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New Switches, as pictured attached to these utility poles, are part of circuit upgrade work that has been completed.
Kimi Räikkönen returning to the pits during tests of the MP4-21
The McLaren MP4-21 is a Formula One car designed by Adrian Newey for the 2006 Formula One season. The car continues the MP4-X naming system and is notable for its striking chrome livery which is designed to maximize the visibility of the teams sponsors.
The car started the season in the hands of Kimi Räikkönen and Juan Pablo Montoya, but after a few races it soon became clear that it was not as competitive as its predecessor, the MP4-20, despite an apparent improvement in reliability. McLaren did not win a race all season, for the first time since 1996. Their best results were second place finishes for Kimi Räikkönen in Australia and Italy, for Juan Pablo Montoya in Monaco, and for Pedro de la Rosa in Hungary. After the US Grand Prix, Montoya announced that he would be leaving Formula One at the end of the season to race for Chip Ganassi's team in NASCAR; in response, McLaren agreed to release him, promoting Pedro de la Rosa into his seat for the remaining races of the season.
Designer Adrian Newey
Chassis Moulded carbon fibre monocoque incorporating front and side impact structures
Suspension (front) Inboard torsion bar/damper system operated by pushrod and bell crank with a double wishbone arrangement
Suspension (rear) As front
Engine Mercedes-Benz FO108S, 2.4 litre V8 normally-aspirated mid-mounted
Transmission McLaren 7 forward + 1 reverse semi-automatic
Fuel Mobil 1 unleaded
Tyres Michelin
F1 Test Session, Silverstone (April 27, 2006)
PDS 18 seconded to the Galway Races from its usual school run, its 2005 & the bus is now 15 years old, yet the bodywork is in fine condition, perhaps one of the best coaches Bus Eireann purchase not long into their own existence. The PD class overnight brought new levels of comfort & reliability to the expressway network.
Scenes from day three of the 2022 Accelerator Reliability Workshop, where attendees tour the Jefferson Lab Accelerator, hosted by Jefferson Lab in Newport News, Va., on Monday, October, 18, 2022.
(Photo by Aileen Devlin | Jefferson Lab)
Met-Ed is completing work on approximately $7.5 million of electric system projects as part of its 2016 Long-Term Infrastructure Improvement Plan to reduce the number and duration of service interruptions experienced by the company’s 560,000 customers. The work included installing new poles, cross arms, wire, and other equipment as needed.
www.swordsswords.com/retro-hunter-dual-action-knife-silve...
A hard stainless steel blade is incorporated into this intelligently designed knife. The blade is very sharp and quite thick with plenty of weight signifying high quality materials. Most of the Retro's blade is fine edged with 1/3 of it being serrated. Cutting tests reveal this blade stays sharp after repeated abusive slicing sessions. It can be deployed manually, or as an automatic knife. Deployment operation of the knife is engineered with teflon bushing spacers to hold the blade very well. It has a thumb stud and thumb grip for assisting in everyday use.
Speckled across the hard aluminum surface is the Retro styled graphics. The finish is glossy and a pleasure to grasp. The black background has a metallic finish, blending the knifes style and design. On the back of the handle is a pocket clip. Additionally, this knife is superior in performance and reliability. You can feel the quality by simply holding it.
Specifications:
Overall Length: 8.25 Inches
Blade Length: 3.34 Inches
Blade: Drop Point, Partially Serrated
Blade Thickness: 2.75mm
Sharpness: Very Sharp
Handle: Aluminum, Glossy Black & Metallic Silver
Deployment: Manual & Automatic Hidden Release
Features: Heavy Duty Construction & Convenient
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
In addition, radio-controlled switches were installed on some Met-Ed electric circuits. These devices can be operated remotely from the company dispatch center, allowing operators to restore power more quickly and efficiently than dispatching a crew to investigate.
Eversource and National Grid partnered on this project which included the installation of a new 345-kilovolt (kV) transmission line along 75 miles of existing rights-of-way between Connecticut, Massachusetts and Rhode Island. This new structure stands on a right-of-way in Lebanon, CT.
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
I wanted to refuel my car at the gas station. When I wanted to use my card to pay, I was greeted by this nice error message: "The exception unknown software exception (0x0eedfade) occurred in the application at location 0x77e73887."
You can see another picture of the terminal (both taken with my mobile phone, sorry for the poor quality) or read my comments about this stupid error message in my blog.
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
Thermovision cameras capture infrared images of distribution lines exiting substations and where fuses are located on poles. The images are downloaded to a computer and reviewed. The infrared technology shows heat on a color scale, with brighter or “hot spots” indicating potential problems. As a result of the inspections, JCP&L identified and corrected nearly 100 potential problems.
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
In 1907 the Commercial Managing Director, Mr Claude Johnson (often described as the hyphen in "Rolls-Royce"), ordered a car to be used as a demonstrator by the company. With chassis no. 60551 and registered AX 201, it was the 12th 40/50 hp to be made, and was painted in aluminium paint with silver-plated fittings. The car was named the "Silver Ghost" to emphasise its ghost-like quietness, and a plaque bearing this name adorned the bulkhead. An open-top body by coachbuilder Barker was fitted, and the car readied for the Scottish reliability trials of 1907 and, immediately afterwards, another 15,000-mile (24,000 km) test which included driving between London and Glasgow 27 times.
The aim was to raise public awareness of the new company and to show the reliability and quietness of their new car. This was a risky idea: cars of this time were notoriously unreliable, and roads of the day could be horrendous. Nevertheless, the car set off on trials, and with press aboard, broke record upon record. Even after 7,000 miles (11,000 km), the cost to service the car was a negligible £2 2s 7d (£2.13). The reputation of the 40/50, and Rolls-Royce, was established.
The 1911 Rolls-Royce was a notable car for a variety of reasons. Not the least of these was the introduction of the renowned Rolls-Royce mascot—the "Spirit of Ecstasy" hood ornament. This identifiable mascot—the longest-lived mascot ever used—was created in 1911 by noted English sculptor, Charles Sykes. It is said that Lord Montagu’s secretary, a Miss Thornton, posed as a model for the winged figure, although no proof of this exists. In fact, the figure more closely resembles the artist himself. So pleased were company officials with the mascot that in 1920 they entered it into a world competition in Paris and won first prize. The first automobile graced with the elegant Spirit of Ecstasy mascot was a 1911 Rolls-Royce. And this symbol of elegance and excellence was perfectly suited. The 1911 Rolls-Royce 40/50 hp automobile (Tourer designated the body type) was innovative in a variety of ways. One was the “Slipper Flywheel,” a device which took the form of a friction-disc clutch and flywheel mounted at the front of the crankshaft. The “Slipper Flywheel” became a standard component of Rolls-Royce motorcoaches from 1911 to the present day. Yet Rolls-Royce’s success was not based on innovation—the history of automobiles is filled with radical innovations that fell by the wayside. Instead, Rolls-Royce concentrated on details. Meticulous attention was paid to every aspect of construction: gears were cut to finer accuracy than anywhere in the world; more skilled workmen than in other factories were employed; and only the finest bodies from the finest coachbuilders were fitted onto the Rolls-Royce chassis. The result was an automobile that rode more smoothly with less trouble than any car of its time.
Technical Specifications Engine: Six-Cylinders, In-Line, L-Head
Displacement: 429 Cubic Inches
Horsepower: Estimated 48 BHP @ 1,250 RPM
Wheelbase: 135.5 Inches
Weight: Typically 3,360 Pounds
Carburetion: Rolls-Royce Two-Jet, Water-Heated, Semi-Displacement
Ignition: Dual with Magneto and Trembler Coil
Transmission: Sliding Pinion with Cone Clutch, Fully Floating Live Axle
During 2015, work completed by JCP&L included 94 circuit upgrades, a new transmission line from a substation in North Branch to a substation in Lebanon, and the expansion of a substation and new transformer installation in West Amwell. The company also successfully reinstituted its Power Systems Institute Program and was recognized as “Business Leadership of the Year Honoree” by the New Jersey Conference of Mayors.
n 1967, the Air Force completed an exhaustive search for an improved observation aircraft to replace the aging O-1 aircraft used by Forward Air Controllers in Vietnam. Already on the production line, the Cessna 337 Super-Skymaster was a popular twin-engine, four-seat general aviation aircraft with a unique push-pull design. Engines mounted on the forward and rear of the fuselage gave the C-337 the extra power and reliability of two engines while retaining the advantage of centerline thrust and a high wing, making it an excellent platform for observation missions. Minor alterations, the installation of a gun sight, under-wing pylons, a smoke generator; glass panels in the lower starboard door and a loud speaker for psychological warfare and the C-337 was transformed into the inexpensive and versatile O-2 Skymaster.
Skymasters were widely used for reconnaissance, target identification, damage assessment and air to ground coordination. Several O-2 aircraft were equipped with three 600 Watt amplified speakers and leaflet pods for psychological warfare operations. In-service modifications gave some O-2s the capability to carry light weapons, such as rockets, bombs and mini-guns.
The museums 0-2B serial number 67-21465, was manufactured by Cessna Aircraft, Wichita, KS, and delivered to the USAF on 18 Jan 1967. It was the 26th 0-2B off the assembly line out of only 31 produced. 67-21465 was used for psychological warfare operations, dropping leaflets with many different messages, some instructional, but mostly warnings of impeding defoliation flights or exhortations to enemy troops to lay down their arms. O-2 67-21465 was also equipped with a 300 lb 1800 watt amplified speaker system. Particularly effective, the O-2s engaged in psychological warfare operations were frequent targets for enemy ground fire.
After service in Vietnam, the museums 0-2B, serial number 67-21465, was assigned to the Military Aircraft Storage and Disposition Center (MASDC) at Davis-Monthan Air Force Base, Arizona. In October of 1973, 67-21465 was re-called to active duty to fly with the 163rd Tactical Air Support Group of the California Air National Guard. In 1975, the 163rd TASG moved to March Air Force Base in Riverside, California. By 1982, 0-2B 21465 was fully retired from United States Air Force with a total of 4,696 flight hours, and a bad case of metal fatigue. In June of 2000, 0-2B 67-21465 was brought into the Adopt-an-Aircraft Program by Civilian Volunteer and Aircraft Restoration Crew Chief/Historian Craig Clary. 67-21465 remains the property of the USAF on loan to the March Field Air Museum.
-March Field Air Museum website (www.marchfield.org/)n 1967, the Air Force completed an exhaustive search for an improved observation aircraft to replace the aging O-1 aircraft used by Forward Air Controllers in Vietnam. Already on the production line, the Cessna 337 Super-Skymaster was a popular twin-engine, four-seat general aviation aircraft with a unique push-pull design. Engines mounted on the forward and rear of the fuselage gave the C-337 the extra power and reliability of two engines while retaining the advantage of centerline thrust and a high wing, making it an excellent platform for observation missions. Minor alterations, the installation of a gun sight, under-wing pylons, a smoke generator; glass panels in the lower starboard door and a loud speaker for psychological warfare and the C-337 was transformed into the inexpensive and versatile O-2 Skymaster.
Skymasters were widely used for reconnaissance, target identification, damage assessment and air to ground coordination. Several O-2 aircraft were equipped with three 600 Watt amplified speakers and leaflet pods for psychological warfare operations. In-service modifications gave some O-2s the capability to carry light weapons, such as rockets, bombs and mini-guns.
The museums 0-2B serial number 67-21465, was manufactured by Cessna Aircraft, Wichita, KS, and delivered to the USAF on 18 Jan 1967. It was the 26th 0-2B off the assembly line out of only 31 produced. 67-21465 was used for psychological warfare operations, dropping leaflets with many different messages, some instructional, but mostly warnings of impeding defoliation flights or exhortations to enemy troops to lay down their arms. O-2 67-21465 was also equipped with a 300 lb 1800 watt amplified speaker system. Particularly effective, the O-2s engaged in psychological warfare operations were frequent targets for enemy ground fire.
After service in Vietnam, the museums 0-2B, serial number 67-21465, was assigned to the Military Aircraft Storage and Disposition Center (MASDC) at Davis-Monthan Air Force Base, Arizona. In October of 1973, 67-21465 was re-called to active duty to fly with the 163rd Tactical Air Support Group of the California Air National Guard. In 1975, the 163rd TASG moved to March Air Force Base in Riverside, California. By 1982, 0-2B 21465 was fully retired from United States Air Force with a total of 4,696 flight hours, and a bad case of metal fatigue. In June of 2000, 0-2B 67-21465 was brought into the Adopt-an-Aircraft Program by Civilian Volunteer and Aircraft Restoration Crew Chief/Historian Craig Clary. 67-21465 remains the property of the USAF on loan to the March Field Air Museum.
-March Field Air Museum website (www.marchfield.org/)
43 Gareth Burnett(GB) / Martyn Taylor(GB) 1931 - Talbot 105 Alpine 3344cc
Winners of the 8th Flying Scotsman Rally 2016
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
reliability on board. You are allowed to use this image on your website. If you do, please link back to my site as the source: creditscoregeek.com/
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Mike Cohen
International Ministerial Conference on Nuclear Power in the 21st Century. St Regis Saadiyat Island Resort, Abu Dhabi, United Arab Emirates. 31 October 2017.
Panel Session 3: Safety and Reliability Aspect of Nuclear Energy
This session will discuss how to ensure safety, security and non-proliferation in dealing with challenges such as expansion of nuclear power in the world, long term operation of nuclear power plants and a variety of innovative technologies.
Keynote Remarks:
Petteri Tiippana, Director General, Radiation and Nuclear Safety Aituhority (STUK), Finland.
Panellists:
Ramzi Jammal, Executive Vice-President and Chief Regulatory Operations Officer, Canadian Nuclear Safety Commission (CNSC), Canada
Shunsuke Kondo, Former Chariman, Japan Atomic Energy Commission and President, Nuclear Waste Management Organization of Japan (NUMO), Japan
Jose Reyes, Chief Technology Officer, NuScale Power, United States
Noh Baek-sik, Executive Vice-President, Korea Hydro and Nuclear Power Co., Ltd. (KHNP), Republic of Korea
Photo Credit: Dean Calma / IAEA
During 2015, work completed by JCP&L included 94 circuit upgrades, a new transmission line from a substation in North Branch to a substation in Lebanon, and the expansion of a substation and new transformer installation in West Amwell. The company also successfully reinstituted its Power Systems Institute Program and was recognized as “Business Leadership of the Year Honoree” by the New Jersey Conference of Mayors.
The Austin Rover Group built the Metro 6R4 to compete in group B rallying in the 1980s. It was four wheel drive car powered by a 2991 cc engine mounted in the rear with the road going Clubman version ( of which approx 200 were made with a sale price of £ 40000 ! ) producing approx 250 bhp with the full blown rally version ( 20 manufactured ) tuned to 410 bhp !
Problems with engine reliability meant the cars were not a great success and in the middle of the 1986 rally season Group B were banned anyway due to a series of fatal accidents meaning the cars could not compete.
THE BEST ALL-ROUNDER
To judge a brand-new car’s expected reliability by the reputation of a car produced 30 years ago is absurd, but bad reputations are tough to shake, especially one as well earned as Alfa Romeo’s. Alas every conversation we had about the Giulia Quadrifoglio included concerns of impending catastrophic breakdown. To our surprise, the Alfa showed no sign of weakness during this long, abusive test. Instead, it charmed us all and crippled the competition, claiming an easy victory.
Why so easy? The sheer breadth of its capabilities. The Giulia is a jack-of-all-trades and master of most. Whereas most cars do one thing well at the expense of everything else, the Giulia simply does everything well. For example, it rides so smoothly, is so quiet inside, and cruises down the highway with such relaxed confidence that we GPS-verified its speedometer to ensure it wasn’t optimistic by 15 mph.
But then, with the mode selector in Race mode, the Alfa forgets about luxury, transforming into a violent sports sedan with a bad boy attitude none of its three competitors can come close to matching. On track, the Alfa demonstrates athleticism nearing the Cadillac’s but manages an even quicker lap time. The Giulia’s torque-vectoring rear differential helps put every one of its 505 horsepower to good use. There’s no accidental tire smoke here. In fact, the Giulia doesn’t like to do powerslides; it just wants to be fast.
Speaking of fast, the Alfa’s steering uses an obscenely quick ratio, 11.8:1 with just 2.3 turns from lock to lock. The electrically assisted steering is as light as a Ferrari’s and almost as precise, giving its driver the impression that the Giulia is weightless. Aided by hyperaggressive 60-tread-wear Pirelli P Zero Corsa tires, cornering grip is yuge, which left us puzzled when the Alfa tied the BMW for the least skidpad grip of the group.
Ignore that number. In fact, ignore all numbers because whether driving in a straight line, in corners, or on a racetrack, the Alfa is incredible. Over broken, twisty tarmac, this sedan’s family lineage becomes clear. Ferrari’s former chief engineer Roberto Fedeli is now Alfa Romeo’s chief technical officer, and the Quadrifoglio’s dynamics bear his stamp. This five-seater possesses the same preternatural ability as the best recent Ferraris to follow your wishes no matter how absurd the request. It does things that seem impossible, feeling like it could change direction while airborne. It shrugs off jumps, bumps, surface changes, and camber swaps as if the laws of physics were rewritten especially for it. You know there must be electronic trickery happening, yet you feel none of it. And better, all of this capability is met with equal parts fun, and that’s something so often missing in very fast cars. The Giulia Quadrifoglio is the closest thing to a Ferrari sedan you can buy.
Eversource and National Grid partnered on this project which included the installation of a new 345-kilovolt (kV) transmission line along 75 miles of existing rights-of-way between Connecticut, Massachusetts and Rhode Island. This new structure stands on a right-of-way in Lebanon, CT.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some Background:
During November 1981, Kawasaki was selected as the main contractor to design and manufacture a suitable trainer aircraft to meet the needs of Japan's MT-X program, having beaten out rival bids from Mitsubishi and Fuji. The MT-X program had been launched to procure a replacement for the aging Lockheed T-33 and Fuji T-1 jet trainer aircraft then in service in the Japan Air Self Defense Force (JASDF). Furthermore, there was also a desire for the prospective trainer aircraft to take over some of the syllabus that was being handled by the contemporary Mitsubishi T-2, a supersonic trainer variant of the Mitsubishi F-1 fighter aircraft. The initial program planned for a production run of 220 aircraft and an entry into service date of 1988.
The type had to demonstrate a range of transonic aerodynamic effects, as well as achieving a high level of maneuverability, a relatively low operating cost, and high reliability levels. Easy handling was also required so that trainees could convert from the piston-engine Fuji T-3 after accumulating only 70 flying hours. Furthermore, the economics for operating the type was to be comparable to the leading international competitors at that time.
The design had to incorporate other political desires as well. There was a great value placed upon powering the type with the first all-Japanese production turbofan engine, the Ishikawajima-Harima F3-IHI-30. Reportedly, the selection of a twin-engine configuration for the trainer was one of the easiest decisions taken, being made not just for engine power but from a high priority being placed upon safety. A robust, damage-tolerant, and long-lived structure was also specified for the trainer; to achieve this, it was decided to make limited use of composite materials in the form of carbon fiber and kevlar in areas such as the nose tip and elements of the rear wing, tail unit, and undercarriage. Extensive use of computer-aided design (CAD) and computer-aided manufacturing (CAM) techniques was also applied.
Out of these efforts emerged the T-4, a clean-sheet indigenously developed trainer aircraft. According to aerospace publication Flight International, it was considered plausible for the T-4 to have been a competitive product upon the global trainer aircraft market if it had been priced appropriately, but such export opportunities were denied by a long-standing Japanese policy that prevented any military export sales. As such, there was no realistic prospect of the type being sold to overseas customers and it was from the start developed with the understanding that the T-4 would be used only by the JASDF.
On 29 July 1985, the prototype for the type, designated as the XT-4, performed its maiden flight. On 28 June 1988, the first production T-4 conducted its first flight; deliveries to the JASDF began in September of that year. Manufacture of the T-4 was performed by a consortium consisting of Mitsubishi, Fuji, and Kawasaki, the latter providing leadership over the venture. Originally, an eight-year production run was planned for, but production was resumed in the late Nineties for a dedicated attack variant of the T-4, the Kawasaki A-2.
The A-2 had its roots in the Japanese FS-X program that eventually spawned the Mitsubishi F-2 multirole fighter, the result of lengthy and tedious negotiations between Japan and the USA that had started in 1984. The F-2 was derived from the General Dynamics F-16 Fighting Falcon, with a 60/40 split in manufacturing between Japan and the United States. The basis of the F-2's design was the F-16 “Agile Falcon”, an unsuccessful offer by General Dynamics to provide a low-cost alternative for the Advanced Tactical Fighter (ATF) competition that eventually yielded the USAF’s F-22.
F-2 production started in 1996 and the first aircraft entered service in 2000, even though production numbers remained low and in 2008 only the 76th of 98 planned production aircraft had entered service. The F-2 was to replace Japan’s first indigenous supersonic fighter aircraft, the F-1, and Japan’s aging F-4EJ fleet in the strike role. However, the F-2’s concept and the F-1 retirement left the JASDF with a tactical gap in the homeland defense: a sturdy and relatively light and economical strike aircraft that would primarily operate at low altitude and over home terrain, to support ground forces, fend off potential landing troops and attack naval targets relatively close to the coastline. Taking out small, moving ground targets with precision ammunition and engaging enemy helicopters and low-flying aircraft were also included into the aircraft’s requirements.
Again, Japan decided to go its own way and develop an indigenous solution, called the LA-X program, tailored to domestic needs. To save development time and money (and learning from previous projects that had taken much longer than expected to materialize), the existing Kawasaki T-4 airframe was chosen as development basis in 1993. What spoke for the T-4 was its sturdy, damage-tolerant structure, ease of maintenance and the existence of a complete infrastructure within the JASDF. The T-4’s production line at Kawasaki's plant in Gifu was also still fully available, and it was assumed that the first production aircraft would arrive at JASDF units from 1998 on.
To create a true attack aircraft from the two-seat trainer, considerable modifications had to be made. The most obvious and dramatic change was a completely new front section with an armored cockpit for just a single pilot and the integration of an internal gun. The nose was lowered and wedge-shaped to improve the pilot’s field of view, which also sat further forward now. This was further improved by unusually deep side windows that greatly enhanced the pilot's field of view downwards. To generate space for new/additional equipment in the nose tip (see below) the new twin wheel front landing gear now retracted backwards. The cockpit glazing consisted of flat, armored panels and gave the aircraft a rather brutish look, reminiscent of the Soviet Suchoj Su-25 “Frogfoot”. Additional composite armor material was integrated into the lower fuselage to protect the cockpit, the engines and other vital components placed between them. The odd new cockpit arrangement quickly earned the aircraft the nickname 'Sasori' (Scorpion Fish, which was never officially adopted but frequently used in public media and even in military circles.
Under the nose tip was a small turret with a laser rangefinder/target designator for precision ammunitions, Mk82 and M117 smart bombs outfitted with the indigenous GCS-1 IR seeker head could be deployed, too.
While the aircraft did not feature a search radar with a classic radome in the nose to keep the pilot's field if view free, an avionics pallet with a relatively simple J/AWG-12 radar could be mounted in the electronics bay behind the cockpit, and using one of the MFDs in the cockpit to show the radar's readings. However, under the nose and behind the small laser sensor turret, a flat doppler radar scanner was installed to enhance low-level operations and navigation. To make the optional J/AWG-12 operational, though, a small radome had to be carried in an external pod, normally on one of the stations under the air intakes. This gave the LA-X high operational flexibility and even a limited all-weather capability. The radar also enabled the aircraft deploy the indigenous Type 80 and Type 93 (also known as ASM-1 and -2, respectively) air-to-ground missiles, primarily against naval targets but also capable of engaging land targets.
In the lower hull, mounted into the right side of the landing gear well, a 25mm Oerlikon KBA autocannon was integrated, a potent weapon that was already in use by the JGSDF and mounted to some light armored vehicles. The Oerlikon KBA was a positively locked, gas-operated cannon with a rotating bolt head and a dual-belt selective feed system. The nominal rate of fire in burst mode was 600 rpm but it could be adjusted electronically and reduced from single shots through four-round bursts to a selectable automatic fire range between 175 to 300 rounds per minute. For the LA-X it was rigged to a new lightweight mount, which itself was fixed to a service pallet that could be lowered for easy field maintenance. Ammunition was carried in two containers that held up 150 rounds each and could be quickly exchanged, reducing turnaround time, too. Due to its firepower, its range of available ammunition types and an "Instant Ammunition Selection Device" (IASD), which allowed the gunner to easily switch between armor-piercing and high-explosive rounds from the two feeds, the KBA cannon could effectively engage a wide range of targets, including lightly armored vehicles, infantry, anti-tank positions, helicopters, combat aircraft and even ships.
Other visible differences from the T-4 were enlarged leading edge extensions at the wing roots that improved the aircraft’s low-speed handling, and small wing fences. Not visible were several reinforcements to fuselage, landing gear and the wings, so that the aircraft could better cope with the raised overall weight and the expected rigid maneuvers at low altitude while maintaining the T-4’s service life expectancy of 7.500 flying hours. The number of hardpoints was raised from five to nine – an additional pair of pylons was added to the wing tips for defensive air-to-air missiles like the AIM-9 Sidewinder or the indigenous AAM-3/Type 90 missile. Another pair of hardpoints was added underneath the air intakes, even though these could only hold light loads of up to 500 lb (227 kg) each and were primarily intended to carry external sensor pods like an LANTIRN system for all-weather capabilities or ECM pods. However, single Mk. 82 bombs or LAU-7 pods with unguided 70 mm rockets could be carried on them, too.
With a raised ordnance load of 3,000 kg (6,614 lb) and the changes to the airframe, the LA-X’s maximum TOW was raised from 7.500 kg (16,535 lb) to 10.000 kg (22.026 lb). This was compensated for through uprated Ishikawajima-Harima F3-400-I turbofan engines, a development of the T-4’s F3-IHI-30 engines. The F3-400-I featured an upgraded high-pressure turbine and an improved FADEC, which delivered 25% more thrust and could theoretically even be outfitted with an afterburner, even though this was not intended for the LA-X. Overall performance, except for the initial rate of climb, did not change much, though.
Despite its T-4 ancestry, the LA-X received a separate JASDF service designation and became the A-2.
The overall development lasted – notwithstanding the attempt to speed the process up – for almost ten years, though. The first serial production A-2s were delivered in late 2002 and gradually replaced the last operational Mitsubishi F-1 fighter bombers in JASDF service until 2006. A total of 64 machines were ordered and produced; the final batch of eight factory-new A-2s was delivered until 2008, and the machines were allocated to two wings, based in Southern and Northern Japan, the JASDF's 308th and 309th hikotai, respectively.
General characteristics:
Crew: 1
Length: 12,02 m (39 ft 4 1/2 in) hull only
12,95 m (42 ft 5 in) overall
Wingspan: 9.94 m (32 ft 7 in),
10,15 m (33 ft 3 in) with wing tip missile launch rails
Height: 4.75 m (15 ft 6 3/4 in)
Wing area: 22.00 m² (223.75 sq ft)
Aspect ratio: 4.7:1
Empty weight: 4.100 kg (9,030 lb)
Max takeoff weight: 10.000 kg (22,025 lb)
Fuel capacity: 2,241 L (493 imp gal; 592 US gal) internal fuel
Powerplant:
2× Ishikawajima-Harima F3-400-I turbofans, with 20,5 kN (4,610 lbf) thrust each
Performance:
Maximum speed: 1.102 km/h (684 mph, 599 kn) at sea level
Stall speed: 160 km/h (99 mph, 87 kn)
Range: 1,668 km (1,036 mi, 901 nmi) with two 450 L (99 imp gal; 120 US gal) drop tanks
Service ceiling: 15,240 m (50,000 ft)
Rate of climb: 70 m/s (13,760 ft/min)
Armament
1× internal 25mm Oerlikon KBA autocannon with a total of 300 rounds in two magazines
9× hardpoints (2 on wingtips, 4 underwing, 3 under the fuselage) with a total external ordnance
capacity of 3,000 kg (6,614 lb), including guided and unguided missiles and bombs, drop tanks,
ECM and sensor pods, practice bombs, or target towing equipment
The kit and its assembly:
In the past, I have converted a number of Kawasaki T-4s into fictional Saab Sk 90 trainers, even though these were primarily cosmetic and not structural mods. When I recently finished a Hungarian Sk 90 in a soviet-style sand/green livery, it struck me that the T-4’s outlines resemble those of the (bigger) Suchoj Su-25’s a lot. From this inspiration the idea of a single-seater attack variant of the T-4 for the JASDF, maybe as a simpler/modest replacement for the indigenous F-1 for 2000 onward, was born.
Adapting the two-seater to the attack role required a new cockpit section, and I went for a thorough conversion: instead of simply making it a single seater from OOB parts (like the Mitsubishi F-1 with a faired-over rear cockpit) I transplanted the front section from a Eurocopter PAH-1 Tiger, with its short nose, the whole front cockpit and the flat panel canopy. It turned out to be a little wider than the T-4 fuselage, but the area behind the new cockpit had to be sculpted with 2C putty, anyway, so I wrapped this filler section around the whole hull, smoothing out the transitional area. The result looks pretty brutal, though!
Due to the modified cockpit position the front landing gear well was modified (effectively reversed) and a sturdier front wheel strut with twin wheels was installed.
The rest of the hull as well as the wing surfaces were taken OOB. Bigger LERXs and small wing fences were sculpted from 0.5mm styrene sheet. Missile launch rails from an Italeri BAe Hawk were added and blended into the rounded original wing tips, too, as well as an additional pair of underwing pylons and hardpoints under the fuselage and the air intakes.
The ordnance, consisting of a pair of ASM-1 missiles as well as four IR-guided Mk. 82 bombs on twin racks and a pair of AAM-3 missiles on the wing tips came from a Hasegawa 1:72 JASDF weapon set. A small LANTIRN pod was scratched from a piece of sprue and mounted to one of the hardpoints under the air intakes.
Painting and markings:
Finding a suitable yet somewhat authentic livery for the A-2 was not easy. I initially favored a bronze green/dark earth “tiger stripe” livery with additional black contrast lines, similar to the JASDF AH-1s, but eventually rejected that because it would IMHO not work well on a fast aircraft that would also operate a lot over naval terrain.
After some search I settled on a rather fragmented (but quite attractive) “Lizard/Europe One” camouflage variant, carried by Japanese C-130s, consisting of FS 34092, 34102 and 36118, with uniform grey undersides. For the model I used Humbrol 149, 117 and 125, respectively. The enamel paints turned partyl out to be of dubious Chinese production (both green tones), so that the paint finish did not turn out as good as expected - too much paint ended up on the model to make the paint coats truly opaque. Later post-shading with slightly lighter tones, after a black ink washing, mended the issue a little, but unfortunately the overall paint quality is rather poor. Hrmpf. :-(
The cockpit tub was painted in anthracite (Revell 06), while the air intakes and the landing gear and its respective wells were painted in glossy white - very conservative. The Japanese Sidewinders and the ASM-1s became medium grey, while the IR-guided bombs received blue training bodies (instead of "hot" iron bombs in olive drab) as a nice color detail.
Decals/markings mostly came from the T-4's OOB sheet, and as a final step the model was sealed with matt acrylic varnish what somewhat improved the poor paint finish, too - but's still not what I expected to achieve.
Even though primarily onle the nose was changed this conversion made the stubby T-4 look like a very much different aircraft - and it inspires many associations, including Su-25 and Yak-130 elements, you can see a gekko and even a scorpion fish in it (what eventually earned it its nichname ;-)). While the paint finish is not as convincing as hoped for I think the overall impression of a JASDF attack aircraft is certainly there, the A-2 looks quite plausible (and ugly, too!).
Terrence O'Hanlon and Maura Abad representing Reliabilityweb.com with a Keynote address and CRL Short Course at URUMAN 2014 in Montevideo Uruguay
NYC Transit Crews fanned out along segments of 14 subway lines this past weekend to perform heavy duty maintenance and upgrades to signals, stations, tracks and other subway components. This work helps to improve service by increasing the reliability of the subway infrastructure.
Along the Queens Blvd E F M R corridor, crews replaced track and other components that were past their useful life. Among those components were the installation of new track tie blocks with eco-friendly EKKI Hilti ties. Crews also installed Resilient Faster Track Plates which help absorb and disperse the load of the train. These track enhancements will make for a smoother, more reliable ride along the corridor.
This work is funded by the MTA’s Capital Program which helps prioritize the investments that will be essential to renew, enhance, and expand the system to meet the changing needs of the region, its economy, and its residents.
During current 2010-2014 Capital Program we’ve bought new subway cars, new commuter railroad cars, new local buses, and new express buses. We installed more modern signals for faster and better rides. We’re building new rail lines and connections that will serve New York for generations to come. And after Superstorm Sandy ravaged our network, we committed nearly $1 billion to fix the damage and fortify against future storms. With a fully-funded 2015-2019 Capital Program, we’ll continue making our system more resilient against big storms. We’ll bring Positive Train Control—a state-of-the-art signal system—to Metro-North and the LIRR. We’ll continue introducing new routes for Select Bus Service, which uses off-board fare collection, low-floor, high capacity buses, and dedicated bus lanes to cut travel times by nearly 20 percent. We’ll replace 86 miles of subway track with safer, smoother track. And we’ll complete hundreds of similar projects that keep our customers safe and on time. These types of projects may not be glamorous, but together with the normal replacement of our trains and buses, they are the key to moving 8.7 million people every day, safely and reliably.
Morris Commercial leaves the Bainbridge stop of the Beamish Reliability Run 2011 after some hard earned refreshments.
Congressman McCarthy holds a public announcement of the introduction of the San Joaquin Valley Water Reliability Act in Bakersfield, California. Pictured (left to right): Jason Gianquinto, Jay Kroeker, Melissa Poole, Cathy Fanucchi, Greg Polla, Fred Starrh Sr., Jim Beck, Congressman McCarthy, Larry Starrh.
Clive Davies - Author of Strategic Asset Management presenting at PAS55-2011 Asset Management Conference held at Reliability Performance Institute. Produced by Reliabilityweb.com and Uptime Magazine
International Ministerial Conference on Nuclear Power in the 21st Century. St Regis Saadiyat Island Resort, Abu Dhabi, United Arab Emirates. 31 October 2017.
Panel Session 3: Safety and Reliability Aspect of Nuclear Energy
This session will discuss how to ensure safety, security and non-proliferation in dealing with challenges such as expansion of nuclear power in the world, long term operation of nuclear power plants and a variety of innovative technologies.
Keynote Remarks:
Petteri Tiippana, Director General, Radiation and Nuclear Safety Aituhority (STUK), Finland.
Panellists:
Ramzi Jammal, Executive Vice-President and Chief Regulatory Operations Officer, Canadian Nuclear Safety Commission (CNSC), Canada
Shunsuke Kondo, Former Chariman, Japan Atomic Energy Commission and President, Nuclear Waste Management Organization of Japan (NUMO), Japan
Jose Reyes, Chief Technology Officer, NuScale Power, United States
Noh Baek-sik, Executive Vice-President, Korea Hydro and Nuclear Power Co., Ltd. (KHNP), Republic of Korea
Photo Credit: Dean Calma / IAEA