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Here you can see the orange multimode fiber coming out of a roof conduit. The laser itself was kept back in the lab a few floors below the roof. This protected if from the elements since it was a rather expensive device, costing over $5,000. We bought dozens of these over the next few years.
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
This photo was a surprise. I was taking a photo of the cabling on the fibre channel switch. We've looked at the open ends of these SFP modules dozens of times, and never seen light coming out of them. But the camera was able to see these purple pulses.
Apparently these purple pulses are emitted from a Class I laser with a wavelength of 850 nm, and are less dangerous, unless stared at directly for over 0.25 seconds. I guess any light with a frequency over 780 nm is near-infrared and not visible to the human eye.
One of the lessons of the Six-Day War of 1967 was that the long runways needed by contemporary fighters were vulnerable targets and could be destroyed, pinning surviving aircraft to a base they could not operate from nor escape. With this in mind, Hawker-Siddeley began research into a vertical/short takeoff and landing (V/STOL) aircraft, the P.1127 Kestrel, which would use a revolutionary new engine—the Rolls-Royce Pegasus, which used vectored thrust, in which nozzles were turned for regular flight or hovering. The Kestrel was proven in a series of tests, and the British Royal Air Force accepted a modified Kestrel as the Harrier GR.1.
Involved in the test process of the Kestrel and the Harrier had been the US Marine Corps, who saw potential in the idea: in cases where the Marines had to land on beaches, often airfields were hard to get to or were so badly damaged by fighting as to be useless for a time. The Harrier would allow the Marines to have air support over the beach, as Harriers could operate from small ships or from shore. The Marines would subsequently adopt the Harrier as the AV-8A. This concept of small-ship operation also led to the development of the Sea Harrier for the British Fleet Air Arm, as the United Kingdom wanted to retire its large carriers in favor of smaller “through-deck cruisers”—light carriers with Harriers aboard.
While the Harrier’s V/STOL capability was impressive and touted by some British aviation enthusiasts as the wave of the future, the early AV-8As and Harrier GR.1/3s were limited by their size and engine power: despite being the same size as the A-4 Skyhawk, the latter could carry more bombs faster and further than the AV-8A. The Harrier was notoriously unforgiving and difficult to fly; the FAA learned that the best Sea Harrier pilots were actually those who had been helicopter pilots. It was also a maintenance nightmare: to change the engine, the wings had to be removed. In an attempt to cure or mitigate these problems, British Aerospace and McDonnell Douglas embarked on a joint project to improve the Harrier, mainly with a new, larger wing and uprated engine. Defense cuts in the UK led to British Aerospace withdrawing from the project, but despite pressure from the US Navy to cancel the “Advanced Harrier” project, McDonnell Douglas persisted, converting two Harriers to YAV-8B standard, with new wings and redesigned nozzles and intakes. While performance was still not up to par, it still had increased range and more bombload.
New administrations—Margaret Thatcher’s in England and Ronald Reagan in the US—led to the British rejoining the project and more momentum, and finally, in 1981, the first AV-8B Harrier II flew. This had all of the improvements of the YAV-8B, with a new forward fuselage with a raised cockpit for better visibility, an uprated engine, heavy use of composites to lighten the weight, and leading-edge extensions of the wings. These solved the Harrier’s range and speed problems, and the AV-8B went into full production in January 1984 in the US, quickly followed by the Harrier GR.4 in the UK. Almost immediately, according to Marine requirements, work began on a dedicated night attack Harrier with FLIR infrared guidance and provision for night-vision goggles. These aircraft—unofficially referred to as “Night Attack” Harriers but retaining the basic AV-8B designation—became the baseline version, with earlier “Day Fighter” AV-8Bs converted to this standard.
Though the Sea Harrier had blooded the type in the 1982 Falklands War with phenomenal success, the first war fought by Marine AV-8Bs was the First Gulf War of 1991. Marine Harriers, operating from offshore amphibious assault ships, regular airfields, and forward operating locations, were instrumental in the Marines’ liberation of Kuwait, sustaining a 90 percent operational rate; five Harriers were shot down during the war. One complaint was that the AV-8B lacked a radar and had no long-range capability: should a Harrier get into a dogfight, it would have to rely on short-range AIM-9 Sidewinders. Subsequently, McDonnell Douglas began a long modification and update program, the so-called AV-8B+, which redesigned the nose to accept the same radar as the F-18 Hornet. This allowed the Harrier to fire the AIM-120 AMRAAM and the AGM-84 Harpoon attack missile. These updated Harriers began entering service in 1993.
Since then, AV-8Bs have served in American service in Kosovo, Afghanistan (where they were among the first aircraft in action there), and Iraq, where they were used heavily to cover the Marine assault into Baghdad. The design was also updated for British service as the Harrier GR.9, and also used in Kosovo and Afghanistan; budget cuts saw the premature retirement of the GR.9s, which have been subsequently taken up by the US Marines, though the GR.9 lacks the multimode radar of the AV-8B+. Spain and Italy have also adopted the AV-8B for use off of their light carriers—Spain’s Principe de Asturias and Italy’s Garibaldi-class; these aircraft are identical to the Marine AV-8B+. Two concerns of the original Harrier—its high accident rate and high maintenance requirements—still exist, and figured into the British retirement of their GR.9s. Nonetheless, the Harrier is scheduled to service for at least another decade, until it is replaced by the F-35C Lightning II. 323 were built and most remain in service.
AV-8B Bureau Number 165574 was delivered to the USMC in 1986, possibly to VMA-311 ("Tomcats") at MCAS Iwakuni, Japan. It was upgraded comparatively late in its career to an AV-8B+ in 2001, and served with several squadrons in both Iraq and Afghanistan, amassing over a thousand combat hours. 165574's last squadron assignment was VMA-231 ("Ace of Spades") at MCAS Cherry Point, North Carolina. In February 2025, as VMA-231 began to retire its Harriers in favor of F-35B Lightning IIs, 165574 was donated to the Pima Air and Space Museum.
165574 joined Pima's row of Harriers, completing the museum's unique collection--the only place in the world where every variant of Harrier can be found, dating back to the Kestrel. This view shows off the Marines' final Harrier scheme of overall gunship gray and VMA-231's ace of spades emblem on the rudder.
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 A-6 Intruder was designed to serve two roles: one, to replace the aging A-1 Skyraider and supplement the A-4 Skyhawk in the carrier-based strike role, and two, to give the US Navy a genuine all-weather strike aircraft. The requirement was issued in 1957, and Grumman’s A2F-1 design selected, with the first flight in 1960. In 1962, just before fleet entry in 1963, the Intruder was redesignated A-6A.
The A-6 was designed to hit targets with pinpoint accuracy in adverse weather, day or night, similar to what the USAF would later require for the F-111 Aardvark. For this reason, it was built around the Digital Integrated Attack/Navigation Equipment (DIANE), which used three radar systems to constantly update the INS and provide attack data to the bombardier/navigator sitting in the right seat. The system proved very complicated and it would be some years before it was perfected. Since the weather and night would be the Intruder’s primary defense, no defensive armament was put on the aircraft, though it could carry an impressive 18,000 pound warload of air-to-ground weaponry.
The Intruder was committed early to the Vietnam War, which showed up the flaws in the DIANE system and a more lethal one in the bomb delivery system, which had a tendency to set off the bombs prematurely, destroying the aircraft. Gradually improvements were made, and despite the loss of 84 Intruders over Vietnam, it proved to be extremely effective: until the bugs were ironed out of the F-111A in 1971, the A-6 remained the only American aircraft that could attack during the monsoon season. Specialized A-6Bs were also produced specifically for Iron Hand defense suppression missions, and A-6Cs for anti-truck operations on the Ho Chi Minh Trail.
All three variants were replaced by the A-6E beginning in 1971: this replaced DIANE with a more advanced solid-state computer and the three radars with a single AN/APQ-148 multimode radar. In 1979, the A-6E was further modified with the installation of Target Recognition Attack Multisensor (TRAM), consisting of a turret in the nose containing FLIR linked to the radar and a new bomb computer. Besides making the already accurate A-6 even more deadly, it also allowed the Intruder to drop laser-guided bombs, hit moving targets with bombs, and also use passive radar to attack a target.
A-6s would find themselves once more heavily employed during the First Gulf War, flying 4700 sorties for the loss of four aircraft; its final roles would find it supporting Marines in Somalia in 1991 and UN forces in Bosnia in 1995. By that time, surviving A-6Es had been partially upgraded to allow them to fire all newer guided weapons in the inventory (namely the AGM-84 Harpoon, AGM-65 Maverick, and AGM-88 HARM), while most of the fleet also received composite wings. Grumman further proposed an updated version designated A-6F, with new avionics and engines, but the US Navy rejected this in favor of replacing the Intruder with the F/A-18C/D Hornet. The last A-6E left US Navy service by Feburary 1997; the US Marine Corps had retired theirs in 1993.
In addition to the attack versions of the Intruder, Grumman also built the dedicated KA-6D tanker version, which replaced the attack systems with an internal hose/reel refuelling system. These too were retired in 1997 and replaced by the S-3B Viking.
This Intruder was built as Bureau Number 155595, an A-6A, in 1968, and joined the Navy's VA-128 ("Golden Intruders"), training A-6 crews headed to Southeast Asia. In 1970, 155595 itself made the trip to Vietnam, with VA-165 ("Boomers") aboard USS Constellation (CV-64), seeing combat during Operation Linebacker I. After returning to the United States, it went back to VA-128 from 1972 to 1973, then to VA-196 ("Main Battery") until 1975, after which it was upgraded to an A-6E. After another year with VA-165, it would see deployments with VA-145 ("Swordsmen") and VA-52 ("Knight Riders") aboard the USS Kitty Hawk and Carl Vinson (CV-63 and CVN-70) until 1981. After a quick year's stay with VA-65 ("Fighting Tigers"), it was back to VA-165 once more aboard the Vinson.
In 1990, 155595 was with VA-155 ("Silver Foxes") aboard the USS Ranger (CV-61) for its second war during Operation Desert Storm. During several weeks of strikes, mostly "tank plinking" with laser-guided bombs, 155595 was credited with 56 tanks and two gunboats. This proved to be the old A-6's swan song, and it was retired in 1993. It would spend a few years at AMARC until being donated to the Pacific Coast Air Museum in Santa Rosa, California.
155595 was just repainted and further restored fairly recently, and the restoration was excellent. Since the aircraft saw its second war with VA-155, that was the colors PCAM decided to go with, and it carries both its kill board and the Silver Fox logo on the tail. Somewhat unusually for a museum aircraft, 155595 is fully bombed up, complete with "Remove Before Flight" arming pins on 16 Mark 82 500-pound bombs. Along with two drop tanks, this is a full load for even the A-6. It's the centerpiece of an entire memorial and display on the history of the Intruder.
Date designed: 1987
Manufacturer: Iain Sinclair Ltd
Material: Injection moulded plastics
Size: 47 x 84 x 16mm DIA
Description: The world's first smart flashlight incorporated computer controlled, multimode features (patented), providing different light outputs for different needs.
DVI Dual Link Fiber Extender used for TMDS digital signal transmission. For more details www.kvmswitchtech.com/dvi-dual-link-fiber-extender-over-m...
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Handheld, Manpack and Small Form Fit (HMS) is a family of networking tactical radio systems that are interoperable with specified radios in the current forces. HMS provides Joint interoperable connectivity to the tactical edge and to the most disadvantaged warfighter with an on-the-move, at-the-halt and stationary line-of-sight and beyond-line-of-sight capability for both dismounted personnel and platforms. The radios are scalable and compliant with modular software communications architecture, enable net-centric operations, operate multiband and multimode, and deliver reliable, secure tactical communications.
Read more at asc.army.mil/web/portfolio-item/c3t-handheld-manpack-and-...
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
Neutrik Opticon connectors. Thease are the most expensive fibre connectors I know, 70€/each! Thease connect two multimode fibres and four copper contacts.
AFL Low Smoke Zero Halogen (LSZH) distribution cables supports the application of multimode fiber including 50 µm OM4 as well as single-mode solutions. Both fiber configurations are available in bend-insensitive designs. The cable complies with both domestic and international safety regulations and performance is qualified to UL 1666 and UL 1685 standards for OFNR-LS criteria and International Electrotechnical Commission (IEC) standards: 60332, 60754 and 61034.
Two laptops, one iMac, skype video, vim running in multimode screen, tomatoi.st, one coder 30 miles away...
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
200G QSFP-DD 2x100GBASE-SR4 100m Optical Transceiver is a Eight-Channel, Pluggable, Parallel, Fiber-Optic QSFP Double Density for 2x100 Gigabit Ethernet Applications. This transceiver is a high performance module for short-range multi-lane data communication and interconnect applications. It integrates eight data lanes in each direction with 8x25.78125Gbps bandwidth. Each lane can operate at 25.78125Gbps up to 70 m using OM3 fiber or 100 m using OM4 fiber. These modules are designed to operate over multimode fiber systems using a nominal wavelength of 850nm. The electrical interface uses a 76 contact edge type connector. The optical interface uses an 24 fiber MTP (MPO) connector. This module incorporates Gigalight Technologies proven circuit and VCSEL technology to provide reliable long life, high performance, and consistent service.
For more details, please visit: www.infiberone.com/product/3965.html .
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
Singlemode fibre optic cable is commonly used in long distance because a small diametral core creates the ability for the signal to travel faster and further. Choose from a wide variety of premium quality single-mode fiber patch cables - available online at Fruity Cables Ltd.