View allAll Photos Tagged multimode
Loco / Unit Class: UK Class 88
Loco / Unit Number: 88001
Location of Photo: Kingsmoor Depot
Other Notes: N/A
FiberStore 8 channel Dual Fiber CWDM Multimode MUX/DEMUX modules support ITU-T G.694.2 wavelengths between 1270nm to 1610nm in 20nm increments. (Note: The ITU standard specifies the exact center wavelength as 1531nm, 1591nm, 1611nm, etc. However, for clarity (and to comply with general industry conventions) the text in this data sheet refers to these wavelengths as 1530nm, 1590nm, 1610nm, etc.)
CWDM MUX/DEMUX modules are protocol and rate transparent allowing different services up to 10Gbps to be transported across the same fiber link.
ConnectZone The 10/100/1000M Gigabit Ethernet Media Converter series is designed to meet the massive needs for network deployment and able to extend a copper based Fast network via fiber cable to a maximum distance up to 100KM.
Our 10/100/100M Gigabit Ethernet Media Converter is fully compliant with IEEE802.3, Ieee802.3U, 10/100/1000Base-TX, 1000Base-FX, standards.
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
Product Description:
- Device Type Router - DSL modem - 4-port switch (integrated)
- Enclosure Type Desktop
- Digital Signaling Protocol ADSL2, ADSL2+, VDSL2
- Data Link Protocol Ethernet, Fast Ethernet
- Capacity IPSec VPN tunnels: 20
- Network / Transport Protocol L2TP, DHCP
- Routing Protocol RIP-1, RIP-2, HSRP, VRRP, GRE, policy-based routing (PBR)
- Remote Management Protocol Telnet, SNMP 3, HTTP, HTTPS, SSH, CLI
View full specification… goo.gl/HhPFHz
Loco / Unit Class: UK Class 88
Loco / Unit Number: 88010
Location of Photo: Kingsmoor Depot
Other Notes: N/A
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. The AV-8Bs in USMC service are due to be retired in 2025 in favor of the F-35B Lightning II.
Only a few days after photographing AV-8B Bureau Number 165574, I got to photograph 165576. Like its sister ship, 165576 wears the colors of VMA-231 ("Ace of Spades") out of MCAS Cherry Point, North Carolina. It was delivered in the late 1980s and upgraded to an AV-8B+ in the early 1990s. 165576 saw combat over Iraq in 2003, flying 149 combat missions with VMA-513 ("Flying Nightmares"). It was retired in June 2025 and flown to the Commemorative Air Force Arizona Wing's museum in Mesa.
I got this picture only three days after 165576 arrived in Mesa; it's actually still in the process of being demilitarized, and still carries two drop tanks. This view really shows the last camouflage scheme carried by Marine Harriers, and VMA-231's emblem on the nose.
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
PerkinElmer, Inc. announced on July 24 (US-time) the launch of its new VICTOR® Nivo™ multimode plate reader.
To view the full multimedia release, click here: prn.to/2eK5dwT
ConnectZone The 10/100/1000M Gigabit Ethernet Media Converter series is designed to meet the massive needs for network deployment and able to extend a copper based Fast network via fiber cable to a maximum distance up to 100KM.
Our 10/100/100M Gigabit Ethernet Media Converter is fully compliant with IEEE802.3, Ieee802.3U, 10/100/1000Base-TX, 1000Base-FX, standards.
DVI Extender over Four Multimode Fiber Optic Cable use for transmit vide signals over High speed and long distance. For more details www.kvmswitchtech.com/dvi-extender-over-four-multimode-fi...
First Attempt at using flash gun in multimode
YN-468 Multistrobe 1/128 4x flash aimed straight at water
ISO 800, f5.6, 1/200sec, 155mm
Post Processing Light Room 3
ConnectZone The 10/100/1000M Gigabit Ethernet Media Converter series is designed to meet the massive needs for network deployment and able to extend a copper based Fast network via fiber cable to a maximum distance up to 100KM.
Our 10/100/100M Gigabit Ethernet Media Converter is fully compliant with IEEE802.3, Ieee802.3U, 10/100/1000Base-TX, 1000Base-FX, standards.
ConnectZone The 10/100/1000M Gigabit Ethernet Media Converter series is designed to meet the massive needs for network deployment and able to extend a copper based Fast network via fiber cable to a maximum distance up to 100KM.
Our 10/100/100M Gigabit Ethernet Media Converter is fully compliant with IEEE802.3, Ieee802.3U, 10/100/1000Base-TX, 1000Base-FX, standards.
DATCOM MANUFACTURED ASSURED SCx12, SCx12, 12 FIBER 50/125 GRADE 4, OM2, OFNR/FT4 MULTIMODE DISTRIBUTION CABLE x 450 FEET WITH 3 FOOT STAGGERED ARMS, TEST RESULTS AND PULLING EYE.
ConnectZone The 10/100/1000M Gigabit Ethernet Media Converter series is designed to meet the massive needs for network deployment and able to extend a copper based Fast network via fiber cable to a maximum distance up to 100KM.
Our 10/100/100M Gigabit Ethernet Media Converter is fully compliant with IEEE802.3, Ieee802.3U, 10/100/1000Base-TX, 1000Base-FX, standards.
Electronic musicians "The Muzzle" and Members of "Caused by the Sun"
myspace.com/themuzzle
myspace.com/causedbythesun
BROCADE 42C1820 10GB CNA FOR SYSTEM(New)
$652.84
UPC : 883436050364
Brocade PCI-e 10GB Dual Port Converged Network Adapter (CNA) for IBM System x Servers
sierracomponent.com/product/brocade-42c1820-10..
#BROCADE #42C1820 #10GB #CNA #FOR #SYSTEM #UPC : 883436050364 #dual #port #converged #network #adapter #system #servers # Express #Converged #optical #support #either #Multimode #Fiber #SR # module # SFP # Active #Copper #cable # offers # maximum # high #bandwidth #storage #traffic # full #hardware #offload # Fibre #Channel #over #Ethernet #protocol #processing #convergence #lower #total# cost#ownership #reduced #power # cooling # management# maintenance #investment #protection #seamless #compatibility # existing #FC # drivers # applications #Express # low # profile # card # factor # standard # slot #modular #rack # latest #Meta tags #sanfrancisciogiants#sanfrancisco49ers#sanfranicscosostupid#itswasteoftimeifitsnotdoneright#google #yahoo #amazon #twitter #instagram #tumblr #linkedin #flickr #pinterest #reddit #vk #stumbleupon #digg #odnoklassniki
Because ½+½=1, right? (Especially when one half is singlemode and the other multimode - a quick hack to extend a mode-conditioning patch cord that got left for a few years - joy!)
9.25.11 - I went to a flash crash course at Showcase Photography School. This is one of the test shots I took when we were learning about multi mode. Pretty much a throw away shot, but it's all I have for today.
Different generations of multimode fiber are represented by the letters OM1, OM2, OM3, and OM4 (MMF). The core diameter of OM1 is 62.5 meters, while the core diameter of OM2, OM3, and OM4 is 50 meters. Standard 50m MMF fibers are OM2, while laser-optimized multimode fibers are OM3 and OM4 (LOMMF).
www.orivisiontech.com/products/hdmi-h-tr-uncompressed-4k3...
Brand: ORIVISION
Model: ZY-HDMI-H-TR
Transmitter Input: HDMI 1.4*1
Transmitter Output: RS232 *1 LC*1
Recevier Input: RS232 *1 LC*1
Recevier Output: HDMI1.4*1
Resolutuion: Max 3840*2160@30Hz
Transmission Distance: Default:Single model 1-core (10km); Multimode Dual-Core Module (300m); Spport 20KM, 60KM,80KM OEM
Power: 12V/DC 1A
4K@30 HDMI Optical Fiber Extender
Uncompressed transmission
Delivers UHD picture quality at resolutions up to 3840 x 2160 (4K x 2K) @30Hz
Standard distance transmission 10KM, distance can be customized
Support EDID mode and HDCP
Plug-and-play operation
Uncompressed 4K@30 HDMI Optical Fiber Extender
4K HDMI fiber optical extender provides long distance transmission of HDMI, audio signals over a single fiber. Designed specifically for AV systems, the Extender includes many integrator-friendly features such as EDID mode and HDCP. Low energy consumption, long distance, plug and play, compatible, can achieve more accurate display.
Uncompressed HDMI Optical Fiber Extender: HDMI-H-TR
Uncompressed DVI Optical Fiber Extender: DVI-H-TR
Uncompressed 4K@30 HDMI Optical Fiber Extender
High Availability and Friendly Design
The aluminum shell design protects the interior and provides excellent heat dissipation, further enhancing durability for reliable performance and long life.
High Availability and Friendly Design
Uncompressed 4K UHD Transmission
Delivers UHD picture quality at resolutions up to 3840 x 2160 (4K x 2K) @30Hz.
Enjoy bright, clear video with accurate color rendition and sharpness, even when long distance transmission.
Uncompressed 4K UHD Transmission
EDID Mode and HDCP
EDID can identify a variety of display attributes.
EDID Mode and HDCP
Single-mode and Multi-mode Optional
Default:Single model 1-core (10km)
Multimode Dual-Core Module (300m)
Spport 20KM, 60KM,80KM OEM
Single-mode and Multi-mode Optional
Plug and Play
Plug-and-play operation with no software required for easy, immediate installation.
Plug and Play
Support OEM ODM
OEM: Free print company logo by laser print; MOQ≥1 unit
ODM: Pls send your requirements to us. (info@orivision.cn)
Cáp quang cá nhân hay là wifi cá nhân là gì? - Cáp quang là loại cáp có kích thước rất nhỏ được sử dụng phổ biến để truyền tải tín hiệu. Sợi thủy tinh hoặc nhựa tinh chế trong lòng cáp khiến cho tín hiệu được truyền đi nhanh, mạnh và không bị nhiễu. Đây là lý do tại sao cáp quang ngày càng phổ biến và được ứng dụng nhiều. Phụ thuộc vào kích thước của lõi, người ta chia cáp quang cá nhân thành 2 loại là Singlemode và Multimode. Cáp Singlemode là loại cáp có lõi nhỏ (chỉ khoảng 9 micro) và có hệ số biến đổi khúc xạ ít hơn so với cáp Multimode. Cáp Multimode có lõi lớn hơn, các xung ánh sáng trong cáp được tạo thành từ các tia và có thể truyền đi nhiều loại ánh sáng khác nhau. Trong khi đó, tại một thời điểm nhất định, Singlemode chỉ có thể truyền một loại ánh sáng. Sự khác biệt giữa cáp quang Singlemode và Multimode - 6j7kyiko46 - fptonline.org/dich-vu-cap-quang-ca-nhan-fpt/
Not being able to carry liquids in quantities of more than 100ml onto a plane is a significant problem for passengers who need in-flight medication not to mention women with makeup bags. But Link Microtek has a potential solution in its EMILI 1+ liquid identification system. The product exploits microwave sensing technology to classify liquids, dividing them into categories including ‘completely harmless’, ‘inflammable,’ ‘corrosive’ or ‘explosive.’
With airport security likely to be stretched by the recent incident over Detroit, this product will appeal since checks take less than one second. Plastic, glass and ceramic bottles can all be processed by a technology that is based on a multimode sensor and emits an evanescent microwave field.
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.
Despite the USAF markings, F-104B 57-1303 only flew with the USAF for a year, between 1958 and 1959 with the Air Force Flight Test Center at Edwards AFB, California. In 1959, it was transferred to NASA's Dryden Flight Center and became N819NA. It would then fly as a chase and familiarization aircraft for the XB-70 Valkyrie and YF-12 Cygnus programs, as well as for astronaut training; two astronauts--Neil Armstrong and Russell "Rusty" Schweickart--and several X-15 pilots (including Joe Walker) would fly N819NA/57-1303.
In 1978, N819NA/57-1303 was getting a bit long in the tooth, so it was retired to MASDC. It wasn't there too long: in 1983, it was donated to the Aerospace Museum of California near Sacramento and flown there in a C-130 Hercules. It was restored and put on display that year.
57-1303 looks to be a light blue in this picture, but I think that's just the angle of the sun off the paint; it's actually overall light gray. In USAF service, it would've been bare metal, but that is very hard to maintain, so most museum F-104s have this finish instead. It carries the fin flash of the AFFTC at Edwards on the tail and nose, and 1950s-era "buzz numbers" on the rear of the aircraft. We saw it in June 2025.