The VLS Mk 41 is a highly survivable system with missiles and associated hardware located below the armored deck. Redundant fire control and launcher interface links also enhance system survivability in casualty situations. The VLS Mk 41 capability to simultaneously prepare two missiles in each 8-cell launcher module allows for fast reaction to multiple threats with concentrated, continuous firepower. Multimode operation allows simultaneous interface and missile preparation for discrete anti-aircraft, anti-submarine warfare, strike, naval surface fire support and ballistic missile defense missions. The VLS Mk 41 is highly adaptable to accommodate the latest weapon types to meet new mission requirements.

The age and vulnerability of the RF-101C Voodoo was apparent by the Vietnam War. As losses rose among the Voodoo community, the USAF sought a faster and newer replacement. The solution turned out to be yet another variant of the eminently adaptable F-4C Phantom II. The basic airframe was retained with a new nose, with three cameras placed inside. As the RF-4C was meant to be unarmed, it was not necessary to retain the multimode interception radar of the F-4C, and the RF-4C used the smaller AN/APQ-99 navigation radar. Lighter and more aerodynamic than the F-4C, the RF-4C proved to be the perfect replacement for the RF-101 and remaining RF-84F Thunderstreaks in USAF service. It entered service in 1965.

The RF-4C would be the last dedicated manned tactical reconnaissance aircraft in USAF service. They were used extensively over Vietnam, and in active-duty USAF squadrons until the late 1980s, when they were relegated to Air National Guard units. The last two squadrons of ANG RF-4Cs saw service during the First Gulf War, after which they were retired completely. A number were supplied to foreign air forces afterwards, but the RF-4E (built off of the early F-4E variant) remains the primary foreign RF-4 version.

One of two RF-4Cs at Quartzsite, Arizona's Veterans Freedom Memorial Park, this is 65-0941. It was delivered to the USAF in 1966 and served with the 67th Tactical Reconnaissance Wing, first at Mountain Home AFB, Idaho and then at Bergstrom AFB, Texas. In 1978, it was transferred to the Air Force Flight Test Center at Edwards AFB, California and redesignated as a NRF-4C testbed. 65-0941 would remain with AFFTC until it was retired in 1991; in 1992, it was donated to Quartzsite for their veterans' memorial, along with 66-0384.

Of the two RF-4s there, 65-0941 is worse off, its markings fading and showing signs of heavy corrosion, having spent nearly 30 years in the Mojave Desert. The park itself is quite pleasant, and worth a stop, but the two Phantoms could definitely use some restoration work.

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Battery compartment underside

73, de Dave 2W0DAA / GW4JKR

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 internal armament equipped the aircraft, though it could carry an impressive 18,000 pound warload.

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 first the cancelled stealthy A-12A Avenger II, then 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. Older, non-modified aircraft were sunk as an artificial reef off Florida; others remain at AMARC for scrapping.

A-6E Bureau Number 162915 started its Navy career as a testbed with VX-5 ("Vampires") at NAS Moffett Field, California from 1979 to 1987. It then finally joined the fleet with VA-75 ("Sunday Punchers"), and would fly combat during the First Gulf War (Desert Storm) aboard the USS John F. Kennedy (CV-67). It was retired in 1993 and donated to the San Diego Air and Space Museum.

The Gillespie Annex is the SDASM's restoration facility, so there's a reason 162915 doesn't look its best, with some heavy corrosion on the airframe. Plans are to fully restore the aircraft, so that appearance is only temporary. It is displayed with two rocket pods, a single CBU-59 Rockeye cluster bomb, and three Mk 82 general purpose bombs--a very light load for an A-6.

Supposed to be a breakthrough when it was introduced years ago. According to mir.com.my: "When the Nikon FA was introduced in 1983, (along with the Nikon FE2 and FM2n) it raised the corporate image as it was truly a revolutionary camera. It will be most remembered for it's innovative metering system - an early testbed for the current and much copied 'Matrix Metering' system commonly found in many Nikon AF cameras as well as those of competitors. It was also the first Nikon camera body that had shutter priority and program automation exposure control.

This was in addition to the traditional favoured aperture priority AE and fully manual exposure control. Furthermore, TTL OTF flash metering enhanced the FA's flash capability and made the FA the most sophisticated multimode manual focus Nikon ever. "

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Due to Sweden’s proximity to the Soviet Union, the Swedish Air Force had to assume that their fixed airfields would be destroyed in the opening hours of a war with the USSR. With that in mind, Saab was tasked with designing an aircraft that could operate away from airfields, yet still be able to reach Mach 2 at altitude and replace both the J32 Lansen in the ground attack role and the J35 Draken as an interceptor. It was a daunting task to say the least.

Because the aircraft would need high performance as well as short takeoff or landing (STOL) capability, Saab chose for what was, at the time, a radical design: the combination of a delta wing and high-mounted canards. This was to both provide better turning performance for a delta winged design, plus give lift for a short takeoff run and drag for landings. To further lower landing speed, Saab chose another ahead-of-its-time idea for the aircraft’s propulsion, using a license-built JT8D turbofan; the JT8D had to that point been an airliner engine, but it had a thrust reverser. By adding an afterburner, it would still retain the performance of contemporary fighters, although at a severe cost in range. This was not seen as a disadvantage, as the aircraft was meant to be fighting over Swedish territory in any case. Finally, Saab was to produce an aircraft that was robust in design and easy to maintain—an important consideration when it was operating away from airfields and being repaired by conscripts. Saab’s design fufilled all the requirements asked of it and was designated the AJ37 Viggen (Thunderbolt). The first AJ37 flew in December 1967 and entered service in 1972.

Though the first variant, the AJ37, was intended primarily for ground support and antishipping strikes, it was always intended for the Viggen to have growth potential. First was a two-seat conversion trainer, the SK37, which had originally not been planned, but there was more difference in flying characteristics between the “pure delta” J35 Draken and the Viggen than the Swedish Air Force had planned. The radar and one centerline fuel tank was eliminated in place of a second cockpit stepped above and apart from the first. Next was the SH37 dedicated antishipping variant, which differed from the AJ37 only in having a different radar and a long-range camera; the SF37 reconnaissance variant, with a longer “chisel” nose, no radar, and six cameras in the nose debuted in 1974.

Finally, as the J35 Draken interceptor fleet began to show its age, the JA37 interceptor came out in 1980, with a redesigned cockpit optimized for the fighter role, uprated engine, more advanced multimode radar, an internal cannon (the heavy Oerlikon KCA 30mm cannon, the heaviest installed in any European fighter), and capability to fire the Skyflash missile, a British-improved AIM-7 Sparrow. All five variants performed well and was well-liked by their pilots. JA37 pilots complained of poor vision to the rear, but the zoom climb characteristics and superb radar of the Viggen allowed them to even intercept and track USAF SR-71 Blackbirds coming out of Russian airspace. Saab attempted to market the Viggen internationally, building on the modest success of the Draken, but despite some interest from India and Japan, no buyers were found.

The Viggen was to be the primary aircraft operated by the Svenska Flygvapnet throughout the late 1970s through the 1980s and 1990s, replacing the Lansen and Draken as planned. It was continually updated throughout its lifetime, and delays to the Viggen’s replacement, the JAS39 Gripen, resulted in a comphrensive update in the mid-1990s. This was mainly an avionics update that allowed the Viggen to carry the AIM-120 AMRAAM, but also combined some of the aspects of the five variants into one airframe. These were redesignated AJSF37, and would serve until the dawn of the 21st Century. The Viggen was finally retired in 2007 in favor of the multirole fourth-generation Gripen, ending over 35 years of service in which it never fired a shot in anger.

This aircraft belongs to the 7th Fighter Wing at Satenas, Sweden, and is painted in an experimental white over light blue camouflage; this scheme was not kept, and JA37s usually carried a complicated three shades of green over gray splinter scheme.

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+ BuNo 164533's service history is a bit elusive. It is known that it served with VMA-211 ("Wake Island Avengers"), VMA-311 ("Tomcats"), and--weirdly enough--HMM-365 ("Blue Knights"), which was normally equipped with CH-46E Seaknights, but apparently had a small number of AV-8Bs assigned for a short time. When, exactly, it served with these units is not known. It more than likely was retired in 2016 when VMFA-211 reequipped with F-35B Lightnings, and went on display at the MCAS Yuma airpark in 2021, making it the newest addition there.

164553 carries the overall gunship gray color scheme used by Marine AV-8s at the end of their career; VMA-211's squadron badge is carried on the nose. The camouflage has been slightly marred by the birds targeting this aircraft in particular. It is displayed with two Mk 82 bombs and two LAU-10 rocket pods. For a picture taken through the fence, this turned out rather nice.

Use the toolbox to transport tools efficiently.

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Festool system of Sortainers, Systainers, and storage.

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Design Bureau № 296 Foundation

In July 1940, in order to provide development of the direct injection systems for aircraft engines, the Design Bureau (DB-2) was founded on base of Moscow Aviation Carburetor Factory Nº 33. Semyon A. Kosberg was appointed as a Head of the Design Bureau and a Deputy Chief Designer of the Factory. On 13 October 1941, during World War II when fascists attacked Moscow, the DB-2 was transformed into the independent enterprise. It was evacuated to Berdsk of Novosibirsk region, to the Factory № 296 that had been moved from Kharkov. S. Kosberg was appointed as a Chief Designer of the Factory. Upon arrival at the place of severe Siberian conditions, the Design Bureau team of 29 specialists continued developing the direct injection systems and the Factory team started pre-production activity for manufacturing of the first system designated as NB-ZU.

Serial production

In 1942, the NB-ZU system in conditions of the Su-2 aircraft's M-82 motor successfully passed its flight tests, and in September 1942, the Factory started the serial production of the system. The flight tests showed that the replacement of carburetor by the NB-ZU system ensured power increase of M-82 motor by ~ 70 h.p. with substantial reduction of specific fuel consumption. This allowed improvement of La-5, La-7, Tu-2, Tu-2D aircraft flight characteristics, such as: rate of climb, maneuverability, speed and flight range. It provided the benefit over the best combat aircrafts. The benefit of direct injection system over the carburetor system was appreciated by all main designers of the aircraft motors (General Designers: A. Shvetsov, A. Mikulin, v. Klimov, v. Dobrynin). Within the period of 1941-1952, the Design Bureau developed about 50 design options of such system.

Epoch of Jet Propulsion

In April 1946, the Design Bureau moved to Voronezh, to the Factory № 265 under the Ministry of Aviation Industry and was renamed "Design Bureau of Factory 265", and later, in May 1946 - "Design Bureau of Factory 154" (originally designated ОКБ-154). Within the period from 1946 to 1954, about 80 items were developed, such as fuel injectors, oil pumps, fuel filters, fuel feed regulators, control and regulation systems, etc.

Among these developments there were solid- and liquid-propellant starters for powerful jet-assisted take-off engines (JATO). Liquid-propellant starters incorporated a number of main components of liquid-propellant rocket engines (LRE) as gas generator, turbine, pumps, regulation and control systems that became the basis for beginning of more complicated LRE developments.

RD0200 Engine Development

By Order of the Ministry of Aviation Industry of 12.03.1957 № 544, the Design Bureau under the Factory № 154 (DB-154) was reorganized into the State Bureau of the Soviet Union, DB-154, for the purpose of development and production of LREs and modification of piston engines for aviation application.

In October 1957, two Design Bureaus - Kosberg's DB-154 and Isayev's DB-2 were charged to develop the RD0200 LRE for the second stage of 5B11 rocket of air defense system "Dal" built under the leadership of S. Lavochkin, General Designer.

The First Space Engine

On 4 October 1957, Sergey Korolev, Chief Designer of DB-1, provided the first in the history of mankind delivery of the artificial satellite to the orbit with the help of two-staged R-7 vehicle. Thereafter, he put the task to increase payload for the future Moon missions.

Start of works was marked by the meeting of S. Korolev and S. Kosberg on February 10, 1958. The result of this meeting was the joint development of LOX-Kerosene engine RD0105 for the third stage of "Luna" launch vehicle (LV).

Thanks to the selfless work of the Voronezh employees, after the seven-month period of development, the first experimental launch of three-staged option of the "Luna" LV was realized in the Soviet Union in September 1958.

On 5 September 1958, the first RD0200 engine fire test was performed at a test stand located in Shilovo forest, becoming the date of birth of the company's experimental complex.

The Moon Exploration

On January 2, 1959, the first "Luna-1" Space Station (SS) launch towards the Moon was fulfilled with the help of the "Luna" LV powered by the third-stage RD0105 engine. Later on, the "Luna-2" SS landed on the Moon surface and "Luna-3" SS took pictures of the Moon back side in September and October of the same year.

The company was involved into development of the RD0106 engine for the second stage of R-9A intercontinental ballistic missile (ICBM) built by S. Korolev, Chief Designer.

Development of the RD0109 engine for Korolev's "Vostok" LV third stage was started.

Propulsion for the First Interplanetary Missions

The DB-154 started development of the RD0107 liquid rocket engine (LRE) for the third stage of "Molniya" rocket. A little later the company built the analogues of this engine - RD0108 and RD0110 with upgraded reliability for space aircrafts "Voskhod" and "Soyuz" intended for team flights. The serial production of these engines was provided by Voronezh Mechanical Plant.

The "Molniya" rockets ensured the first in the world launches of "Venera" and "Mars" - the Soviet interplanetary stations - with their later flights implemented close by Venus and Mars (on 19.05.1961 and 19.06.1963, correspondingly).

The Nuclear Rocket Engine (NRE)

In the beginning of 1965, Chief Designer S. Kosberg died after a car accident. Alexander D. Konopatov was appointed as a Chief Designer of the Design Bureau.

In 1965, the company was charged to develop the nuclear rocket engines designated as RD0410 and RD0411. The engines had to speed up and pull up the space-crafts and correct their orbits for deep-space exploration. Due to minimum molecular weight and high thermodynamic properties of the operating fluid (hydrogen), and thanks to its high heating temperatures in the nuclear reactor (up to 3000°K), this new type of the engine had high power characteristics providing wide range potential for application in sphere of near and deep space exploration.

The results of RD0410 nuclear engine development were applied to the LOX-LH2 RD0120 engine development, and became a basis for creation of the multimode space nuclear propulsion systems for the spaceships

The "Soyuz" LV in Operation

In 1966, the "Soyuz" LV powered by the third stage RD0110 engine developed by the DB-154 was put into serial production. The serial production was entrusted to the Voronezh Mechanical Plant. The DB-154 was renamed as "Konstruktorskoe Bureau KHIMAVTOMATIKY" (KBKHA).

The Country's Nuclear Shield Reinforcement

In 1969, for development of the new technical equipment, KBKhA was awarded the state prize - the Order of Lenin. A little earlier, in 1967, the first in the Soviet Union an ampouled intercontinental ballistic missile UR-100 (RS-10) of v. Chelomey, General Designer, and powered by KBKhA's first stage engines, was commissioned.

In 1967, KBKhA started developing the engine for the second stage of heavy intercontinental ballistic missile RS-20A of M. Yangel, Chief Designer.

Geostationary Orbit Exploration

In 1974, the Voronezh Mechanical Plant (VMP) began a serial production of a modified rocket engine 11458 M, built on base of its predecessor 1158. By this time, near 300 launches with the engine in conditions of the Earth Departure Stage (EDS) of "DM" series have been fulfilled. In addition, the engine was used for launching the first spacecrafts to geostationary orbits (GEO). The EDSs powered by the 1158 M engine had helped to launch the interplanetary stations "Venera-9" - "Venera-16" and the other spacecrafts.

The "Energia" LV Engine Development

For development of a new technical equipment, KBKhA was awarded the state prize - The Order of October Revolution. A year earlier, the UR-100N and RS-20A missiles powered by KBKhA engines were put into operation.

In 1976, under the Governmental Order, KBKhA began to develop the powerful LOX/LH2 propulsion (RD0120) of 200 tons thrust for the sustainer propulsion stage of the "Energia" LV, designed by General Designer v. Glushko. The propulsion stage contained four RD0120 engines with total thrust 800 tons. The Voronezh Mechanical Plant was producing these engines.

Such aspects as reliability, power and mass characteristics, performance, life, new design and technology solutions, materials used, helped the engine to excel all previously created engines of that type and some best world samples in a number of parameters, including the American SSME of the same size developed at the same period of time for the "Space Shuttle" reusable space system.

The "Energia-Buran" Space Transportation Complex Successful Flight

KBKhA succeeded in developing the RD-0243 engine with ultimate performances for sea-based ballistic missile RSM-54, and RD-0255 engine for RS-20B ICBM (Voevoda).

In 1987, the first successful flight of "Energia" launcher powered by RD0120 engine developed by KBKhA and manufactured by VMP was accomplished. In 1988, the Soviet Union launched the "Energia-Buran" space transportation complex successfully. It was the first and the only time in history of rocketry when the reusable space ship performed a launch to the orbit and returned back to the Earth automatically without a pilot participation.

The RD0124 Engine Development

In 1993, KBKhA started the RD0124 LRE development for "Soyuz-2" LV family with a record specific impulse compared to all LOX/Kerosene rocket engines known in the world.

At that time, A. Konopatov, the Hero of Socialist Labor, Academician of RAS, leaves the post of KBKhA's leader. The employees of the enterprise elect Sergei v. Rachuk as a new leader of the company.

The New RD0146 Engine Ground Testing

In 2001, KBKhA performed the first firing of a new oxygen-hydrogen engine RD0146. It was the first in Russia expander cycle engine, and the first in the LRE history the autonomous two-shaft feed schematic engine with sequential gas supply to the turbine. This condition allowed the feed system to demonstrate an optimal performance.

The "Vostochny" Cosmodrome in Operation

In 2016, a new cosmodrome "Vostochny" was actuated by the first space launch vehicle launch of "Soyuz-2.1a" LV powered by the third stage engine RD0110 developed by KBKhA and manufactured by VMP. Later on, the upgraded "Soyuz-2.16" LV with KBKhA's RD0124 engine on the third stage has been launched.

In that year, the company began to develop a pilot sample of LOX-Methane engine RD0177 to lay the groundwork for the advanced launch vehicles development.

Preliminary Design on the RD0125MS

Engine Begins

In 2017, the company began the design works on a new LOX/Kerosene LRE RD0124 MS to power the second stage of an advanced "Soyuz-5" LV.

Connecting the Best

On November 1, 2019, the "Voronezh Mechanical Plant" an affiliate of "Khrunichev Space Center", and JSC Konstruktorskoe Buro Khimavomatiky (JSC KBKhA), were merged into "Voronezh Center of Rocket Engine Building". Sergei v. Kovalev was appointed a leader of the merged company.

The jointed production area combined the activities continued on development and manufacturing of rocket engines, aircraft equipment, and oil and gas production equipment under the "VMP" trademark.

History of the Voronezh Mechanical Plant (VMP) started since October 1928, when the plant began manufacturing of the grain cleaning machines in Voronezh city. In November 1931, it was renamed "Diesel Plant", and involved in manufacturing of diesels for low energetics and river crafts.

- Scientific equipment seen over #10YearsAgo. This is the closeup of a probe holder for the classic MultiMode SPM/AFM microscope with a probe inserted.

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Please see the camera-wiki article on the Canon T70. This is another multi-mode camera; and like the Ricoh XR-P, it offers 3 different choices of autoexposure programs, for different lens types.

The plastic body shell also includes a power winder (like the Konica FT-1). The top LCD display and the pushbutton interface would prove to be a very influential trend in 1980s cameras. The integral winder of the T70 also adds motorized rewind.

Please see the camera-wiki article on the Minolta XD series. This marks the launch of Minolta's "MD" series lenses, a modification of their bayonet mount to allow a camera body to set the aperture automatically (i.e. for shutter-priority autoexposure).

The XD-11 (XD-7 in other markets) is the manual-focus Minolta SLR which squeezes the maximum number of features into the minimum size, making it a sought-after model.

Popular Photography published a launch profile in this same magazine issue.

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