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Immersive Technology
It's ma dad and his iPhone.
Check out James' photo from today too!
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Strobist: YN-460II Camera Right on 1/16th Power Though Umbrella
YN-460II Camera Right on 1/16th Power
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Although Jayden has just turned three, it won't be many more years before she'll be texting her friends to tell them what she got for her birthday.
TUESDAY, SEPTEMBER 29, 2015
Fortune Brainstorm E - Austin, TX, USA
11:00 AM
INTELLIGENT WHEELS
Silicon Valley is infiltrating the transportation sector faster than anyone thought possible only a few years ago. New software-based technologies such as advanced cruise control, collision avoidance systems and self-parking are leading toward the self-driving car, which will not only reduce accidents but will also make driving more efficient. Uber, which is shaking up the taxi industry, is now working with Carnegie Mellon to build self-driving cars. Automated mobility will not only reduce accidents but also will making driving more efficient. In addition, the way we use cars is changing. Car sharing services have become popular with millennials, leading some to wonder how the auto industry will be impacted by sharing instead of buying vehicles. Where are we in this race and which technologies will prevail?
Jerome Guillen, Former Vice President, Worldwide Sales and Service, Tesla Motors
Stefan Knupfer, Director, McKinsey
Margo Oge, Former Director, Office of Transportation and Air Quality, U.S. EPA; Author, Driving the Future
Moderator: Sue Callaway, Senior Editor, Automotive, Time Inc.
Photograph by Stuart Isett/Fortune Brainstorm E
Check it out in the interactive viewer! (flash required)
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G.O.O.D. Org by Secret Cinema. Tell no one.
Not the shot I was after but this did make me chuckle, the face of shock when her game ended on her ipod!
Pre-electric doorbell - turn the handle to ring. Was on an apartment door in an old house in downtown Moscow (besides a new electric one).
KMB have only 3 of these ADL Enviro 500 hybrid buses. They are very unusual, especially to ride on with some of the sounds they make ! The rear end with its slab side and extra gubbins reminds me of certain ECW coach olympians which neighbouring citybus had. These buses seem to like the 219X route at the moment up to Laguna City.
The use of modern technology helps peacekeeping missions establish and maintain situational awareness, implement their mandates, and protect themselves and vulnerable populations. Here, a Brazilian peacekeeper serving with the Maritime Task Force (MTF) of the United Nations Interim Force in Lebanon (UNIFIL) works in the operations room of the flagship ‘Independencia’, off the coast of Beirut, Lebanon.
31 May 2016.
Credit: UN Photo/Pasqual Gorriz
The Communication Technology Satellite was launched from NASA's Kennedy Space Center, Florida, on January 17, 1976 and operated until 1979. This high-powered spacecraft was the result of a five-year effort of international cooperation between NASA and Canada's Department of Communications. Canada designed and built the spacecraft and NASA tested, launched, and operated the CTS. The Canadians later renamed the spacecraft after the mythical Greek messenger god, Hermes. The CTS is the second satellite designed to transmit high-quality color television.
Credit: NASA
Image Number: 75-H-1112
Date: December 16, 1975
A cyclist rides his bike up Santa Clara Street in San Jose, California. While thousands of high technology engineers and researchers in Silicon Valley ride their bikes to their high technology jobs, North Carolina 10th Congressional District Representative Patrick McHenry mocks cycling as 19th Century technology unsuitable for modern transportation needs.
I suppose McHenry's home in the backwoods of Catawba County gives him plenty of first hand knowledge of 19th century technology.
Apologies for the snootiness, but McHenry deserves it. My cycling blog.
An attendee uses virtual reality goggles to view the Sun during Sneak Peek Friday at the USA Science and Engineering Festival, Friday, April 6, 2018 at the Walter E. Washington Convention Center in Washington, DC. The festival is open to the public April 7-8. Photo Credit: (NASA/Joel Kowsky)
Sophie & I ran a 3-day wearable technology bootcamp using LilyPad Arduino for 11-13 year-olds at Aberystwyth for www.Technocamps.com - a project led by Swansea University in partnership with the Universities of Bangor, Aberystwyth and Glamorgan that inspires young people aged 11-19 to attend technology workshops on a range of computing-based topics.
Taken for the Active Assignment Weekly! group. This week's assignment: Anachronistic.
I admit this is a blatant remix of this one. The idea was to show the old and feeble ancient camcorder technology (1994 A.C.) facing its descendant (2010 A.C.) that has manifold the resolution at a significant lower size (and price). If the development goes on like this, technology has completely vanished into subatomic space in 30 years (I hope I am not right...)
What it took: Our IKEA cupboard was the location once again. I fired the 580 EX II with 1/32 into the ceiling above the scene (standing 50 cm in front of the subjects). Actually this is a composite of two shots as the focus area was so narrow that I did not get the both camcorders in the excactly same focus plane otherwise. Other than that just a conversion into bw with subsequent recovering of selected colors.
Rentrée des Master of Science and Technology
© Ecole polytechnique / Institut Polytechnique de Paris / J.Barande
+++ 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:
The Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model, the F-94A, entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome for the APG-33 radar, a derivative from the AN/APG-3, which directed the Convair B-36's tail guns and had a range of up to 20 miles (32 km). Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. Its Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a roomier cockpit and the canopy received a bow frame in the center between the two crew members. A new Instrument Landing System (ILS) was fitted, too, which made operations at night and/or in bad weather much safer. However, this new variant’s punch with just four machine guns remained weak, and, to improve the load of fire, wing-mounted pods with two additional pairs of 0.5” machine guns were introduced – but these hardly improved the interceptor’s effectiveness. 356 of the F-94B were nevertheless built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided just to treat it as a new version of the F-94. USAF interest was lukewarm since aircraft technology had already developed at a fast pace – supersonic performance had already become standard. Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation with a completely new, much thinner wing, a swept tail surface and a more powerful Pratt & Whitney J48. This was a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning. Instead of machine guns, the proposed new variant was exclusively armed with unguided air-to-air missiles.
Tests were positive and eventually the F-94C was adopted for USAF service, since it was the best interim solution for an all-weather fighter at that time. It still had to rely on Ground Control Interception Radar (GCI) sites to vector the interceptor to intruding aircraft, though.
The F-94C's introduction and the availability of the more effective Northrop F-89C/D Scorpion and the North American F-86D Sabre interceptors led to a quick relegation of the earlier F-94 variants from mid-1954 onwards to second line units and to Air National Guards. By 1955 most of them had already been phased out of USAF service, and some of these relatively young surplus machines were subsequently exported or handed over to friendly nations, too. When sent to the ANG, the F-94As were modified by Lockheed to F-94B standards and then returned to the ANG as B models. They primarily replaced outdated F-80C Shooting Stars and F-51D/H Mustangs.
At that time the USAF was looking for a tactical reconnaissance aircraft, a more effective successor for the RF-80A which had shown its worth and weaknesses during the Korea War. For instance, the plane could not fly at low altitude long enough to perform suitable visual reconnaissance, and its camera equipment was still based on WWII standards. Lockheed saw the opportunity to fill this operational gap with conversions of existing F-94A/B airframes, which had, in most cases, only had clocked few flying hours, primarily at high altitudes where Soviet bombers were expected to lurk, and still a lot of airframe life to offer. This led to another private venture, the RF-94B, auspiciously christened “Stargazer”.
The RF-94B was based on the F-94B interceptor with its J33 engine and the original unswept tail. The F-94B’s wings were retained but received a different leading-edge profile to better cope with operations at low altitude. The interceptor’s nose with the radome and the machine guns underneath was replaced by a new all-metal nose cone, which was more than 3 feet longer than the former radar nose, with windows for several sets of cameras; the wedge-shaped nose cone quickly earned the aircraft the unofficial nickname “Crocodile”.
One camera was looking ahead into flight direction and could be mounted at different angled downward (but not moved during flight), followed by two oblique cameras, looking to the left and the right, and a vertical camera as well as a long-range camera focussed on the horizon, which was behind a round window at port side. An additional, spacious compartment in front of the landing gear well held an innovative Tri-Metrogen horizon-to-horizon view system that consisted of three synchronized cameras. Coupled with a computerized control system based on light, speed, and altitude, it adjusted camera settings to produce pictures with greater delineation.
All cameras could be triggered individually by pilot or a dedicated observer/camera systems operator in the 2nd seat. Talking into a wire recorder, the crew could describe ground movements that might not have appeared in still pictures. A vertical view finder with a periscopic presentation on the cockpit panel was added for the pilot to enhance visual reconnaissance and target identification directly under the aircraft. Using magnesium flares carried under its wings in flash-ejector cartridges, the RF-94B was furthermore able to fly night missions.
The RF-94B was supposed to operate unarmed, but it could still carry a pair of 1.000 lb bombs under its wings or, thanks to added plumbings, an extra pair of drop tanks for ferry flights. The F-94A/B’s machine gun pods as well as the F-94C’s unguided missile launchers could be mounted to the wings, too, making it a viable attack aircraft in a secondary role.
The USAF was highly interested in this update proposal for the outdated interceptors (almost 500 F-94A/Bs had been built) and ordered 100 RF-94B conversions with an option for 100 more – just when a severe (and superior) competitor entered the stage after a lot of development troubles: Republic’s RF-84F Thunderflash reconnaissance version. The first YRF-84F had already been completed in February 1952 and it had an overall slightly better performance than the RF-94B. However, it offered more internal space for reconnaissance systems and was able to carry up to fifteen cameras with the support of many automatized systems, so that it was a single seater. Being largely identical to the F-84F and sharing its technical and logistical infrastructures, the USAF decided on short notice to change its procurement decision and rather adopt the more modern and promising Thunderflash as its standard tactical reconnaissance aircraft. The RF-94B conversion order was reduced to the initial 100 aircraft, and to avoid operational complexity these aircraft were exclusively delivered to Air National Guardss that had experience with the F-94A/B to replace their obsolete RF-80As.
Gradual replacement lasted until 1958, and while the RF-94B’s performance was overall better than the RF-80A’s, it was still disappointing and not the expected tactical intelligence gathering leap forward. The airframe did not cope well with constant low-level operations, and the aircraft’s marginal speed and handling did not ensure its survivability. However, unlike the RF-84F, which suffered from frequent engine problems, the Stargazers’ J33 made them highly reliable platforms – even though the complex Tri-Metrogen device turned out to be capricious, so that it was soon replaced with up to three standard cameras.
For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.
General characteristics:
Crew: 2 (but frequently operated by a single pilot)
Length: 43 ft 4 3/4 in (13.25 m)
Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)
Height: 12 ft. 2 (3.73 m)
Wing area: 234' 8" sq ft (29.11 m²)
Empty weight: 10,064 lb (4,570 kg)
Loaded weight: 15,330 lb (6,960 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,
5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner
Performance:
Maximum speed: 630 mph (1,014 km/h) at height and in level flight
Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks
Ferry range: 1,457 mi (1,275 nmi, 2,345 km)
Service ceiling: 42,750 ft (14,000 m)
Rate of climb: 6,858 ft/min (34.9 m/s)
Wing loading: 57.4 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…
2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks
or bombs of up to 1.000 lb (454 kg) caliber each, plus…
2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)
machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each
The kit and its assembly:
This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.
I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.
The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?
The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.
Painting and markings:
This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.
Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.
The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.
The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.
After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).
A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.
art music technology theme EROTEC teledildonics
GOGBOT 2013 – Edition #10:
EROTEC —- teledildonics: sex + technology
future body-extensions, instant body-scans, strobo-sensoring, noisy-freakshows, twitter-controlled dildo’s, electronic masturbators, pole-dancing robots, giant-reptiles on acid, hactivism, moreeeeeeeeeeeee
For four days and nights the centre of Enschede will be transformed into an audiovisual playground with media art, installations, exhibitions, workshops, robotics, performances, lectures, parties and the world championship Powertool Racing. This jubilee edition’s theme is the relation between sex and technology: EROTEC
During GOGBOT international top-of-the-bill art and Dutch talent can be seen at the Oude Markt, in the Grote Kerk, TETEM art space and Atak – mostly free of charge. GOGBOT is a sexy cyberpunk fair, a unique festival full of surprises – an audiovisual adventure. In 2011 the festival was crowned most innovative event in the Netherlands. Wanna shock your senses? Go GOGBOT!