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eviton offers a wide selection of passive fiber optic solutions for every network, from data center infrastructure to building backbones and long distance networks. Enclosures and cable assemblies are available in all fiber types, including single-mode (OS1/OS2) and laser optimized multimode (OM3/OM4). Choose pre-terminated fiber enclosures, MTP® modules, and assemblies for rapid deployment in critical environments. Visit www.leviton.com/fiber for more information.
A fiber-optic patch cord is a fiber-optic cable capped at either end with connectors that allow it to be rapidly and conveniently connected to CATV, an optical switch, or other telecommunication equipment. From the connector type, mainly include FC, SC, ST, LC, MU, E2000, MPO/MTP, from the ferrule polish way classify to PC, UPC or APC. From the Transmission medium, there are included Singlemode and Multimode and length from 0.5meter to as long as 100meter.
LSZH and PVC jacket for option from Copperled, the cost is not much different, have a try from Copperled, you could enjoy 10 years quality warranty.
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
The SENKO LC family of singlemode and multimode connectors, adapters and associated components are manufactured under a worldwide license from OFS Fitel, formerly known as Lucent Technologies. The LC is a small form factor (SFF) connector and is ideal for high density applications. A Behind the Wall (BTW) version is available with short connector and boot for ultracompact requirements.
For more information www.senko.com
The fourth of the 1950s era “Century Series,” the F-104 Starfighter was designed around one single element: speed. Clarence “Kelly” Johnson, head of Lockheed’s famous “Skunk Works” factory, had interviewed US Air Force pilots during the Korean War, seeking their input on any new fighter. Since the pilots reported that they wanted high performance more than anything else, Johnson returned to the United States determined to deliver exactly that: a simple, point-defense interceptor marrying the lightest airframe to the most powerful engine then available, the superb General Electric J79.
When Johnson offered the L-098 design to the USAF in 1952, the service was so impressed that they created an entire competition for the aircraft to be accepted, ostensibly as a F-100 Super Sabre replacement. The Lockheed design had the clear edge, though both North American’s and Northrop’s design went on to be built themselves—the North American F-107A Ultra Sabre and the Northrop T-38 Talon. The USAF purchased the L-098 as the F-104A Starfighter. The design changed very little from initial design to prototype to operational aircraft, which was done in the astonishing time of two years.
When the first F-104As reached the USAF in 1958, pilots quickly found that it was indeed a hot fighter—too hot. The Starfighter’s design philosophy of speed above all else resulted in an aircraft with a long fuselage, T-tail for stability, and small wings, which were so thin that special guards had to be put on the leading edges to avoid injuring ground personnel. Because of its small wing, the F-104 required a lot of runway, and blown flaps (which vents airflow from the engine over the flaps to increase lift) were a necessity; unfortunately, the airflow system often failed, which meant that the F-104 pilot would be coming in at a dangerous rate of speed. Because it was feared that a pilot who ejected from a F-104 would never clear the tail, a downward-ejection seat was fitted, but after killing over 20 pilots, the seat was retrofitted with a more reliable, upward-firing type. The design also was not very maneuverable in the horizontal, though it was difficult to match in the vertical. Its shape earned it the moniker “Missile With a Man In It” and “Zipper.”
One thing pilots did not complain about was its speed—the listed top speed of the F-104 was Mach 2.2, but this was because above that the fuselage would melt. The J79 was a near flawless engine that gave the Starfighter an excellent thrust-to-weight ratio; uniquely, the intake design of the Starfighter gave the engine a bansheelike wail. So superb was the F-104 at level speed and climbing that NASA leased several as trainers for the X-15 program, and in setting a number of speed and time-to-climb records.
If the F-104 had gotten a mixed reception at best in the USAF, Lockheed felt that it had potential as an export aircraft. Beating out several excellent British and other American designs in a 1961 competition, every NATO nation except France and Great Britain bought F-104s and manufactured their own as the F-104G; Japan also license-built Starfighters as F-104Js, while still more were supplied to Pakistan and Taiwan. Just as in USAF service, accident rates were incredibly high, particularly in West German and Canadian service—Germany lost 30 percent of its initial batch, and the Canadians over half. Worries that the F-104 was too “hot” for pilots usually transitioning from the F-86 were ignored, and later it was learned why: German, Dutch, and Japanese politicians later admitted to being bribed by Lockheed into buying the Starfighter.
Its high accident rate earned such nicknames as “Widowmaker,” “Flying Coffin,” and “Ground Nail.” Pakistani pilots simply called it Badmash (“Criminal”) and the Japanese Eiko (“Glory,” inferring that it was the easiest way to reach it). German pilots joked that the quickest way to obtain a F-104 was to buy a patch of land and wait.
Nonetheless, once pilots learned how to tame the beast, the accident rates eased somewhat, and NATO pilots discovered that the Starfighter excelled as a low-level attack aircraft: fitted with bomb racks, the F-104 was remarkably stable at low altitude and high speed, and Luftwaffe pilots in particular found that they could sneak up on a target, launch a simulated attack, and be gone before ground defenses could react. The Italians in particular loved the F-104, building their own as the F-104S: these aircraft were equipped with multimode radar and armed with AIM-7 Sparrow and Aspide radar-guided missiles, making them a superb interceptor. Though most NATO nations reequipped their F-104 units with F-16s, F-18s, or Tornados beginning in 1980, the Italian F-104S fleet was continually upgraded and soldiered on until final retirement in 2004. 2578 F-104s were built, mostly F-104Gs; today over 150 survive in museums, with at least ten flyable examples, making it one of the best preserved of the Century Series.
Though marked as Marineflieger 26+44, this is actually an ex-Luftwaffe F-104G, 26+30. It was originally license-built by SABCA in Belgium for the Luftwaffe, and delivered in 1965 as DF+249, serving with JBG 36 at Hopsten, West Germany. 26+30 would make the rounds of nearly every Luftwaffe F-104 unit during its long career, but would finish with JBG 36 in 1988, one of the last Luftwaffe F-104s to be retired. After retirement, 26+30 was used as first a ground instruction trainer at Norvenich, but by 1999, it was slated to be slowly destroyed as a fire training aircraft.
Luckily, a Dutch company, PS Aero, stepped in and rescued 26+30 in 2004, though it would remain in storage at PS Aero's facility in Limburg until 2016, when it was restored; plans were to return 26+30 to being a ground trainer again at Maastricht, Belgium. It was repainted overall gray and given a fake registration number. Given the general obsolescence of the F-104, 26+30 was not the ideal ground trainer, and in 2023, it was sold to the Pima Air and Space Museum and shipped to the United States.
At the moment, 26+30 sits with several other aircraft awaiting restoration by Pima (including an An-2 Colt and the museum's stripped F-117), but the airframe is intact and probably just needs to be repainted. It isn't the best shot of this aircraft, and undoubtedly after it's repainted and goes on display at Pima, I'll get a better one!
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
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Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Biopad 100, an innovative time clock integrated with features of easy operation, advanced identification algorithm, exquisite interface, and multimode communication. It is your reliable workforce management assistant. With super size 7 inches touch screen you can enjoy easy operation experience. It features the new generation biometric time management terminal with fast ZK Finger identification algorithm and polished interface. Multimode communication, including Ethernet, USB, and Wi-Fi makes data transfer easy and reliable.
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Fiber Patch Cables also known as fiber jumpers or fiber patch cords.Fiber optic patch cable is one of most commonly used components in fiber optic network.
The Definition of 'mode' as in multimode refers to the transmitting mode of the fiber optic light in the fiber optic cable core, multimode transmits multiple light rays or modes simultaneously.
Fiber optic patch cords are used for linking equipment and components in the fiber optic network.
Multimode fibre optic patch cord are with 50/125 or 62.5/125 fiber glass and is orange color.
Key Features
LC-SC ConnectorsMultimode Simplex fiber optic cable Complete with orange OFNR rated riser/jacket All of our fiber optic patch cables feature the high degree connectors 100% optically tested to ensure high performance
Specifications
Connectors: LC to SC Simplex Micron: 62.5/125um Insertion Loss: 35dB Operating Temperature: -40℃ to 80℃ Color: Orange
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Basically, the Ekdahl Moisturizer is a spring reverb where the springs are exposed so they can be played/hit/fiddled with. As well as being capable of creating sound in itself, you can of course also play sound through the springs like a regular spring reverb - this makes for happy-fun-time finger-modulation of the reverb on whatever audio that's going through it. On top of this there's an analog multimode filter that can be used to attenuate or exaggerate certain frequencies in the sound, this is real handy while playing the springs as you can - for instance - cut all the highs and just make thunderous doomy sounds or do the opposite; cut all the lows and make that ear piercing high frequency special love. Also, it incorporates an LFO that's internally routable to the filter and that also has some external routing-stuff. The Ekdahl Moisturizer has tons of CV / Expression pedal options on the back for even more hillarious moments. The Moisturizer is a mono unit.
The Moisturizer was developed with the help of Jason Willett (Half Japanese, Leperchaun Catering), Martin Schmidt (Matmos, Instant Coffee), Joshua Atkins (Polygons, Major Powers), mom & dad and many more
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
The fourth of the 1950s era “Century Series,” the F-104 Starfighter was designed around one single element: speed. Clarence “Kelly” Johnson, head of Lockheed’s famous “Skunk Works” factory, had interviewed US Air Force pilots during the Korean War, seeking their input on any new fighter. Since the pilots reported that they wanted high performance more than anything else, Johnson returned to the United States determined to deliver exactly that: a simple, point-defense interceptor marrying the lightest airframe to the most powerful engine then available, the superb General Electric J79.
When Johnson offered the L-098 design to the USAF in 1952, the service was so impressed that they created an entire competition for the aircraft to be accepted, ostensibly as a F-100 Super Sabre replacement. The Lockheed design had the clear edge, though both North American’s and Northrop’s design went on to be built themselves—the North American F-107A Ultra Sabre and the Northrop T-38 Talon. The USAF purchased the L-098 as the F-104A Starfighter. The design changed very little from initial design to prototype to operational aircraft, which was done in the astonishing time of two years.
When the first F-104As reached the USAF in 1958, pilots quickly found that it was indeed a hot fighter—too hot. The Starfighter’s design philosophy of speed above all else resulted in an aircraft with a long fuselage, T-tail for stability, and small wings, which were so thin that special guards had to be put on the leading edges to avoid injuring ground personnel. Because of its small wing, the F-104 required a lot of runway, and blown flaps (which vents airflow from the engine over the flaps to increase lift) were a necessity; unfortunately, the airflow system often failed, which meant that the F-104 pilot would be coming in at a dangerous rate of speed. Because it was feared that a pilot who ejected from a F-104 would never clear the tail, a downward-ejection seat was fitted, but after killing over 20 pilots, the seat was retrofitted with a more reliable, upward-firing type. The design also was not very maneuverable in the horizontal, though it was difficult to match in the vertical. Its shape earned it the moniker “Missile With a Man In It” and “Zipper.”
One thing pilots did not complain about was its speed—the listed top speed of the F-104 was Mach 2.2, but this was because above that the fuselage would melt. The J79 was a near flawless engine that gave the Starfighter an excellent thrust-to-weight ratio; uniquely, the intake design of the Starfighter gave the engine a bansheelike wail. So superb was the F-104 at level speed and climbing that NASA leased several as trainers for the X-15 program, and in setting a number of speed and time-to-climb records.
If the F-104 had gotten a mixed reception at best in the USAF, Lockheed felt that it had potential as an export aircraft. Beating out several excellent British and other American designs in a 1961 competition, every NATO nation except France and Great Britain bought F-104s and manufactured their own as the F-104G; Japan also license-built Starfighters as F-104Js, while still more were supplied to Pakistan and Taiwan. Just as in USAF service, accident rates were incredibly high, particularly in West German and Canadian service—Germany lost 30 percent of its initial batch, and the Canadians over half. Worries that the F-104 was too “hot” for pilots usually transitioning from the F-86 were ignored, and later it was learned why: German, Dutch, and Japanese politicians later admitted to being bribed by Lockheed into buying the Starfighter.
Its high accident rate earned such nicknames as “Widowmaker,” “Flying Coffin,” and “Ground Nail.” Pakistani pilots simply called it Badmash (“Criminal”) and the Japanese Eiko (“Glory,” inferring that it was the easiest way to reach it). German pilots joked that the quickest way to obtain a F-104 was to buy a patch of land and wait.
Nonetheless, once pilots learned how to tame the beast, the accident rates eased somewhat, and NATO pilots discovered that the Starfighter excelled as a low-level attack aircraft: fitted with bomb racks, the F-104 was remarkably stable at low altitude and high speed, and Luftwaffe pilots in particular found that they could sneak up on a target, launch a simulated attack, and be gone before ground defenses could react. The Italians in particular loved the F-104, building their own as the F-104S: these aircraft were equipped with multimode radar and armed with AIM-7 Sparrow and Aspide radar-guided missiles, making them a superb interceptor. Though most NATO nations reequipped their F-104 units with F-16s, F-18s, or Tornados beginning in 1980, the Italian F-104S fleet was continually upgraded and soldiered on until final retirement in 2004. 2578 F-104s were built, mostly F-104Gs; today over 150 survive in museums, with at least ten flyable examples, making it one of the best preserved of the Century Series.
This F-104N never served with any military and never received a serial number: it was built specifically for NASA as N812NA. It began flying a variety of test and chase missions in 1963, and would remain with NASA at the Dryden Flight Research Center until 1986. As such, it became one of the most photographed F-104s in existence, as it was still flying long after the Starfighter had disappeared from American skies. After amassing 4442 flight hours, it was retired in 1986 and used as a spares source, before being stored at Edwards AFB, California for eventual display. In 2002, it was returned to Lockheed for display at the Skunk Works gate in nearby Palmdale; N812NA was modified to resemble an older F-104A and lost its blue and white NASA scheme for the earlier bare metal finish. It has been a gate guard ever since.
I had missed this and the F-16 on display in the two other times I've been to Palmdale, but thanks to Google Earth and Aerial Visuals, I made it a point to get this shot on our third visit in 2025. I probably should've gotten a bit closer, but in 100 degree temperatures, I preferred to stay in the shade. N812NA's paint is starting to crack and fade, so it could probably due with a repaint in the near future.
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Boeing E3D Sentry AWAC operated by the RAF from Waddington, Lincolnshire. I think this qualifies for the the radars and radio telescopes goup (http://www.flickr.com/groups/radars/), since the black radome houses a Northrop Grumman AN/APY-2 multimode lookdown radar,
Optical Laser Source Pt-3109
Pt-3109 optical light source can provide 1 to 4 output wavelengths to meet specific requirements, including the 650nm red source and the 1310/1550nm wavelengths for single mode fiber or the 850/1300nm wavelengths for multimode fiber, as well as other wavelengths according to customer needs. Together with the JW3208 optical power meter, it is a perfect solution for the fiber optic network characterization.
Features
• Provides dual-wavelengths output and wavelengths can be optional according to customer’s needs
• CW, 270Hz,1KHz,2KHz modulation frequency output
• High stability of the output power
• Stable output wavelength
• Backlight LCD display supports night operation
• Large LCD,easy operation
Applications
• Maintenance in Telecom
• Maintenance CATV
• Test Lab of optical fibers
• Other Fiber Optic Measurements
The MC-130H was born from the Credible Sport program and had a troubled and prolonged development. In 1983, the USAF’s Military Airlift Command (MAC) established a Special Operations Force Master Plan that called for 21 Combat Talon IIs, including two attrition backups, with initial operational capability in the third quarter of 1987 and full delivery by 1991. The first Combat Talon II (serial number: 83-1212) was delivered in June 1984. However, an earlier decision by the USAF not to equip it with the navigational radar suite of the MC-130E slowed its development for years. Five aircraft were delivered in 1985, but the problem of acquiring a navigation radar had yet to be resolved as the APQ-122 was no longer in production. IBM was contracted to develop a new terrain following/avoidance radar, which was then subcontracted to Emerson Electric Company. The resulting radar performed so poorly that the Combat Talon II was nearly cancelled, but special operations advocates in the US Congress kept the program alive. Ultimately, the AN/APQ-170(V)8 radar was delivered and exceeded specifications, but at a large cost overrun and a further three-year delay in the MC-130H becoming operational. Deliveries in 1987, 1988, and 1989 brought the inventory to 18 aircraft, but all were still in modification, testing, or long-term storage.
In this image, the first MC-130H Combat Talon II (serial number 83-1212), nicknamed “Vampire Bat,” is conducting tests of its new radar system. The MC-130H has a different profiled nose than the MC-130E or even the XFC-130H. The AN/APQ-170 radar hidden within is a multimode, redundant, dual-band (X-band and Ku-band), forward-looking radar that integrates terrain-following and terrain-avoidance features. In addition, the radar also has ground-mapping, weather detection and avoidance capabilities, and beacon interrogation modes of operation. The dual-band capabilities necessitated two reflector antennas for the different frequency bands, thus necessitating the large and distinctive nose radome. This radar was essential for the MC-130H’s core mission of providing a platform that could fly into denied areas to insert, extract, or resupply special operations forces.