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MaxiDAS DS708 Scanner
MaxiDas DS708 is a state of the art multifunction scan tool designed with workshops and mobile mechanics in mind, With the MaxiDas DS708 you have coverage for over 30 manufactures and OEM software levels for many of the vehicles allowing deep diagnosis and inspection, ANYTOOLS offer MaxiDas DS708, if MaxiDas DS708 intestest you,pls contact us. It can do Asian, Euro and American cars. For Toyota, Honda, Nissan and Renault, its functions have reached their original tool funcitions. For Volvo and Mitsubishi, year before 2005, it has reached original functions.Within 3 year, Free update by internet.
MaxiDas DS708 Features:
1. Broad vehicle coverage and deep OEM level software
2. Full OBDII support including CAN capability
3. Accurate and fast diagnosis of all electronic systems
4. On-screen service tips provide you the solution you need at your fingertips
5. Data graphing and graph merging for quick & easy data review & analysis
6. Supports all 9 test modes of the latest J1979 OBD II test specs
7. Powered by Autel Uni-SCANTM technology with no need for extra adaptors or "keys"
8. Daylight visible high-resolution 7 inch full color display
9. Easy automatic Wi-Fi upgrades available in new software releases
10. Hot Key for Quick Wi-Fi Internet Access
11. Automatic Wi-Fi data logging for quick and accurate after-sales service
12. Convenient Wi-Fi printing
13. Modular design allows for future capability expansions
14. Ergonomic design features strong housing and protective rubber grips
MaxiDas DS708 Function:
1. Extensive vehicle coverage for more than 30 domestic, Asian and European vehicle makes;
2. Deep vehicle system coverage for ALL electronic systems;
3. Complete function capability including live data, ECU programming and so many others;
4. Unparalleled OBDII functionalities?Csupports ALL 5 OBDII protocols and ALL 9 test modes;
5. Automatic Wi-Fi updates available in new software releases;
6. Innovative dual-processor technology for quicker diagnostics and boot-up;
7. The genuine Windows CE operating system allows for more stable performances, better compatibility and expandability;
8. WIFI internet capability allows for wireless access throughout the workshop;
9. Internet explorer brings internet resource of your choice at your fingertips
10. Advanced USB communication for faster operation and more accurate diagnostics;
11. Automatic Wi-Fi updates available in new software releases;
12. Extremely easy-to-us with touch-screen operation and intuitive operation;
13. Extensive vehicle coverage for more than 30 domestic, Asian and European vehicle makes;
14. 7 inch 800 x 480 pixel TFT color display provides better view of test results, graphs, web pages and etc;
15. Unique shop tough ergonomic design features multi-layered rubber protection and strong housing;
16. Intelligent memory of vehicles for easy and quick diagnosis of tested vehicles;
17. Captures, saves and prints screenshots for convenient troubleshooting;
18. Displays live data in text, graph and analog for easy data review and analysis;
19. Records and playbacks live data to pinpoint troubles of sensors and components;
20. Innovative graph merging for easy and quick detection of intermittent problems;
21. Automatic WIFI Data Logging for quick and accurate technical support and troubleshooting;
22. Built-in overvoltage protection keeps the instrument and vehicle from unwanted damages;
23. Creative remote diagnosis for convenient demonstrationand training;
24. Powered by Autel? Uni-SCANTM technology with no need for extra adaptors or "keys" ;
25. Prints out recorded data any time and anywhere with Wi-Fi printing capability.
MaxiDas DS708 Specifications:
Operating System: Windows CE
CPU: ARM9+ARM7 dual processor
Memory: Max. 4 Gigabyte SD card
Communication Interface: OBD, USB，Ethernet
Input Voltage: 8.0-32.0V power provided via vehicle battery
Power Consumption: 8W
Operating Current: 500mA
Display: Backlit, 7″ TFT (800*480 dpi) color display with touchscreen
Operating Temperature: 0 to 60°C (32 to 140 F°)
Storage Temperature: -10 to 70°C (14 to 158 F°)
Operation: Touchscreen and one rubber key (ON/OFF)
Printer Interface: Wi-Fi, USB, Ethernet
Housing: Strong plastic housing with protective rubber boot
Dimension: 282mm (11.10″)*163mm (6.42″)*60mm (2.36″)
Weight: approx. 2Kg (4.41lbs)
Protocols: ISO 9141-2, K/L lins, flashing code, SAE-J1850 VPW, SAE-J1850 PWM, CAN ISO 11898 ISO15765-4, Highspeed, Middlespeed, Lowspeed and Singlewire CAN
Download Autel DS708 PC Suit V1.00.10 Beta
Vehicle Makes (deep OEM level software):
Australia: Holden & Ford
Asia: Mazda, Honda, Mitsubishi, Toyota, Subaru, Nissan, Hyundai, Scion, Infinity, Lexus, Acura, Kia, Isuzu, Daewoo..and more (incoming Suzuki, Cherry, Great Wall)
Europe: BMW, Benz, Benz Sprinter, Citroen, Opel, Volvo, Peugeot, Renault, VW, Audi, Euro Ford, Landrover, Daicia, Skoda, Seat, Mini, Smart, Jaguar, Alfa Romeo, Fiat, Saab, Maserati, Abarth, Mayback, Bently, Bugatti..and more
USA: Chrysler, Ford, GM
Spotted at Funchal, Madeira island.
F220 Hamburg is a F124 Sachsen class frigate. he F124 Sachsen class is Germany's latest class of highly advanced air-defense frigates. The design of the Sachsen class frigate is based on that of the F123 Brandenburg class but with enhanced stealth features intended to deceive any opponent's radar and acoustic sensors and incorporate also the advanced multifunction radar APAR as well as the SMART-L long-range radar which is claimed to be capable of detecting stealth aircraft and stealth missiles. Although designated as frigates, they are in capability and size comparable to destroyers.
At €2.1 billion for only three ships, this was one of the most expensive ship building programs of the German Navy. They are similar to the Dutch De Zeven Provinciën-class frigates. Both the Sachsen class and the De Zeven Provinciën class frigates are based on the use of a common primary anti-air warfare system built around the APAR and SMART-L radars and the area-defence SM-2 Block IIIA and point-defence Evolved Sea Sparrow Missile (ESSM) surface-to-air missiles.
In June 1996 the German government contracted for three ships with an option on a fourth that was provisionally to have been named as the Thüringen, but the option for this fourth ship was not taken up.
The F124 class frigates are larger and much more capable in all aspects than the Lütjens-class destroyers, which they replaced.
General characteristics and machinery:
The ships of the Sachsen class are 132.15 meters (433.6 ft) long at the waterline and 143 m (469 ft) long overall. They have a beam of 17.44 m (57.2 ft) and a draft of 5 m (16 ft), though the draft increases to 7 m (23 ft) at the sonar array in the bulbous bow. They displace 5,690 long tons (5,780 t) at full load. Steering is controlled by a single roll-stabilized rudder; the ships have a turning radius of 570 m (1,870 ft). The frigates have a crew of 38 officers, 64 petty officers, and 140 enlisted sailors. They have accommodations for an additional thirteen officers and sailors as part of a squadron commander's staff, and they have crew provisions for female sailors. The ships can remain at sea for 21 days at a time.
The ships' hulls were designed on the pattern of the previous Brandenburg class to allow for great commonality of parts to reduce maintenance costs; they were built using MEKO modular construction and incorporate seven watertight compartments. The primary improvement over the earlier vessels is significantly the reduced radar signature. The ships were designed with a capacity for an extra 270 long tons (270 t) of weight, to allow for future additions of new weapons and sensors without compromising the ships' efficiency.
The ships of the Sachsen class are equipped with a combined diesel and gas (CODAG) propulsion system. The two operating shafts work independently. The diesel engines are installed in a non-walkable sound-proof capsule. The shafts drive two five-bladed variable pitch propellers. The General Electric LM2500 PF/MLG gas turbine is rated at 31,500 shaft horsepower (23,500 kW) and the MTU 20V 1163 TB93 diesels provide a combined 20,100 brake horsepower (15,000 kW). The total 51,600 hp (38,500 kW) propulsion system provides a top speed of 29 knots (54 km/h; 33 mph); while operating the diesels only, the ships can cruise for 4,000 nautical miles (7,400 km; 4,600 mi) at a speed of 18 kn (33 km/h; 21 mph). The ships are equipped with four 1,000 Kilowatt diesel generators that operate at 400 Volts (V) and 115 V.
Armament:
These ships were optimized for the anti-air warfare role. The primary anti-air weapons are the 32-cell Mk 41 Mod 10 vertical launching system, equipped with twenty-four SM-2 Block IIIA missiles and thirty-two Evolved Sea Sparrow missiles. Point-defense against cruise missiles is provided by a pair of 21-round Rolling Airframe Missile launchers. The ships are also equipped with two four-cell RGM-84 Harpoon anti-ship missile launchers.
For defense against submarines, the frigates carry two triple-launchers for the 324 mm (12.8 in) MU90 Impact torpedoes. The ships also carry a variety of guns, including one dual-purpose 62-caliber 76-millimeter (3.0 in) gun manufactured by OTO Melara. They are also armed with two Rheinmetall 27 mm (1.1 in) MLG 27 remote-controlled autocannons in single mounts.
In January 2003, Hamburg had a modified Panzerhaubitze 2000 turret with a 155 mm (6.1 in) gun fitted experimentally for the Modular Naval Artillery Concept. The experiment was a feasibility study for the projected F125-class frigate. The gun had a range of 40 nmi (74 km; 46 mi) and a rate of fire of 10 rounds per minute.
Sachsen and her sister ships are equipped with a flight deck and hangar that can accommodate two Super Lynx or NH90 helicopters. The flight deck is rated to accommodate a 15 t (15 long tons; 17 short tons) helicopter in conditions up to sea state 6. The helicopter handling system from MBB-Förder und Hebesysteme uses laser guided and computer controlled manipulator arms to secure the helicopter after landing.
Sensors and countermeasures:
For this role the ships are equipped with an advanced sensor and weapons suite. The primary sensors for this role are the long range surveillance radar SMART-L and the multi-function radar APAR. The SMART-L and APAR are highly complementary, in the sense that SMART-L is a D band radar providing very long range surveillance while APAR is an I band radar providing precise target tracking, a highly capable horizon search capability, and missile guidance using the Interrupted Continuous Wave Illumination (ICWI) technique, thus allowing guidance of 32 semi-active radar homing missiles in flight simultaneously, including 16 in the terminal guidance phase.
The radars include the Thales Nederland SMART-L long-range surveillance radar, the Thales Nederland APAR multi-function radar, and two STN Atlas 9600-M ARPA navigation radars.
The STN Atlas MSP 500 electro-optical fire control system provides target acquisition and tracking for the main gun. The bow sonar is the STN Atlas Elektronik DSQS-24B.
The ship's electronic countermeasures suite includes an EADS Systems and Defence Electronics FL1800 SII ECM system and six Sippican Hycor SuperRBOC launchers which fire chaff and flares. Electronic support measures are provided by EADS Systems and Defence Electronics Maigret CESM (Communications ESM).
Film d'essai (test film) of my newly arrived (jan. 2022) SLR Minolta X-700 "Japan" (made and assembled in Japan).
For the picture series, the X-700 body was equipped with its motor drive MD-1, its own MultiFunction back set to the dating (MM/DD/YY) auto mode and a standard lens Minolta MD 50 mm f/1.4. 35 mm. Fujicolor film C200 36 exposures 200 ISO.
La Saône à la Passerelle Saint Georges Jan. 19, 2022.
69005 Lyon
France
The film was developed using the C-41 process then digitalized using a Sony A7 body and a Minolta Slide Duplicator with a Minolta Auto Bellows III with a lens Minolta Bellow Macro Rokkor 50mm f/3.5. During the transfer a daylight produce by a LED lamp was supplemented by a Wratten 80A filter to render the processing more easy in the color temperature correction.
In 1981, the USAF issued a requirement for a F-111 Aardvark replacement, including in the specification an aircraft that could defend itself as well as undertake missions: the F-111, despite its designation, was at a severe disadvantage against enemy aircraft. Both General Dynamics and McDonnell Douglas responded with variants of their successful F-16 Fighting Falcon and F-15 Eagle fighters respectively. General Dynamics’ F-16XL, which used a “cranked-arrow” delta wing on a two-seat F-16B, was impressive and innovative compared to McDonnell Douglas’ submitted F-15E—which was simply an upgraded two-seat F-15B with conformal fuel tanks loaded with additional hardpoints. The austere backseater’s position in the conversion trainer F-15B was significantly changed to a full-suite weapons systems operator station, with multifunction displays, while the radar systems and electronic countermeasures suite were a generation more advanced than those on the F-15 fighter. Because the bombload would be carried on six hardpoints attached to the conformal fuel tanks (CFTs), which itself increased the aircraft’s range significantly, the underwing hardpoints were left open for defensive missiles; in a pinch, F-15Es could easily be used as emergency fighters.
This simplicity, however, was what led the F-15E to be chosen, as McDonnell Douglas could put the aircraft into immediate production, whereas General Dynamics would have to open or convert a new production line. The F-15 also had two engines, which increased survivalbility, and more parts commonality with F-15s already in service. The first F-15E Strike Eagle flew in December 1986, with deliveries to the USAF beginning in 1988. While the APG-70 radar was superb—F-15E pilots regularly tracked cars moving along German autobahns in training—the system was further improved by the all-weather LANTIRN targeting and navigation pods, allowing the F-15E to strike in any weather or at night, something vital over Central Europe.
The F-15E’s intended role of fighting the Warsaw Pact in Europe, however, was never to occur. Instead, the aircraft was among the first deployed in Operation Desert Shield in August 1990, and would see heavy action throughout the First Gulf War against Iraq the following year. F-15Es were mostly used to attack fixed targets, but this soon switched to hunting down Iraqi mobile Scud launchers and then hitting the tanks of the Iraqi Republican Guard with laser-guided bombs. The Strike Eagle’s all-weather capability served it well: in the middle of Operation Desert Storm, the weather deteoriated, which was only worsened when Saddam Hussein ordered the destruction of Kuwaiti oil wells. F-15Es still struck their targets on a regular basis; the aircraft had been proven. Strike Eagles also scored two aerial kills during the war and immediately afterwards, both Iraqi Mi-24 Hind attack helicopters.
Since 1991, the Strike Eagle has been used in every conflict fought by the United States, including the defense of Kurdish no-fly zones, Bosnia, Kosovo, the Second Gulf War against Iraq, Afghanistan, and Libya. While they typically use laser-guided bombs such as the GBU-10 and GBU-28 “bunker buster,” they are also capable of carrying guided missiles. McDonnell Douglas’ decision to retain the internal gun in the Strike Eagle has also proven well-founded, as F-15Es have used their guns to strafe targets, sometimes mere feet in front of troops in contact. In 2010, USAF F-15Es became the first aircraft in the inventory aside from the F-22 Raptor to use synthetic aperature AESA radars. The F-15E is expected to outlive its F-15C fighter “cousin,” with no real replacement on the horizon, and will likely stay in the inventory until 2030.
The F-15E has also been extensively exported, including to Israel (F-15I), Saudi Arabia (F-15S), South Korea (F-15K), and Singapore (F-15SG); these aircraft have also been used in combat, with Israeli F-15Is being used to destroy a Syrian chemical weapons factory in 2009 and in strikes against Hezbollah and Hamas terrorists, while Saudi F-15Ss have attacked al-Qaeda affiliated rebels in Yemen.
This F-15E Strike Eagle represents an aircraft of the 4th Fighter Wing based at Seymour-Johnson AFB, as it would have appeared during deployment in the First Gulf War. It is configured for Scud hunting, with two GBU-12 laser guided bombs, six CBU-87 cluster bombs, and two AIM-9L Sidewinders for self-defense.
Pictures were taken using a SLR Minolta X-500 body (1984) with the MultiFunction back set to the dating (MM/DD/YY) auto mode and a standard lens Minolta MD 50 mm f/1.4. 35 mm Fujicolor film C200 36 exposures 200 ISO.
Caluire-et-Cuire City Hall, New Year Day 2022, Lyon, France.
Place du Docteur Frédéric Dugoujon
69300 Caluire-et-Cuire
France
The film was developed using the C-41 process then digitalized using a Sony A7 body and a Minolta Slide Duplicator with a Minolta Auto Bellows III with a lens Minolta Bellow Macro Rokkor 50mm f/3.5.
L'Aérospatiale AS 350 Écureuil (scoiattolo), poi Eurocopter AS350 Écureuil e ora Airbus Helicopters H125 è un elicottero leggero utility monomotore, progettato dalla società francese Aérospatiale divenuta parte del gruppo Eurocopter dal gennaio 1992. Ne esiste una versione per il mercato USA, motorizzata con una turbina Lycoming e commercializzata con il nome AStar. È stata anche sviluppata una versione bi-turbina rinominata AS355 Ecureuil 2 (Twin Squirrel nel Regno Unito, Twin Star negli USA) e una militare che prende il nome di Fennec. Dall'AS 350 è stata sviluppata una versione dotata di rotore di coda di tipo fenestron denominata Eurocopter EC 130.Le versioni mono e bi-turbina dell'Écureuil sono state anche costruite su licenza in Brasile dalla Helibras con il nome Helibras HB.350 Esquilo e hanno fornito il modello al Changhe Z-11 cinese.Lo sviluppo dell'Écureuil iniziò nei primi anni settanta con lo scopo di rimpiazzare l'Alouette II. Il sostituto dell'Alouette sul mercato militare fu l'Aérospatiale SA 341 Gazelle, ma gli uffici tecnici pensarono ad un successore diverso per il mercato civile, ponendo l'accento su tre punti: diminuzione del costo di esercizio, rumore e vibrazioni. In base a questi concetti, il nuovo elicottero fu progettato per affrontare la concorrenza rappresentata dal Bell 206. Il risultato fu un prodotto molto semplice, ma molto affidabile, realizzato con largo uso di materiali compositi come per la testa del rotore in Starflex, il rotore di coda in fibra di vetro ed elementi della fusoliera e della trave di coda.Considerato come appartenente alla quarta generazione di elicotteri costruiti in Francia, dopo l'Alouette II, l'SA 330 Puma e l'SA 365 Dauphin, la produzione fa ricorso a tecniche di produzione di grande serie derivate da quelle dell'industria automobilistica.L'architettura è di tipo classico, con cabina di pilotaggio dimensionata per ospitare due piloti su seggiolini individuali e 3 o 4 passeggeri su di un sedile posteriore, sebbene sono possibili numerosi diversi altri allestimenti.Il primo volo ebbe luogo il 27 giugno 1974 con il prototipo AS.350-001 [F-WVKH] con ai comandi i collaudatori Daniel Bauchart e Bernard Certain. Il prototipo era equipaggiato con una turbina Avco-Lycoming LTS 101 da 592 shp ed utilizzava per la prima volta il rotore di nuova progettazione Starflex. Seguì il 14 febbraio 1975 il volo dell' AS.350-002 [F-WVKI] con motore Turboméca Arriel 1B da 641 shp, sviluppato appositamente per gli elicotteri leggeri. La versione con l'Arriel fu certificata il 27 ottobre 1977.Il 28 novembre 2005, la Eurocopter ha consegnato alla polizia sudafricana il 3000° Écureuil monomotore costruito, un AS.350B3. Nell'occasione l'azienda ha annunciato di aver venduto 3 719 Écureuil tra le varie versioni, che hanno totalizzato 15 milioni di ore di volo venendo utilizzati da 1531 operatori in 91 paesi. Il progetto si è ulteriormente evoluto in una nuova versione dal nome Eurocopter EC130, ma malgrado l'introduzione del nuovo modello, viene ancora prodotta in gran numero la versione Eurocopter AS350. Il modello realizzato completamente a mano in Italia dalla ditta Piazzai Models di Arona, Novara, è in plastica con pattini di atterraggio in ottone e in scala 1:32
The Eurocopter AS350 Écureuil (Squirrel) is a single-engine light helicopter originally designed and manufactured in France by Aérospatiale then Airbus Helicopters and now Airbus Helicopters H125. In North America, the AS350 is marketed as the AStar. The AS355 Ecureuil 2 is a twin-engine variant, marketed in North America as the TwinStar. The Eurocopter EC130 is a derivative of the AS350 airframe and is considered by the manufacturer to be part of the Écureuil single-engine family. In the early 1970s, Aérospatiale decided to initiate a new development program to produce a suitable replacement for the aging Aérospatiale Alouette II. While the Aérospatiale Gazelle, which had been developed in the 1960s and 1970s, had been met with numerous orders by military customers, commercial sales of the type had been less than anticipated, thus the need for a new civil-orientated development was identified.The development of the new rotorcraft, which was headed by Chief Engineer René Mouille, was focused on the production of an economic and cost-effective aerial vehicle, thus both Aérospatiale's Production and Procurement departments were heavily involved in the design process. One such measure was the use of a rolled sheet structure, a manufacturing technique adapted from the automotive industry; another innovation was the newly developed Starflex main rotor. It was also decided that both civil and military variants of the emergent helicopter would be developed to conform with established military requirements. On 27 June 1974, the first prototype, an AS350 C powered by a Lycoming LTS101 turboshaft engine, conducted its maiden flight at Marignane, France; the second prototype, powered by a Turbomeca Arriel 1A, following on 14 February 1975. The Arriel-powered version, the AS350B, intended for sale throughout the world except for North America, was certified in France on 27 October 1977, while the Lycoming powered AS350C (or AStar) was certified by the US Federal Aviation Administration on 21 December 1977. In March 1978, deliveries to customers began for the AS350B, deliveries of the AS350C began in April 1978. Over time, the AS350 Écureuil/AStar has received further development; while the aircraft's design remains broadly similar, various aspects and systems such as the rotor system, powerplants, and avionics have been progressively improved. On 6 February 1987, a prototype AS350 B2 flew with a fenestron tail-rotor in the place of its normal conventional counterpart. On 1 March 1997, the first AS350 B3, equipped with an Arriel 2B engine, performed its first flight.[3] Various conversion programs and addons for AS350s have been produced and are offered by multiple third-party 'aftermarket' aerospace firms in addition to those available directly from the type's prime manufacturer. New variants of the Arriel-powered AS350B, the AS350 B1, AS350 B2, and AS350 B3, were progressively introduced; the later B3 differing from preceding models by the increasing use of digital systems, such as the Garmin-built G500H avionics suite and FADEC engine control system. Prior to 2013, the type had been manufactured principally at Eurocopter's Marignane facility, near Marseille, France; Eurocopter opted to, as part of a move to disperse its helicopter production activities, begin AS350 production and final assembly activities at its factory in Columbus, Mississippi for deliveries to U.S. commercial helicopter market. The Astar has been Eurocopter's biggest-selling product in the US commercial market, at one point selling roughly one AS350 every business day. In March 2015, the first Columbus-assembled AS350 B3e received its FAA certification. In December 2015, Airbus Helicopters reported their intention to double the rate of AS350 production at Columbus in 2016 over the previous year, and that the facility is capable of producing up to 65 AS350s per year. The AS350 is a single engine helicopter, powered either by a Lycoming LTS101 or Turbomeca Arriel powerplant (for twin-engined variants, see Eurocopter AS355), that drives a three-blade main rotor, which is furnished with a Starflex rotor head. The type is well known for its high-altitude performance and has seen frequent use by operators in such environments. Both the main and tail rotors make use of composite material and are deliberately designed to minimize corrosion and maintenance requirements. The AS350 was also developed to comply with the stringent noise requirements in place in locations such as national parks; the in-cabin noise levels are such that passengers may also readily converse during flight. The aircraft can also be quickly started up and shut down, which is often useful during emergency medical services roles. It is equipped with hydraulically-assisted flight controls; these controls remain operational, albeit operated with greater physical difficulty, in the event of a hydraulic failure. Much of the AS350's avionics are provided by Garmin, such as the GI 106A course-deviation indicator, GNS 430 VHF/VOR/localizer/glideslope indicator/Global Positioning System receiver, GTX 327 Mode A and C transponder, and GMA 340H intercom. The Vehicle and Engine Multifunction Display (VEMD) and the First Limit Indicator (FLI) both serve to increase the aircraft's safety during flight, reducing the number of gauges that need to be monitored by the pilot and thereby reducing their workload. For increased smoothness in flight, which positively affects passenger comfort as well as safety, stability augmentation systems can be installed. Later-production aircraft feature new avionics and systems such as the integration of an Automatic Flight Control System (AFCS) and autopilot, a glass cockpit featuring three liquid-crystal displays (LCDs) and digital avionics, such as the synthetic-vision terrain mapping system and Airbus's Multibloc center console upon which various radios may be mounted.
The AS350 has proven popular in a wide range of roles; as such, multiple cabin configurations can be used, between four and six passengers in a typical seating configuration, and large sliding doors can be fitted to either side of the cabin. In some operators' fleets, the furnishings of the cabin has been designed to enable the internal space and/or equipment fit-out to be rapidly reconfigured to enable aircraft to be switched between diverse operational roles. Public service operators, such as those in law enforcement, often have forward looking infrared (FLIR) cameras and other mission systems installed on their aircraft. Other optional equipment on offer to operates had included real-time data links, rescue hoists, underslung cargo hooks, electrical external mirrors, search lights, tactical consoles, night vision goggle-compatibility, moving-map system, internal cabin tie-downs, second battery kit, sand filters, wire strike protection system, 4-channel radio, tail rotor arch, cabin floor windows, and removable seats. The model made entirely by hand in Italy by the company Piazzai Models of Arona, Novara, is made of plastic with landing skids of brass and 1:32 scale
(The following is a fictional history of a fictional aircraft.)
Almost as soon as the FIRAF and FIRNAA began acquiring the A-4E Skyhawk in numbers, it was decided to begin upgrading the aircraft, due to the A-4E’s lack of all-weather combat capability and the increasing age and cost of the J52 powerplant. McDonnell Douglas and Intelani Aeronautics planned the upgrade as a joint project, as McDonnell Douglas saw the export potential in such an aircraft. The project was designated A-4ES (Enhanced Skyhawk); the six testbeds were a mix of “flatback” A-4Es and “humpback” A-4Fs.
The upgrade was extensive, with the entire nose section of the A-4 redesigned from the intakes forward, incorporating an entirely new structure. The cockpit was enlarged slightly (similar to the A-4M) and the canopy made largely frameless, with a new teardrop shape added. The interior was completely reworked, with an instrument panel incorporating two multifunction displays, the addition of a multimode HUD, HOTAS, and a radar scope just below the HUD. This was due to the addition of an entirely new, also multimode radar: the APG-66, the same radar used on the F-16A. Like early models of the F-16, the A-4ES was to lack the ability to carry radar-guided missiles, limiting it to only the AIM-9 Sidewinder, but this was deemed adequate.
Behind the nose, other modifications were made. Due to minaturization, the “humpback” of the A-4F was no longer necessary, and so was deleted, though a small hump just past the midway point was added to incorporate the Have Quick radio system. An ILS antenna was added just behind the cockpit, but the biggest change in the fuselage was the addition of a USAF-style boom refuelling plug, with fuel tanks suitably altered. This allowed the A-4ES to refuel from either boom/plug or probe/drogue tankers, making it a “hermaphrodite." ALR-66 radar warning recievers and ALR-39 chaff/flare dispensers were also added.
Finally, the engine was upgraded from the J52 turbojet to a more fuel-efficient and quieter General Electric F404 turbofan. This gave the A-4ES a higher combat speed, increased warload, and thirty percent reduction in takeoff time, giving the Skyhawk better short-field takeoff/landing capability. Because landing speed was also somewhat higher, a brake parachute housing was added beneath the engine, though this was not always necessary to use. The SA-77C’s rearward-facing camera system was also added at the base of the tail, but this retained the same tendency to go out during high-G manuevers, though it was retained throughout the A-4ES’ service.
The first modified A-4ES was rolled out in March 1984, and performed “almost flawlessly,” according to a test pilot; one of the prototypes was taken over Mach 1 in a shallow dive in May, proving that the Skyhawk was capable of this speed, though actual use of supersonic speed was rare in service. With the Third World War looming on the horizon, the FIRAF and FIRNAA cancelled additional upgrades such as the use of Israeli-style DEFA 552 30mm cannon, retaining the Colt Mk 12, though many A-4ES would be field-refitted with the newer and more reliable M39A2. The FIRAF immediately placed an order for 40 upgraded A-4ES (to be done by cycling the FIRAF’s A-4Es already in use), while the FIRNAA also opted for upgrading its remaining 30 A-4Es, along with 18 new conversions, both in June 1984. This was almost immediately followed by an “emergency” order for 36 more A-4ES for the FIRAF a month later, with war imminent. Even with this, conversion did not begin until after the war broke out, with the 1st Fighter Squadron being the first recipient in December 1984.
The reliability and especially low cost of the A-4ES made it a natural choice as both the FIRAF and FIRNAA began expanding expotentially during the Third World War; demand for new Skyhawks was such that McDonnell Douglas’ Long Beach plant simply couldn’t keep pace, and subsequently new conversion lines were opened at Intelani Aeronautics. Sagely, Minister of Defense Akela Canis ordered an expansion of the FIRAF and FIRNAA anticipating a three-year war in November 1984 and three carrier battlegroups for the FIRNAA. As a result, the FIRAF now placed an additional “emergency” order for 48 A-4ES in that same month, with a final order for 48 more aircraft placed in March 1985, both to form more squadrons and as attrition replacements. Likewise, the FIRNAA’s orders also expanded to 72 more aircraft for the same reason, with this order placed in January 1985.
Eventually, no less than 301 A-4s were ordered: 181 for the FIRAF, and 120 for the FIRNAA. These conversions came from initially ex-US Navy A-4Es (eventually, two-thirds of the available A-4E airframes would be converted), ex-US Navy and Marine Corps A-4Fs, and even 52 ex-US Navy A-4Ls, themselves conversions of early A-4Bs. The latter were converted to A-4ES standards by adding a nose plug and refurbishing the wing to carry five hardpoints.
Against the MiG-23 and later the MiG-29/Su-27 series, the A-4ES was at a distinct disadvantage, and as the F-15 and F-31 entered FIRAF service, the Skyhawk was increasingly taken off of fighter duties and relegated to close air support and strike missions. This did not mean that the Skyhawk couldn’t defend itself, and Soviet Frontal Aviation pilots were warned to use caution in engaging Skyhawks that had dropped their ordnance. Though the A-4ES was capable of carrying Paveway LGBs, it usually employed “dumb” GP bombs.
Following the end of the Third World War, and the increasing availability of modern fighters such as the F-16 and F-31, the need for the A-4ES had declined considerably, and units chosen for deactivation in the FIRAF were generally A-4ES operators. From the end of the war in June 1987 to June 1989, A-4ES strength fell from eleven squadrons to two. The FIRNAA divested itself of all of its A-4s, with all nine operational squadrons reequipping with F-14Cs, F/A-18Cs, and A-6Es by February 1990.
The FIRAF retained two squadrons of A-4ES: the 63rd Fighter Squadron, which used its Skyhawks in the fast FAC role, and the 1st Aggressor Squadron, which used its aircraft in dissimilar fighter training. The 63rd FS’ Skyhawks were upgraded to A-4ESA standard, though this designation was not used outside of Intelani Aeronautics; this involved upgrading the radio suite for the FAC role and some of the avionics. These aircraft would see action during the First Gulf War. The A-4ES would remain in service with the 63rd FS until December 1994, when they were replaced by F-16Cs. The Aggressors would keep their Skyhawks a little longer, though numbers were reduced by attrition and age to only six aircraft by its retirement in October 1996.
As a big fan of the A-4 series (one of my first toys was a diecast A-4F), I wanted to build a Skyhawk kit, but there were none available in my preferred 1/144 scale. I found an old Tamiya 1/100 scale A-4E, which was good enough. Conversion to the "A-4ES" wasn't difficult, adding a few bumps for ECM and inflight refuelling, and painting on the "extended" canopy to change the profile of the nose. I replaced the bent inflight refuelling probe with a "stowed" version from a Tornado IDS kit. The two AIM-9D Sidewinders came from a 1/100 A-7 kit, which along with drop tanks, are the aircraft's ordnance load. For my fictional color scheme, I picked Ferris Splinter, a camouflage experimented with by the US Navy in the mid-1980s to break up the profile of an aircraft (and named for its designer, aviation artist Keith Ferris). I added some nose art and a tail logo, and voila, my first A-4 kit.
The international military-technical forum ARMY 2019.
Международный военно-технический форум АРМИЯ 2019.
Thankfully, we missed the Polar Vortex that hit Chi-town recently and was able to enjoy an impactful media preview of the latest industry vehicles during the 2019 Chicago Auto Show at McCormick Place, the Nation’s largest show. Exciting, newfangled rides and press conferences were presented by Nissan, Subaru, Mazda, Chrysler, Ford, VW, Toyota, Ram, Acura, Harley-Davidson F-150, Chevrolet, Alfa Romeo, Kia and Hyundai. Turtle Wax was also on deck to showcase their revolutionary car care products.
The international military-technical forum ARMY 2019.
Международный военно-технический форум АРМИЯ 2019.
Thankfully, we missed the Polar Vortex that hit Chi-town recently and was able to enjoy an impactful media preview of the latest industry vehicles during the 2019 Chicago Auto Show at McCormick Place, the Nation’s largest show. Exciting, newfangled rides and press conferences were presented by Nissan, Subaru, Mazda, Chrysler, Ford, VW, Toyota, Ram, Acura, Harley-Davidson F-150, Chevrolet, Alfa Romeo, Kia and Hyundai. Turtle Wax was also on deck to showcase their revolutionary car care products.
We host art workshops at various times during the year. Please visit our website for more information.
Building Multifunction preview available
Visit my web-site
i-tech3design.wixsite.com/i-tech3design
* Disco-Ikarus
* Construction quality in a minimalist style
* This multipurpose facility designed for entertainment and "events at the disco, etc. .."
* The structure is composed of:
- Easy system of Rez (Rezbox)
- Sofas minimal style, with Sitting animation avatar "Copy Only"
- Speakers Audio Aerodynamic "Copy"
- Console for DJs, with the animation, "Copy Only"
- Dynamic Lights controller (Environment)
- Dynamic Lights controller (light effect) Auto Color
Riversdale Estate Harvesting and Contracting operates a Pellenc 4680 Multifunction Tractor providing the following services:
* Rabaud Over the row Post Rammer
* Pellenc Recycle tunnel sprayer
* Pellenc Over the row Green Trimmer
* Pellenc Leaf Remover
* Pellenc Wire Lifter
* PellencSelectiv' process Grape Harvester
Riversdale Estate Harvesting and Contracting offers professional service with reliable machines, trained operators and skillful on ground management.
This image shows the operation of our Rabaud post rammer during the establishment of a new 7ha block of Pinot Noir at Granton Vineyard in 2010. Granton Vineyard is owned and operated by Tasmania's Stefano Lubiana Wines.
A derivate of the Multifunction Self Protection System (MUSS) is used on the "Valkyrie".
MUSS consists of three main elements: the sensors, consisting of laser warner and a missile warner using ultraviolet sensors, the computer, and the electronic or pyrotechnic countermeasures. When the sensors detect an incoming missile or a laser beam aimed at the vehicle, the computer activates the countermeasures. MUSS offers 360° protection with elevation up to 70° and can handle up to four threats at once.
(Source: Wikipedia)
Furthermore to enhance its survivability, the "Valkyrie" features an electronic countermeasures system, which is in particular radio- and counter-IED-jamming equipment. This second ability eliminates the need for a separate counter-IED-unit in low-intensity conflict zones when the vehicle is part of a convoy or a mechanised patrol
Details: www.spera.de/products/015971
Free to use, just give credit and mention SPERA and link to www.spera.de
Film d'essai (test film) of my newly arrived (jan. 2022) SLR Minolta X-700 "Japan" (made and assembled in Japan).
For the picture series, the X-700 body was equipped with its motor drive MD-1, its own MultiFunction back set to the dating (MM/DD/YY) auto mode and a standard lens Minolta MD 50 mm f/1.4. 35 mm. Fujicolor film C200 36 exposures 200 ISO.
A la Passerelle du Palais de Justice, Jan. 19, 2022.
69005 Lyon
France
The film was developed using the C-41 process then digitalized using a Sony A7 body and a Minolta Slide Duplicator with a Minolta Auto Bellows III with a lens Minolta Bellow Macro Rokkor 50mm f/3.5. During the transfer a daylight produce by a LED lamp was supplemented by a Wratten 80A filter to render the processing more easy in the color temperature correction.
www.m25audi.co.uk/audi/a7.html
Multifunction sports leather steering wheel in 3-spoke styling with gearshift function.
Riversdale Estate Harvesting and Contracting operates a Pellenc 4680 Multifunction Tractor providing the following services:
* Rabaud Over the row Post Rammer
* Pellenc Recycle tunnel sprayer
* Pellenc Over the row Green Trimmer
* Pellenc Leaf Remover
* Pellenc Wire Lifter
* PellencSelectiv' process Grape Harvester
Riversdale Estate Harvesting and Contracting offers professional service with reliable machines, trained operators and skillful on ground management.
This image shows the operation of our Rabaud post rammer during the establishment of a new 7ha block of Pinot Noir at Granton Vineyard in 2010. Granton Vineyard is owned and operated by Tasmania's Stefano Lubiana Wines.
The international military-technical forum ARMY 2019.
Международный военно-технический форум АРМИЯ 2019.
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Email me: tomscottphotography@hotmail.com
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www.m25audi.co.uk/newcars/q7/q7-v12.html
Multifunction sports leather steering wheel in 3-spoke styling.