side air outlet openings, Rear diffuser insert with trim in matt titanium grey, AMG sports exhaust system with two rectangular chrome-plated tailpipe trims featuring twin-tailpipe design, Bi-xenon headlamps, Tail lights with LED technology, Red seat belts, sports seats in ARTICO man-made leather/DINAMICA microfibre with red contrasting topstitching and red seat belts, the multifunction sports steering wheel with shift paddles, and the AMG DRIVE UNIT with E-SELECT lever, instrument panel trim in brushed aluminium and five galvanised ventilation outlets, central colour display incorporates the AMG main menu including RACETIMER.

The vehicle was unveiled in 2013 Geneva Motor Show, followed by 2013 New York International Auto Show. It went on sale in late September 2013.

For the 2016 year model, Mercedes-AMG has increased the horsepower of the CLA 45. It now has 375 hp @ 6,000 rpm which sprints the car from 0-60 in only 4.1 seconds compared to the previously 4.4 seconds on 355 hp. New features that were added include AMG DYNAMIC SELECT and an introduction to AMG DYNAMIC PLUS package which brings an enhanced acceleration, suspension, and transmission.

Vendor: BTO

Type: Tactical Pens For Sale

Price:

24.97

Tactical Pens For Sale

Item Type: Flashlights Zoom: No Lighting Distance: 50-100 m Battery Type: 14500,AA Certification: CE,RoHS,CCC Charger: Not Applicable Support Dimmer: 2-4 files Function: Shock Resistant Body Material: Aluminum Model Number: Flashlight Switch Mode: Zoom In Wattage: Other Light Source: LED Bulbs Focal Length: Non-adjustable Color: Black Waterproof: Yes Lumen: > 350 Flashlight Type: Camping Hunting Model of LED Beads: Q5

Tactical Pens For Sale

beyondtheoutdoors.com/wp-content/uploads/2017/01/LED-Mini...

beyondtheoutdoors.com/tactical-pens-for-sale/

Type Supply vessel

Flag Norway

IMO 9263514

MMSI 258753000

Callsign LAWP5

Year Built 2002

Length 84 m

Width 20 m

Draught Avg 4.7 m / ...

Speed Avg/Max 9.0 kn / 16.3 kn

Skandi Buchan is a diesel electric driven (frequency controlled propellers, pumpes, fans) - supply ship/ pipe carrier, which is designed to meet the general marked, in addition to be specially designed for field supply duties, for safe and economic World wide service.

Skandi Buchan is a Multipurpose Field Supply, ROV-ship and

Pipe Carrier owned by DOF ASA and built by Fitjar Mekaniske

Verksted in Norway. The ship is equipped with a diesel-electric

propulsion system which provides efficient fuel economy and a top speed of around 16 knots. This multifunction vessel is of

MT-6000 design from AS Marine Teknikk and is the eighth ship of this design in DOF’s fleet.

ABB’s delivery to Skandi Buchan includes:

Electric Power and AC Propulsion Systems:

● Generators, total capacity 5832 kW

● 690 V Main Switchboards

● 450/220 V Switchboards

● Propulsion Thruster Motors

● Azimuth & Tunnel Thruster Motors

● Frequency Converters for Propulsion

and Thruster Motors

Power Management System

Electrical Engineering

Through innovative solutions, high competence and true global capability, ABB Marine contributes to high-performance

vessels and more profitable operations. ABB Marine is the world-leading supplier of integrated electrotechnical solutions

to the marine industries, and our Azipod® and Compact Azipod® systems are setting new standards within electric propulsion

via WordPress ift.tt/1ZedU05

Type Supply vessel

Flag Norway

IMO 9263514

MMSI 258753000

Callsign LAWP5

Year Built 2002

Length 84 m

Width 20 m

Draught Avg 4.7 m / ...

Speed Avg/Max 9.0 kn / 16.3 kn

Skandi Buchan is a diesel electric driven (frequency controlled propellers, pumpes, fans) - supply ship/ pipe carrier, which is designed to meet the general marked, in addition to be specially designed for field supply duties, for safe and economic World wide service.

Skandi Buchan is a Multipurpose Field Supply, ROV-ship and

Pipe Carrier owned by DOF ASA and built by Fitjar Mekaniske

Verksted in Norway. The ship is equipped with a diesel-electric

propulsion system which provides efficient fuel economy and a top speed of around 16 knots. This multifunction vessel is of

MT-6000 design from AS Marine Teknikk and is the eighth ship of this design in DOF’s fleet.

ABB’s delivery to Skandi Buchan includes:

Electric Power and AC Propulsion Systems:

● Generators, total capacity 5832 kW

● 690 V Main Switchboards

● 450/220 V Switchboards

● Propulsion Thruster Motors

● Azimuth & Tunnel Thruster Motors

● Frequency Converters for Propulsion

and Thruster Motors

Power Management System

Electrical Engineering

Through innovative solutions, high competence and true global capability, ABB Marine contributes to high-performance

vessels and more profitable operations. ABB Marine is the world-leading supplier of integrated electrotechnical solutions

to the marine industries, and our Azipod® and Compact Azipod® systems are setting new standards within electric propulsion

A U.S. Air Force Lockheed Martin F-22 Raptor flies above Royal Australian Air Force Base Tindal, Australia, March 2, 2017. Twelve Lockheed Martin F-22 Raptors and approximately 200 U.S. Air Force Airmen participated in the first Enhanced Air Cooperation, an initiative under the Force Posture Agreement between the U.S. and Australia.

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. 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). 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. 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.

Outfited in standard style, with a shield, Microwave multifunction sensor/antimissile, thrusters, and LMG.

This is a multi-function device, made in 1983 by Hendren Enterprises of Harrodsburg, Kentucky. McKeown's Price Guide attributes it to "Hendren Enterprise" (without the S on the end), and it is indeed spelled that way on the unit, but Hendren applied for a trademark for the name "The Weekender", and the partnership is called Hendren Enterprises on the official forms.

The unit consists of a 110 camera, AM/FM radio, flashlight, clock, stopwatch, dual time zone indicator, wake up alarm, and a storage compartment. I'm guessing they liked "The Weekender" and decided to trademark the name, and then realized their device had eight functions, so they'd call it "Octopus" as well. Or maybe they planned to make other products called The Weekender.

In any event, Hendren Enterprises wasn't in business for very long, as the Octopus apparently had quality issues. This may have been more tolerable if it had been inexpensive, but this thing sold for about $75 in 1983. If they created a product with all those functions today, it would probably be the size of a credit card, and free with the purchase of a magazine subscription!

In 1990, the trademark registration was cancelled, and these days there are several products called The Weekender.

I like cameras that are also other things, so this is a fun addition to the collection.

I would have liked to have had something displayed in the LCD window, but I couldn't get AA batteries to fit, even though that's what it's supposed to take. Odd.

The KL Sandefjord Anchor Handling Tug Supply (AHTS) vessel is owned by K Line Offshore (Kawasaki Kisen Kaisha). It is a multifunction vessel designed to carry out seabed operations, ploughing / trenching and pre-lay work in ultra-deep waters and harsh environments. With a bollard pull of 390t, it the world’s strongest AHTS vessel constructed to date.

The ship was delivered to K Line on 7 January 2011 after successfully completing sea trials in December 2010. The vessel will begin operating after the installation and testing of the A-frame at Kristiansand harbour in southern Norway.

Design

KL Sandefjord is the first of two AHTS vessels of AH 12 CD design. It is 95m-long and 24m-wide with 9.8m depth to the centre of the main deck. It has a maximum draught of 7.82m and a cargo rail height of 3.10m above the deck.

The deadweight capacity is 4,800t with cargo deck area measuring about 750m². The deck can carry cargo weighing up to 3,200t. The free area on the deck can carry 10t/m² of cargo.

The A-frame is fitted on the deck for subsea construction works. It weighs 250t and has an inside width of 15,500mm between the legs at deck level. The top width is 10,500mm and inside height is 11,100mm. The outreach is 8.5m at the aft and 4.55m forward the A-frame pivot

Construction

The hull was constructed by STX Norway Offshore in Tulcea, Romania. The construction was supervised by Norway-based OSM Group.

The hull was launched in February 2010. It was towed to position alongside the tug Pegasus and then towed to STX Norway Offshore’s Langsten shipyard in Tomrefjord in Alesun County, Norway for final outfitting. Naming ceremony was held in November 2010.

Equipment

The vessel is fitted with ROV hangar and ODIM LARS system for underwater search operations and handling of anchors respectively. An ODIM Anchor Recovery Frame (ARF) is fitted on aft deck to handle Torpedo type anchors. It is flush with the main deck when in stowed position.

The two jib RRM cargo rail cranes are equipped with manipulators for safe operations of the working area on the deck.

Large chain and synthetic fibre rope of different capacities are available on the deck.

Propulsion

KL Sandefjord has a highly efficient power plant designed and built by Finland-based Wärtsilä. It consists of two 16v 32-type main engines and 2,200kW, five diesel generators with alternators connected to the main switchboard.

The engines are connected to shaft lines through reduction gears and controlled pitch propellers (CPP) which can be powered using diesel-electric, diesel-mechanical or hybrid modes. The two main CPPs have four blades that rotate at a speed of 130rpm.

The three thrusters-two tunnel thrusters forward and one tunnel thruster to the aft are fixed with fixed pitch propellers. The thrusters operate at variable speeds, regulated by frequency controlled motors.

Accommodation

The vessel can accommodate 70 people on board. There are 45 cabins of which six single berth cabins are reserved for officers. The rest are 14 single berth and 25 double berth cabins for crew members.

Facilities

Facilities on board include a conference room, lounges and internet access.

Decks A and D have a client office and a conference room while Deck C has only client office. The bridge accommodates one ship office. Deck A houses a lounge which is fully equipped with satellite TV and home theatre system. Deck B has two lounges with similar facilities.

All the cabins have local area network (LAN) connections. V-sat is provided separately for client internet and telephone lines.

Other major facilities include a gym and a hospital for officers and crew members.

O'Hares Anchor Inn, Grocery Store and sometime petrol station at Carlingford an interesting multifunction building in this historic town.

Camera: Contax G1 + Carl Zeiss 28mm f2.8 Biogon lens

For more 35mm Archive photographs of Ireland please click here: www.jhluxton.com/The-35mm-Film-Archive/Ireland

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KL Sandefjord Anchor Handling Tug Supply Vessel, Norway

The KL Sandefjord Anchor Handling Tug Supply (AHTS) vessel is owned by K Line Offshore (Kawasaki Kisen Kaisha). It is a multifunction vessel designed to carry out seabed operations, ploughing / trenching and pre-lay work in ultra-deep waters and harsh environments. With a bollard pull of 390t, it the world's strongest AHTS vessel constructed to date.

The ship was delivered to K Line on 7 January 2011 after successfully completing sea trials in December 2010.

Design

KL Sandefjord is the first of two AHTS vessels of AH 12 CD design. It is 95m-long and 24m-wide with 9.8m depth to the centre of the main deck. It has a maximum draught of 7.82m and a cargo rail height of 3.10m above the deck.

The deadweight capacity is 4,800t with cargo deck area measuring about 750m². The deck can carry cargo weighing up to 3,200t. The free area on the deck can carry 10t/m² of cargo.

The A-frame is fitted on the deck for subsea construction works. It weighs 250t and has an inside width of 15,500mm between the legs at deck level. The top width is 10,500mm and inside height is 11,100mm. The outreach is 8.5m at the aft and 4.55m forward the A-frame pivot point.

Construction

The hull was constructed by STX Norway Offshore in Tulcea, Romania. The construction was supervised by Norway-based OSM Group.

The hull was launched in February 2010. It was towed to position alongside the tug Pegasus and then towed to STX Norway Offshore's Langsten shipyard in Tomrefjord in Alesun County, Norway for final outfitting. Naming ceremony was held in November 2010.

Equipment

The vessel is fitted with ROV hangar and ODIM LARS system for underwater search operations and handling of anchors respectively. An ODIM Anchor Recovery Frame (ARF) is fitted on aft deck to handle Torpedo type anchors. It is flush with the main deck when in stowed position.

The two jib RRM cargo rail cranes are equipped with manipulators for safe operations of the working area on the deck.

Large chain and synthetic fibre rope of different capacities are available on the deck.

Propulsion

KL Sandefjord has a highly efficient power plant designed and built by Finland-based Wärtsilä. It consists of two 16v 32-type main engines and 2,200kW, five diesel generators with alternators connected to the main switchboard.

The engines are connected to shaft lines through reduction gears and controlled pitch propellers (CPP) which can be powered using diesel-electric, diesel-mechanical or hybrid modes. The two main CPPs have four blades that rotate at a speed of 130rpm.

The three thrusters-two tunnel thrusters forward and one tunnel thruster to the aft are fixed with fixed pitch propellers. The thrusters operate at variable speeds, regulated by frequency controlled motors.

Accommodation

The vessel can accommodate 70 people on board. There are 45 cabins of which six single berth cabins are reserved for officers. The rest are 14 single berth and 25 double berth cabins for crew members.

Facilities

Facilities on board include a conference room, lounges and internet access.

Decks A and D have a client office and a conference room while Deck C has only client office. The bridge accommodates one ship office. Deck

A houses a lounge which is fully equipped with satellite TV and home theatre system. Deck B has two lounges with similar facilities.

All the cabins have local area network (LAN) connections. V-sat is provided separately for client internet and telephone lines.

Other major facilities include a gym and a hospital for members

This polka dot kitchen was published in 1940 in American Home magazine. Glass block was popular as were multifunction kitchens. Very cute, very pink!

The MEADS Multifunction Fire Control Radar, shown in its German configuration, can detect and track advanced threats with 360-degree coverage and no blind spots. The radar is highly mobile and A400M transportable. Each MEADS element is lightweight and truck-mounted, mobile enough to move protection as needed or when forces move. Its rotating radars and advanced launchers provide 360-degree capability, and all components are networked using open architecture software and plug-and-fight capability.

More info about Lockheed Martin at the Paris Air Show 2015:

www.lockheedmartin.com/paris

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Audi S line Multifunktions-Sportlenkrad mit unten abgeflachtem Kranz und S-Logo. 😎👌

Audi S line multifunction sport steering wheel with a flattened bottom and S logo. 😎👌