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MRCA News and Discussion
Craig Alpert
Location: Behind Enemy Lines
Re: MRCA News and Discussion
Postby Craig Alpert » 02 Nov 2009 05:45
Images copyrighted by SENGUPTA..
As many I don't trust his writing, but the brochures are released by MiG itself...
Andrew DeCristofaro
Postby Andrew DeCristofaro » 02 Nov 2009 06:02
saptarishi wrote: yakhont or brahmos was never offered for mig-35,RUSSIANS initially though of offering KLUb[ 3m-14e land attack version], but later offered 285km range kh-59mk2 being developed for pak-fa,
KLUB varients of 3m14ae and 3m54ae1 are still on offer
3m54ae1 missile is offered instead of brahmos because its lighter and serve same purpose with supersonic terminal speed but KH59MK2 has no such capability
dorai
Postby dorai » 03 Nov 2009 16:39
Comments on the Brazilian process where half of the M-MRCA jets is on the short list.
Vive L'Empereur!
Bill Sweetman
Defense Technology International
Editorial – Insight
What does the president of the world's fifth-biggest economy, who stands 5 ft. 6 in. on a good day and is married to a stunning ex-model who does a mean job on some of Georges Brassens' foulest lyrics, do for fun? The answer is: become the world's greatest weapons salesman.
The idea that politics intrudes in arms sales has about as much news value as an assertion that Jenna Jameson's virtue may not be intact. Mais sacre bleu, Sarko, there's got to be a limit somewhere.
The mess that surrounds Brazil's choice of a new fighter aircraft is not a case for international codes of conduct in defense business. They would never be enforced even if everyone agreed to such a thing. But they are an argument for national self-restraint.
There's no dispute as to the facts. In September, Brazilian President Luiz Inacio Lula da Silva announced that Brazil was going to buy 36 Dassault Rafale fighters. The air force responded by confirming that their evaluation (including the Gripen NG and Super Hornet) was still under way, thank you. Embraer stated that it regarded the Gripen NG industrial package as more attractive, and then rapidly retracted the statement.
In military terms, it was understantable that the decision was close. Franco-Brazilian ties are close, and in aviation date to Aerospatiale's transatlantic flights in the 1930s. The Rafale is also a proven aircraft with a fully funded upgrade program. Twin engines and long range are an advantage for a country with maritime interests and a vast hinterland.
The Gripen NG promises lower cost and a remarkable level of performance and technology in a package barely more than half the size of Rafale. It's also starting life in an era of commercially derived electronics and software, where Rafale may face some obsolescence issues.
But it's a new program and people are understandably nervous that they will end up being the only operator of the NG, alongside with Sweden's small air force. Industrially, Embraer's preference for the Gripen is interesting. A company that's energetic and smart enough to bound from nowhere in commercial airplanes to 30, 50 and then 90 seats in just two decades, and to break into business aviation as well, clearly has a better-than-average record of predicting the future. The company has a successful partnership with Saab on airborne warning and control systems.
I suspect Embraer has two reasons to favor Gripen. The first is that it wants to demonstrate it has the chops for a full-scale development program, not just an upgrade step for Rafale. The second is reflected in Lula's statement that France would let Brazil build any other Rafales ordered in South America – but how many of those will there be? Embraer, it's likely, believes that the Gripen has more upside.
More contradictions emerged as the story unfolded, with France apparently agreeing, to buy 10-15 KC-390 airlifters from Embraer and even becoming involved in the program. I will bet you Louis XIII to illegal rustic marc that the announcement was news to the French Air Force, which is committed to the A400M and has been searching under the mattress for the money to replace its decrepit tankers. I love the guys of Dassault as much as anyone, but let's say that their last jet transport venture began with MER and ended in DE; their experience is in fighters and high-end corporate jets, and I am not sure what they could do on the KC-390, except make it more expensive.
Sadly, the time for logic may be past. Lula and Sarkozy have bypassed their professionals and created a strategic alliance, including a jointly developed nuclear submarine (a bold venture but one that may remain a unique toy, while most nations move into bigger conventional subs) and a helicopter industry. Now the problem is this: Sarkozy set out to prove that he could get Rafale sold where his predecessors failed. He has, according to Lula, accomplished that, and to back down would be an epic loss of face for the Elysee Palace.
At a conference on nuclear deterrence in Omaha, Neb., last summer, the boss of France's strategic air force noted that France considers its nuclear weapons as a response to "an attack on France's vital interests", but that it deliberately does not specify what those are. Whether "Making M. le President look like an idiot" in on the list in the bunker somewhere, I don't know, but I don't think that President Lula wants to find out.
The deal has been done before the terms are settled, and that doesn't often work well for either side.
Postby SaiK » 03 Nov 2009 19:44
Brazillian massala role combat a/cs logic does not apply for IAF.
I still don't get it why the Russians are luke warmed on the approach for an integrated solution, understanding from a client perspective rather from a selling point perspective.
We have the migs.. we know it!. It would be a great addtion to have a real mig++ upgrade, involving the technologies we are seeking for the next 50 odd years.
3 major weakness of migs:-
1. RCS and IR emmission, including shape based changes that did not happen in 35, say mimic JSF or EF2K [inlet design] + other composite skins... [iow, the 35 is a simple modification of mig29 airframe rather a new design in itself].
2. Engines:- they don't come close to Saturn al series.
3. RADAR/AESA. lagging way behind Europe.
If they can suprize the competitors by including a design change for the above, by involving foreign components of IAF's choice, then they are saying something.
Baldev
Postby Baldev » 03 Nov 2009 20:09
SaiK wrote: Brazillian massala role combat a/cs logic does not apply for IAF.
where is proof for this
oldie link
http://www.indiastrategic.in/topstories169.htm The EADS vision for the MRCA programme is to solidly and pragmatically bring the capabilities, skills and technologies to the Indian industry, from Defence Public Sector Undertakings and private large corporations to small and medium industries and enterprises.
Kartik
Postby Kartik » 04 Nov 2009 01:44
I could be wrong here but yes this confusion of Typhoon's engine name runs deep even at BR. Ran a google search for 'EJ2000' and lot's of links including livefist came up. Even a search on BR shows the profound usage of EJ2000.
Agreed that the actual name is EJ200, but then why such widespread confusion in name among so many people.
Cheers....
talking about confusion regarding names, check out the name "Rafael". you'd be amazed how many people, some longtime BR members too, call the Rafale, the Rafael, even though Rafael is the name of an Israeli company whereas Rafale means Squall in French. Many call the Gripen , the Grippen. neither of the two cases above mean that the aircraft names are any different than what their manufacturers intended.
gyrostabilized drives for T2 optical seeker in kh59
http://www.missiles.ru/_foto/MAKS-2005_ ... W_9599.jpg
standardized gyrostabilized drives [DG]1-128[A] and [DG]1-128[A]-1 of those representing by itself the triaxial gyrostabilized platform for the installation on it of the television- optical unit of TV- command [GSN] T -2 of rocket X -59. The channels of the X, Y and Z accomplish stabilization and attitude control of platform in the space.
Each of the channels of article consists of sensing element (in the channels Y and this Z the three-stage controlled gyroscope, in the channel the X sensor of the angular velocities), amplifiers and actuating element (electric drive with the direct-current motor).
Drives are achieved: - the stabilization of the position of platform in the space with the accuracy not more than ±3,4 of angular minutes; - the attitude control of platform in the space relative to the axes of gyrostabilizer; - delivery into the system of control of the object of the signals, proportional to the sines of the angle of rotations of platform and to the angular velocities of platform relative to the axes of gyrostabilizer.
Postby Kailash » 04 Nov 2009 14:14
India-U.S. talks
The two proposed military pacts — Logistics Sharing Agreement (LSA) and the Communications and Information Security Memorandum of Agreement (CISMOA) — have been in the pipeline for long and have been discussed during visits by U.S. Secretary of Defence Robert Gates.
By signing the LSA, India could theoretically avail itself of refuelling facilities in Diego Garcia, while the U.S. could gain access to Indian facilities without too much paperwork or money being transferred each time. But sources said the U.S. was more keen on CISMOA because installation of communication systems on the Special Forces configured C-130 planes could not happen without this. CISMOA is also a requirement for the 126 fighter jet tender.
LSA would be a one sided agreement - we have no use for it. Any country outside the range of our MKIs currently don't pose a threat to us. US has tremendous use for it - they can stop over, refuel in India on the way to Afghan and Pakistan.
Any idea about CISMOA and embedded risks?
Postby NRao » 04 Nov 2009 20:46
Kailash wrote: India-U.S. talks
US facilities in the ME, Japan, etc. Or even perhaps a USN (air and sea) tanker could refuel IAF/IN assets (USAF cannot)?
It may not help IN as we post, but certainly it will provide a framework for future strategists to base something on. Look 10-20 years down stream.
U.S. was more keen on CISMOA because installation of communication systems on the Special Forces configured C-130 planes could not happen without this. CISMOA is also a requirement for the 126 fighter jet tender
I hope we are not legalizing the programmable kill codes rather, gaining an access into using them to our use, like say: the plane happened to be captured by enemy forces by some incident, then sending a kill signal destroys and blows up all circuitry.
sumshyam
Location: Ganga ki dharti.
Contact sumshyam
Postby sumshyam » 04 Nov 2009 21:24
I really do not understand...why should we buy from someone...who can not be trusted.... either with action or strategy....!!!
sourab_c
Location: around
Postby sourab_c » 04 Nov 2009 21:30
sumshyam wrote: I really do not understand...why should we buy from someone...who can not be trusted.... either with action or strategy....!!!
I think people tend to underestimate the "political package" associated with the MRCA deal, which is wrong.
All that talk about "I hope the airforce gets what it wants and not the babus," is not happening! Politics will play a major role in this deal.
With the right equipment, you fight a good war. With the right politics, you can prevent one in the first place.
how about this: lets say wrong politics, we get the right equipment? IAF cares a little bit more about the right equipment over politics (good kind). i know, you can't avoid politicians, but "yes we can" very well avoid bad politics. its possible, should it even take the route of using a needle to remove a thorn.
but, if you say IAF is also surrendering under politics (i'd rather say politicians), then we can't help it, as the whole things doesn't stand any merit of even discussing which mrca plane is the best fit for them.
i still hope we pay a big respect to our armed forces because they keep away from politicians, and bad politics.
we need right equipment, good politics.
Postby Brando » 05 Nov 2009 04:00
SaiK wrote: i still hope we pay a big respect to our armed forces because they keep away from politicians, and bad politics.
^^Isnt that an oxymoron ?
As for the armed forces keeping away from politicians, they might be doing so as institutional policy but I suspect on an individual level it is quite the opposite.
well, if tautology exists for it, then its not (i think it does). may be i am now culturally isolated to be speaking the false truth.
SaiK wrote:
You are absolutely right, war and diploacy go hand in hand. As you mention, the right equipment and good diplomacy is ideal, but India is not in a position to shell out $10 billion dollars everyday. This certainly restricts us from achieving that "ideal" scenario.
What we need is the right mixture of both and it is up to our selection committee for the MRCA deal to achieve that. Compromise will have to made both equipment wise and diplomacy wise.
You will also have to admit that our adversaries will have different perceptions of India depending on whether there are 200 F-18s parked on our borders or 200 Gripens. Again, not necessarily because one plane is better than the other, but because F-18s signify something more than just a fighter aircraft. That is just a hypothetical scenario and I am in no way suggesting that F-18s are the best choice for India. Just something to think about.
You don't need that kind of money at all.. $10b per day., and SH or any teen from amrika is no less expensive (including life cycle cost, logistics, weapons, etc..) than our friendly European counterparts, who are equally or better in terms of the offer.
Amrikan technology is good, if ToTed clean with no string attached.. but it does not come cheap nor without bad politics (poodling, sending troupes, geopolitics, unkill-yes sir and bootlicking).
I'd say if khan technology can be Toted for let say parts for Mig upgrade or LCA etc. I 'd doubt they would budge.. they wont spare AESA technology nor source code. Let them prove it by doing it on one that is not expensive as MRCA. The best project for that would be missile systems. Why not the khans supply AIM120s and pavewaves, and what not to be fired from MKI. By this we can establish two important things:
2. Technology & Strategic parternship
Next would follow automagicaly
I still doubt, they can even think about doing something like that... the agreements speak louder than their marketing gimmicks. No where in the world one can find a customer like India who would ask for these, and unkill has supplied, including Oz, poodling britain or other NATO country.
We have done MAWS with EADS, and we have excellent relationship with Israel and Europe (not necessary only France). We have also not so clean, but portrayable relations with Russia.
A good European plus a Strong Russian split on the inventory like 50:50, with heavy component and sub component ToTing with European and Israel nation would see our vision 20:20 and beyond.
MICA IR seeker
- Power supply : ± 21 V
- Power consumption : 110 W
- Length : 625 mm
- Diameter : 160 mm
- Weight : 11 Kg
- dual band infra-red imaging
- Sophisticated processing package electronics (ASICS's)
- real-time digital signal processors.
- All-aspect attack capability
Devesh Rawal
Postby Devesh Rawal » 05 Nov 2009 20:23
The Gripen Demo has had its first flight with the AESA radar:
Fair use excerpt from Flight global:
Saab's Gripen Demo aircraft has made its first test flight since receiving a key technology on offer to potential export customers including Brazil, India and Switzerland.
Now equipped with the antenna and other elements of Selex Sensors and Airborne Systems' Vixen 1000E/ES05 Raven active electronically scanned array (AESA) radar, the two-seat demonstrator resumed its flight activities on 27 October, when it performed a sortie from Saab's Linköping site in Sweden.
The heavily modified B-model aircraft had been on the ground in refit for the last several months, during which time Saab integrated its AESA array, new satellite communications equipment and additional internal fuel capacity. It has also gained new electro-optical radar warning receivers and missile approach warning sensors developed by Saab Avitronics.
The Demo airframe has now completed more than 80 flights since May 2008, and is being used to de-risk technologies intended for use with Saab's future NG (new generation) production standard of the Gripen.
The type has already been shortlisted in competitions in Brazil, India and Switzerland, and will equip the Swedish air force from 2014.
Selex says flight tests of its new AESA design, which uses a unique "swashplate" mounting to significantly boost the sensor's area of coverage, will also support the technology's possible future integration with the Eurofighter Typhoon.
The UK Ministry of Defence earlier this year confirmed a desire to equip its Tranche 3 Typhoons with AESA radars, and industry sources say a flight-test programme with the Selex design is expected to take place from 2012. EADS has previously flown an AESA array on a Eurofighter development aircraft in Germany.
FlightGlobal:
http://www.flightglobal.com/articles/2009/11/05/334440/picture-saabs-gripen-demo-makes-first-flight-with-aesa.html
Gripen press release:
http://www.gripen.com/en/MediaRelations/News/2009/gripen_ng_demo_returns_to_the_skies.htm
The Gripen site has links to pdf docs on the AESA, for those interested.
Postby Philip » 06 Nov 2009 16:53
The MIG-35's engine is already being produced for the upgraded MIG-29s in IAF service and TVC can be added as an "extra" to the production line.This should be an added advantage for the MIG-35 as opposed to the other rivals.By contast,the US is reportedly closing down the F-16 line switching to C-130 production,that is unless India bcomes the last nation on the planet to buy the F-16! If the Brazilians do buy the Gripen then the chances of the aircraft in the IAF deal brighten enormously,as the IAF too wouldn't want to be the owners of an aircraft operated by a few developing nations.I strongly feel that a twin-engined aircraft will suit the IAF's needs best,but at what cost when compared with the Gripen?
Jean_M
Location: Paris surroundings
Postby Jean_M » 06 Nov 2009 18:15
Philip wrote: If the Brazilians do buy the Gripen then the chances of the aircraft in the IAF deal brighten enormously,as the IAF too wouldn't want to be the owners of an aircraft operated by a few developing nations.
Don't you think it could be quite the contrary ? It seems SAAB is willing to offer Brasil a great workshare on Gripen NG's development and production. What would be left to India afterwards ?
this is how 9M1103 active radar seeker evolved
http://www.missiles.ru/_foto/9Bxxxx/1103.jpg
why is this brazilian selection process giving much feedback to this thread? besides, what IAF uses is always unique even if its (baseline models) been used by other AFs. They like to be unique.
sam_kamath
Postby sam_kamath » 06 Nov 2009 19:47
Jean_M wrote:
Did you know Brazil pits its currency against the Chinese yuan. The anti radiation missiles which were sold by Brazil to Pakistan were funded by Chinese bakshih...I very much doubt if we would buy the same aircraft type as Brazil.
Looking form a potential adversary list I feel that the ability to overwhelm the J-10 and the ability to conduct SEAD missions against the chinese HQ-9's is by far the most important ability the MRCA can have.
Again this is just my opinion...
http://typhoon.starstreak.net/common/AG/alarm.html
Brazilian decision will not matter at all. In fact I very much doubt that there be anything in common between Indian and any other AF recs. Indian armed forces have matured to be on their own. check out teh strat page (and possibly the AF thread) - posted a brand new stuff on Indian armed forces. BR is behind the curve.
Having said that there is not reason for a Grip (as an example) to have 3-4 version - one for India, the others whatever. After all in the case of India it will be made-in-India.
When we are buying Embraer aircrasft as the platform for our indigenous AEW aircraft,I don't see why both India and Brazil will not benefit from the same tech.However,the French do have the inside line in Brazil with their signal deal on helping Brazil acquire a nuclear sub boat in the next decade.They could and have leveraged this asepct to their advantage as earlier reports indicated that the Rafale had been selected.The cost difference between a single-engined and twin-engined fighter will be a problem for the Rafale,but in the Indian context,with its numerous losses due to bird hits,a twin-engined fighter is preferable,especially as it can carry a heavier load and would have a greater endurance apart from survivability.
When we are buying Embraer aircrasft as the platform for our indigenous AEW aircraft,I don't see why both India and Brazil will not benefit from the same tech.
You yourself stated it: "our indigenous AEW aircraft".
IF it is truly indigenous to India, what use would it be to Brazil - unless the ROI on Indian tech is far superior to what they already have? And, they already have such aircrafts - long back.
Some information on Mig-35.
http://trishulgroup.blogspot.com/2009/11/more-data-on-mig-35-al-31fp-117s.html
interesting that they are clever to get that 117 engines for sukhoi craft, slamming AL41f core-tech into AL31fp geometry. nice market for example chinese would get these anyway, and we could have mki upgrades as well.
I hope they can do a scale down version of Al41f technologies for RD geometry, that they could slam a saturn engine into Mig35. If they would integrate with Elta 2052-LCAMMR, and utilize much of the composite factory that we built for LCA, then I am all for Mig35!
Of course, I am thinking too much for migs.
RAFALE being evaluated in Banglore - September 09
Manish_Sharma
Postby Manish_Sharma » 09 Nov 2009 01:47
^^Would look soooo grrrreaaat in Brazilian Air Force!
Postby John » 09 Nov 2009 04:18
Andrew DeCristofaro wrote:
I was under the impression Alfa/air launched Klub has not been deployed/manufactured.
Monday's sunny today
DATE:09/11/09
SOURCE:Flight International
FLIGHT TEST: Dassault Rafale - Rampant Rafale
By Peter Collins
Most advanced Allied air forces now have operational fleets of fourth-generation fighters (defined by attributes such as being fly-by-wire, highly unstable, highly agile, net-centric, multi-weapon and multi-role assets).
These Western types include the Boeing F/A-18E/F Super Hornet, Dassault Rafale, Eurofighter Typhoon and Saab Gripen NG. The Boeing F-15E and Lockheed Martin F-16 have an older heritage, but their latest upgrades give them similar multi-role mission capabilities. Of the above group, only the Super Hornet and Rafale M are capable of aircraft-carrier operations.
As these fourth-generation fighters' weapons, sensor systems and net-centric capabilities mature, the likelihood of export orders for such an operationally proven package becomes much more realistic.
On behalf of Flight International, I became the first UK test pilot to evaluate the Rafale in its current F3 production standard, applicable to aircraft for both French air force and French navy frontline squadrons.
The "proof-of-concept" Rafale A first flew in 1986 as an aerodynamic study, leading to the programme's formal launch two years later. The slightly smaller single-seat Rafale C01 and two-seat B01 for the French air force and single-seat M01 and M02 prototypes for the navy flew from 1991.
The first production-standard Rafale flew in 1998, and entered service with the navy's 12F squadron at Landivisiau in 2004 in the F1 (air-to-air) standard. Deliveries of the air force's B- and C-model aircraft started in 2006 in the F2 standard, dubbed "omnirole" by Dassault. Since 2008, all Rafales have been delivered in the F3 standard, which adds reconnaissance pod integration and MBDA's ASMP-A nuclear weapon capability. All aircraft delivered in earlier production standards will be brought up to the F3 configuration over the next two years.
The French forces plan to purchase 294 Rafales: 234 for the air force and 60 for the navy. Their Rafales are set to replace seven legacy fighter types, and will remain as France's principal combat aircraft until at least 2040. To date, about 70 Rafales have been delivered, with a current production rate of 12 a year.
Rafale components and airframe sections are built at various Dassault facilities across France and assembled near Bordeaux, but maintained in design and engineering configuration "lockstep" using the virtual reality, Dassault-patented Catia database also used on the company's Falcon 7X business jet.
Rafale software upgrades are scheduled to take place every two years, a complete set of new-generation sensors is set for 2012 and a full mid-life upgrade is planned for 2020
The Rafale was always designed as an aircraft capable of any air-to-ground, reconnaissance or nuclear strike mission, but retaining superb air-to-air performance and capabilities. Air force and navy examples have made three fully operational deployments to Afghanistan since 2005, giving the French forces unparalleled combat and logistical experience.
The commitments have also proved the aircraft's net-centric capabilities within the co-ordination required by coalition air forces and the command and control environment when delivering air support services to ground forces. Six Rafale Ms recently carried out a major joint exercise with the US Navy from the deck of the Nimitz-class aircraft carrier the USS Theodore Roosevelt.
The air force's B/C fighters have 80% commonality with the navy's Rafale M model, the main differences being the latter's navalised landing gear, arrestor hook and some fuselage longitudinal strengthening. Overall, the M is about 300kg (661lb) heavier than the B, and has 13 hardpoints, against the 14 found on air force examples.
Dassault describes the Rafale as omnirole rather than multirole. This is derived from the wide variety of air-to-ground and air-to-air weapons, sensor pods and fuel tank combinations it can carry; the optimisation of aircraft materials and construction; and the full authority digital FBW controlling a highly agile (very aerodynamically unstable) platform.
This also gives the aircraft a massive centre of gravity range and allows for a huge combination of different mission stores to be carried, including the asymmetric loading of heavy stores, both laterally and longitudinally.
Other attributes include the wide range of smart and discrete sensors developed for the aircraft, and the way that the vast array of received information is "data fused" by a powerful central computer to reduce pilot workload when presented in the head-down, head-level and head-up displays.
The Rafale is designed for day or night covert low-level penetration, and can carry a maximum of 9.5t of external ordinance, equal to the much larger F-15E. With a basic empty weight of 10.3t, an internal fuel capacity of 4.7t and a maximum take-off weight of 24.5t, the Rafale can lift 140% of additional load, above its own empty weight, into combat.
Added to the "active" elements of the aircraft's design are Rafale's "passive" safety features, which protect the pilot in various ways. These include "carefree handling" and automatic loss of control/airframe overstress protection allowed for by the digital flight control system (DFCS); the visual and audio low speed warning system; the continuously computed "deck awareness/ground watch" system with audio warning and HUD guidance for pull-out; and the pilot-initiated "spatial disorientation" automatic recovery mode from both nose high and nose low situations. Dassault also plans to introduce an automatic "g-loc" recovery mode.
The aircraft has been designed from the outset to take on any role (air, ground, reconnaissance and strike), but still have the flexibility to rapidly switch roles effectively once the sortie is under way if operational requirements change. Dassault calls this concept "fight and forget", which means that the Rafale pilot can concentrate on the tactical situation and weapons delivery, secure in the knowledge that the aircraft's systems are continually guarding his/her back.
Sensors integrated into the Rafale F3 standard include the Thales RBE2 radar, which gives multi-track air-to-air, ship track, terrain following radar (TFR) and synthetic aperture navigation modes. The RBE2 will be upgraded to a fully active electronically scanned array starting in 2012. Dassault's large ownership share of Thales means it can have significant influence on how the radar is tailored to the aircraft and how it can be exported.
The Spectra electronic countermeasures system is fully internal and provides radar warning receiver (RWR), active jamming, infrared missile approach warning, laser detection and chaff/flare. Data from Spectra is also "data fused" and fed into the pilot's tactical display. Additionally, the system can be rapidly reprogrammed by frontline ground technicians, as demonstrated operationally in Afghanistan.
On the aircraft's nose is the front sector optronics (FSO) suite, comprising a high-magnification TV sensor for single-target identification, and an infrared search-and-track sensor for multiple target detection in a "ball type" housing. The Thales Optronique Damocles pod is used for laser designation and can also provide a forward-looking infrared picture into the HUD. The Reco NG/Areos reconnaissance pod, carried centreline, provides long-range optical IR/visual capability by day or night, with datalink transmission of the recorded data to a ground station. The data can also be viewed by the pilot in the cockpit.
COCKPIT IMAGE
Datalinks include NATO's Link 16 standard, the close air support (CAS) Mode M datalink (image) and the CAS Rover datalink (video). The Rafale system enables the pilot to display image or video on either left or right head-down lateral displays, or on the head-level display. The pilot can also choose the cockpit image from whatever sensor source he/she wants, to transmit to a forward air controller, rather than be bound by a single image type fixed to just one sensor pod.
The main air-to-air weapon type is the IR or radar homing Mica missile from MBDA. France is also collaborating on the same firm's beyond-visual-range Meteor missile, planned for 2016. An internal 30mm cannon with 125 shells adds short-range firepower.
For interdiction, the long-range weapons carried include the ASMP-A missile and MBDA's modular Scalp-EG, and the main anti-shipping weapon is the MBDA AM39 Exocet. For ground attack, the Rafale is cleared to carry laser-guided bomb types GBU-12 and GBU-22, with GBU-24 planned from 2010.
Sagem's 113kg AASM bomb is the French equivalent of the USA's Boeing JDAM, but has an aft rocket booster for additional range and features GPS or IR terminal guidance. It allows for a pre-programmed individual ground target engagement per bomb and from a multiple release profile, with three carried per bomb rack. In Afghanistan, the French call the AASM "magic bombs".
The Rafale has five "wet" hardpoints for fuel tanks. All five can accept the 1,250-litre (330USgal) (fully supersonic) tank, and the inner three central hardpoints can accept the larger (up to M0.95) 2,000-litre tank. An enhancing feature is that the Rafale can also carry a buddy-buddy refuelling pod.
The cockpit is fully night vision goggle compatible. Pilot helmet-mounted display and direct voice input are available as customer options.
The aircraft is a close-coupled design with two large canards, four leading-edge slats, four trailing elevons and one rudder to optimise lift/drag and reduce side-slip in all flight phases. The hydraulic system powering the flying controls operates at over 345bar (5,000lb/in2). Its DFCS is Dassault designed and manufactured in-house, and is the digital development of the Mirage 2000's analogue FCS.
The new system is better able to map the allowable flight envelope and give the aircraft even higher flying qualities than those of the Mirage 2000. The DFCS has three independent digital channels, with the fourth back-up channel being one of main analogue channels from the Mirage 2000.
The DFCS is a "g" demand system with +9.0g/29° angle of attack (AoA) limit in air-to-air mode and +5.5g/20° AoA limit in both of the two air-to-ground/heavy stores modes (ST1 and ST2) to cater for forward or aft centre of gravity. The aircraft continuously "recognises" the load it carries, but indicates and leaves the final DFCS mode selection to the pilot. Minus g limit in all modes is -3.2.
Engines are two Snecma M88-2E4s generating a combined 22,500lb (100kN) of thrust dry and 34,000lb in full afterburner. Time from idle to full afterburner is just 4s at any altitude. The aircraft has a fixed flight refuelling probe and its canards and elevons operate in conjunction to act as a fully variable airbrake, with both features intended to save weight. Maximum speed is M1.8/750kt (1,390km/h), service ceiling 55,000ft (16,800m), and typical approach speed at mid-weight (15t) and 16° AoA an indicated 125kt.
Powerful carbon brakes allow for landing distances as short as 450m without the need for a brake parachute.
FIRST PRODUCTION MODEL
My evaluation aircraft was two-seat Rafale B number B301, the first production model to be delivered, which Dassault retains for test purposes. The cockpit was to full F3 standard, with just a small additional test control panel (telemetry) fitted in the front cockpit. The sortie was flown from Istres, near Marseilles.
I did not have time for any simulator, avionics bench or groundschool training. I received a 1.5h cockpit familiarisation on the ground in a Rafale at Dassault's Istres facility on the day before the evaluation. Other than this, I would fly the complete evaluation myself from the front cockpit. The ease and success with which I could fly and cope with such a massively capable fighter would be a clear indication of the Rafale's "fight and forget" design concept.
My evaluation objectives were threefold. Could the Rafale properly be termed "omnirole" with the range of its on-board sensors and weapons? Was the aircraft truly a fourth-generation fighter in terms of performance? And would its safety features keep me safe in such a demanding flight evaluation profile having had no time for any familiarisation in the simulator?
My safety pilot for the evaluation was Dassault Rafale project test pilot Olivier "Nino" Ferrer, an ex-French navy fighter pilot and highly experienced on Vought F-8 Crusaders and Dassault Super Etendards. A chase Mirage 2000 was used to provide close formation, air-to-air refuelling and tail-chase evaluation, and was flown by Philippe Duchateau, another Dassault project test pilot.
Pre-mission planning was carried out on a standard commercial computer laptop with access to the loaded program (confidential) protected by a security dongle inserted into the laptop USB. The mission plan was then downloaded onto a solid-state mil-spec memory card and loaded by the pilot via a panel on the left side of the aircraft.
I thought this straightforward but simple planning system was a very enhancing design feature, especially when the aircraft would be detached on operations or away from its main base on land-away.
I wore standard French flying clothing, including life preserver and g-suit. With the Rafale's Martin-Baker Mk16 ejection seat raked back at nearly 30°, the French have found there is no operational need for an upper-body pressure suit. Entry and exit to the B/C models is via a ground crew-positioned vertical ladder, but the M model has an integral drop-down step. Seat height and rudder pedal adjustment is electric, and the cockpit is a classic fighter "snug" fit, but with all the required flight switches forward of the 3-9 body line, it fitted me like a glove.
The single throttle and sidestick controller contain over 34 separate switches, many with multifunctions, but the main switches such as airbrake, radio telecommunications, auto pilot and auto throttle were "chunky" and easy to differentiate.
The left and right lateral head-down display screens were touch sensitive with additional L/R rotary and L/R finger switches to designate and control display modes. It is here, for some routine tasks, that a future direct voice input upgrade could be useful.
The head-level display (HLD) allowed for a wide-angle view of the tactical situation and is focused at infinity, so there is no need to refocus your eyes when scanning rapidly between head-up and head-level. Advances in display technology may enable a future HLD to retain the same advantages in a more flat panel display and give more cockpit space.
The wide-angle (30° x 20°) holographic HUD meant the displayed symbology was delightfully uncluttered and sharply focused and could be viewed completely without any head movement away from a design eye point position.
After the sideways-hinged canopy (designed to allow for unrestricted ejection seat removal if required) was closed electrically and with a rapid engine start using the auxiliary power unit completed, we were ready to taxi about 90s after engine stabilisation.
Taxi speed is easily controlled, because the residual ground thrust is limited by keeping both "mini-throttles" (acting as low-pressure cocks) in the "idle" position before setting them to "normal" for take-off. Ground steering was highly accurate and responsive, and the brakes were very smooth and progressive.
Our take-off mass was 16.1t (10.8t basic and 5.3t fuel) carrying one supersonic fuel tank centreline. Take-off was in full afterburner from the brakes and with a rotate of 125kt that came about 9s after brake release. Gear was retracted immediately after lift-off and afterburner cancelled at 250kt.
I was immediately aware after take-off of the sensitivity of the flight controls to any demand I made. The aircraft felt alive in my hands. I have never flown any aircraft that responded so instantly and so powerfully to stick input. The Mirage 2000 had previously been my favourite FBW aircraft in terms of handling qualities, but the Rafale with its DFCS betters it in every aspect of handling by a significant margin.
MILD BUFFET
Climbing to 15,000ft into the test area was flown at 350kt, full afterburner and 35° nose-up. In air-to-ground DFCS Stores Position 1 (ST1) at 350kt, mild buffet was encountered at +4.5g with 4t of fuel. In full dry power, a wind-up turn showed that the aircraft could maintain 350kt at +5.0g with just 10° of nose-down pitch.
Later in the sortie at the lower fuel weight of 2t and 500kt, with the DFCS Stores Position set to air-to-air, the aircraft was pulled rapidly and effortlessly through to +9g and could be held there over a significant speed range. A final level acceleration from 200-500kt in full afterburner at 5,000ft and 1.8t fuel weight can only be described as brutal, with the aircraft increasing speed at about 30kt/s and the force of acceleration hurting my spine as I was pressed backwards against the ejection seat.
The steady state roll rate at 350kt was 270°/s and the roll onset felt rapid but comfortable. At 450kt, the same steady-state roll rate was achieved, but the rate of roll onset was simply staggering. I have never experienced any fighter aircraft start or stop to roll so quickly.
The low-speed warning system was assessed by putting the aircraft into a 35° climb at 200kt at 15,000ft and closing the throttle. The HUD showed a "low speed" visual caution and the audio sounded "recover" as we went through about 100kt and flopped out.
The aircraft does feature an "anti-spin" switch but, to date, it has never been used, and even during the "spin phase" during development it proved resistant to spin even with the HUD indicated airspeed (shown in a video recording) falling to below 50kt in pro-spin manoeuvres.
The auto recovery button was evaluated and I activated it in nose-low and nose-high situations. The auto pilot and auto throttle instantly engaged to very positively roll and pull the aircraft (as required) to re-establish it in a 5° climb at 350kt. The system engagement was an impressive safety feature to recover from pilot disorientation.
Re-climbing to 25,000ft, the aircraft was put supersonic up to M1.2 in a shallow dive and then pulled back subsonic to M0.8 in a 4g turn with the throttle slammed closed. The manoeuvre was completely benign and with the canard/elevon airbrake function proving highly effective.
The formation and tail chase evaluation was initiated by locking up the Mirage 2000 chase aircraft on the RBE2 at over 55km (30nm) and identifying him visually using the FSO TV presented on the right lateral head-down display.
In close formation, I initially found the Rafale over-sensitive in pitch, but telemetry informed me that I was holding the sidestick too high up, and after changing my grip, I could hold echelon position without problem. However, it was another clear indication of just how agile the aircraft is.
In line astern, the refuel "RFL" DFCS switch was activated, which reduced the flight-control sensitivity and made the aircraft "feel" much more stable and conventional in response, much like a BAE Systems Hawk. With "RFL" selected, a pilot would find an in-flight refuelling probe contact to a tanker drogue to be routine.
Resetting the DFCS and with the warning system ensuring I had gone from ST1 to air-to-air mode, I dropped back to about 500m line astern on the Mirage for a short tail-chase. This just re-emphasised the power of the Rafale and the accuracy of its controls. The aircraft can be flown in a "bang-bang" manner between axes, rather than requiring "rolling pulls". The Rafale is an outstanding close-in dogfighter whenever it wants to be.
The final handling manoeuvre was to complete a low-speed loop in full afterburner starting from 170kt and maintaining 16° AoA. The loop was simple to fly and control and I used just over 2,000ft vertically to complete it: don't try that in a Panavia Tornado. Dassault says it may re-evaluate the fast jet format pitch ladder format to reduce pitch ladder "blur" at commanded high pitch rates.
I could not fault the carefree handling characteristics or the throttle response of the Rafale in any regime, and the only limit I ever had to remember in the flight was the gear limit (230kt). The Rafale was an absolute pleasure to fly, while remaining almost unbelievably responsive.
From medium level, I descended to low level and engaged the autopilot and autothrottle into covert terrain-following mode along our pre-planned mission route at 450kt/500ft above ground level (for noise abatement), first over the sea and then over the rugged terrain south-west of Arles.
LOW-LEVEL RIDE
The covert mode used a GPS database, but it can also use TF Radalt or the RBE2 TFR mode as back-up. Low-level ride was excellent in the gusty Mistral conditions, as was the accuracy of the TF profile followed by the aircraft over the semi-mountainous terrain, including flying towards sharply rising cliffs. The "ground watch" system painted a constantly updated escape profile floor in the HUD. With the TF engaged, Nino explained to me some more of the "data fused" symbology in the tactical HLD and altered the flight planned route and the time over target, which was then followed by the autopilot and autothrottle in speed mode.
At the same time, with both of us completely head-in and on TF autopilot, Nino locked up and the FSO TV identified airliners 10,000ft above us, and used the Spectra RWR to cue the FSO TV to do the same against a passing Mirage 2000 on a low-level mission.
Approaching the target, the release envelope ground "bubble" for the AASM was displayed in the tactical HLD, and "shoot" in the HUD. When within the AASM envelope, target bomb track is largely immaterial and, with the weapon button depressed and held, the five simulated programmed AASMs released to individual targets in a 0.5s separated salvo.
Breaking off from the attack run, I rejoined Istres for three visual circuits. The first two were "carrier" type and used the AT mode to hold 16° AOA around the final turn and which I found to be an excellent aid to reduce carrier pilot workload. The landing attitude in the flare from about 18° AoA while sitting on a seat raked back at 30° takes a little getting used to, because you tend to touch earlier than you expect.
The third circuit was flown aggressively at low level with manual throttle used around finals to a maximum braking effort landing using about 500m of runway to stop. The HUD approach symbology and especially the very rapid engine response made circuit flying simple. We shut down after a sortie of 1h 25min with 470kg of fuel.
It is worth remembering that stealth-optimised, or fifth-generation fighters such as the Lockheed F-22 Raptor and F-35 Joint Strike Fighter are not only likely to be hugely expensive, but they can only preserve their stealth characteristics by carrying a very limited weapons load in their internal weapon bays.
Therefore, in the current and predicted financial defence climate, it could well be that so-called fourth-generation fighters will remain the aircraft of choice for most nations - perhaps even including the UK.
Moreover, the fact that the Rafale is the only European fighter in production that is carrier-capable gives it, in my opinion, a distinct advantage in any future export "fly-off" competition as a single combat type that can equip a country's air force and naval air arm.
In answer to my own evaluation objectives, it was obvious the Rafale has earned its omnirole definition, even though I barely scratched the surface of its sensor and weapon capabilities. The aircraft has an incredible level of performance befitting a fourth-generation type, and despite flying a highly complex and demanding evaluation sortie, I felt completely at home in the aircraft and retained full situational awareness. If it could keep me safe, it would also do the same for young first-tourist pilots coping with tactical operations.
The classic definitions of aircraft combat roles really do not do justice to this aircraft; the Rafale is Europe's force-multiplying "war-fighter" par excellence. It is simply the best and most complete combat aircraft that I have ever flown. Its operational deployments speak for themselves. If I had to go into combat, on any mission, against anyone, I would, without question, choose the Rafale.
edit: new link http://www.flightglobal.com/articles/20 ... afale.html
Last edited by Jean_M on 09 Nov 2009 17:01, edited 1 time in total.
Postby Singha » 09 Nov 2009 16:37
quite a useful feature. do any other fighters today have it?
new link to paper (with nice pics): http://www.flightglobal.com/articles/20 ... afale.html
RKumar
Location: Evolution is invention, explosion is destruction.
Postby RKumar » 09 Nov 2009 17:02
Intresting development ...
Dassault denies Rafale price cut in Brazil
French aircraft manufacturer Dassault Aviation (AVMD.PA) denied a newspaper report on Friday that it was cutting the price of its Rafale fighter jet by 40 percent to secure a sale to the Brazilian army....
The paper, whose article cited "good sources", said Dassault was complying with French President Nicolas Sarkozy's wishes after he committed to getting the price of the Rafale down during his visit to Brazil in September.
May be we should also invite French President Nicolas Sarkozy for tea party
Le prix du Rafale en piqué pour favoriser une vente au brésil
Competing in a tender to sell 36 fighter jets to the Air Force of Brazil (FAB), Dassault has reduced by 40% the price of Rafale learned Liberatio No good source. According to the Brazilian press, the original price before the FOB - considerably more than the two competing models, the F18 from the American Boeing and Gripen NG Saab of Sweden - was approximately 98 million euros the unit. During his visit to Brazil, September 7, Nicolas Sarkozy promised to bring Dassault to offer a price comparable to that paid by the French army (50 million euros). The manufacturer has followed - but added a surcharge due to the transport to Brazil. French side, there are fears that this discount is not enough to win, and that "Dassault expects a political choice of Brazil [ally of France, editor's note] for the Rafale not to lower its prices as much as the Paris wants, "said an informed source. Paris serait favorable à «un prix très bas pour amorcer l'exportation» du chasseur français.) photo afp Paris would support "a very low price to begin exporting" hunter's French.)
Another translation
In string in an invitation to tender to sell 36 fighter plans with the Brazilian air force (FAB), Dassault reduced by 40% the price of the Rafale, learned Libération from good source. According to the Brazilian press, the price of origin subjected to the FAB - definitely expensive than the two competitor models, F18 of American Boeing and Gripen NG of Swedish Saab - was approximately 98 million euros the unit. At the time of its visit in Brazil, on September 7, Nicolas Sarkozy had committed itself leading Dassault to offer a price comparable with that paid by the French Army (50 million euros). The airframe manufacturer followed - adding however a supplement due to transport to Brazil. French side, one fears that this handing-over is not sufficient to carry it, and that "Dassault counts on an policy option of Brazil [ally of France, note] in favour of the Rafale not to lower its price as much as Paris would like it", indicates an informed source. Paris would be favorable at "a very low price to start the export" of the French hunter.)
Last edited by RKumar on 09 Nov 2009 17:19, edited 1 time in total.
Sarko only told them they would get it the same price as the French airforce does. This doesn't necessarily means a 40% cut in prices. Disinformation campaign going on...
Jean_M wrote: Sarko only told them they would get it the same price as the French airforce does. This doesn't necessarily means a 40% cut in prices. Disinformation campaign going on...
Where is the disinformation ... it is just confirmation of what Sarko told you. It is still a speculation but a good development for India... when are trying to buy ~200 planes not 36.


The Visitor services and the Flagstaff Visitor Center have issued a guide showing you how to get to Flagstaff by road, and air; at the end you will find a chart of distances in miles and kilometers to some destination points.
Take the scenic route! As your destination, let Flagstaff be your attraction hub from beautiful Sedona and Grand Canyon National Park.
Flagstaff is situated at a major crossroads, easily accessible from the east, west and south. Interstates 40 and 17 provide direct access from the West's major metro areas, including Albuquerque, El Paso, Dallas, Las Vegas, Los Angeles, San Diego and, of course, Phoenix and Tucson. Highway 89 provides access from states to the north, and Highway 180 links Flagstaff to the Grand Canyon, just 81 miles (130 km) to the northwest.
If you are coming from Phoenix, take I-17 north and follow the numerous "Flagstaff" signs. I-17 terminates in Flagstaff at its junction with I-40 and becomes Milton Road which in turn becomes Route 66 in downtown Flagstaff. This is the main artery through Flagstaff. When you arrive, be sure to stop at the Flagstaff Visitor Center in the historic train station, 1 East Route 66. The friendly staff will provide you with free information on local attractions, events, accommodations, and tips on Flagstaff's diverse dining choices and vibrant nightlife scene.


text:
Mighty Morphin Power Rangers is the title of five different video games based on the first season of the television series of the same name, one for each of the following game platforms: Sega Genesis/Mega Drive, Super Nintendo Entertainment System, Game Boy, Game Gear, and Sega CD. The Nintendo versions of the game were released by Bandai, while the Sega versions were published by Banpresto, a pseudonym of Bandai. The Green Ranger is only playable on the Genesis and Game Gear versions of the game.

Super NES

The Super NES version of Mighty Morphin Power Rangers is a side-scrolling action game composed of seven stages, with two different gameplay styles.

The four reviewers of Electronic Gaming Monthly gave the Super NES game a score of 6.5 out of 10 but a unanimously negative assessment, saying it has poor animation and dull level design and "is simply way too easy for experienced players." They praised the character selection feature, but concluded that even Power Ranger fans would find the game entertaining for only a short while.

Nintendo Magazine System gave the game an overall score of 77, describing the difficulty as "mighty tough". Praise was given to the energetic presentation and style akin to the TV show, fluid controls and animation, and the attention to detail in making each character unique with trademark moves. One of the reviewers gave Bandai credit for "a genuine attempt at something vaguely special", calling the result "pretty cool", while the other reviewer dubbed the game unoriginal. Other criticism was directed at the old-fashioned gameplay and repetitive feel, with the final consensus being that the game was more for hardcore fans than hardcore gamers.

Game Boy
The Game Boy version is a side-scrolling action game similar to the SNES game but much more simplified. There are five levels, each consisting of two segments. In the ranger segment, any of the five original rangers must go through a level while defeating putty patrols. Using the select button unlocks their unique weapon, but drains health with each use. The second segment is a Megazord fight versus the main villains of the show.

When played on the Super Game Boy, unique color palettes can be used with each ranger.

Genesis
The Sega Genesis/Mega Drive version is a one-on-one competitive fighting game, featuring two different game modes: a Scenario Mode where the player competes against a series of CPU-controlled opponents, and a Battle Mode for two players. In the Scenario Mode, the matches consist of two segments: the player will fight against a regular-sized monster as one of the Rangers, and after the defeating the monster they will battle a giant version of it. Initially, only the five original Rangers and the Megazord are available, but once the Green Ranger is defeated, he and the Dragonzord are unlocked.

GamePro panned the game, chiefly for the one-dimensional gameplay and unbalanced difficulty.

Game Gear
In this version, the player has three basic attacks (one of which is accomplished by pressing the two action buttons simultaneously), a throw, and three special moves per character. The Game Gear version has more levels and enemies than the Genesis version. The game consists of three game modes: a single-player story game which features a series of plot-based battles against an assortment of enemies, a single-player vs. game, and a two-player Link game in which two players battle each other using the link cable. Like the Genesis version, the Green Ranger and Dragonzord (Including Dragonzord Battle Mode) become unlocked once they are defeated in the story mode.

GamePro described the game as "a satisfying blend of fighting and adventure, perfect for beginning players." They commented that the game's story mode is simplistic and very easy, but enjoyable, and is enhanced by the ability to control any of the Power Rangers in the game's other modes. Electronic Gaming Monthly praised the large number of moves and the ability to play as the Megazord, and scored the game a 6.2 out of 10.

Sega CD

The Sega CD version is a full motion video-based quick time event game.

See also
Mighty Morphin Power Rangers: The Movie (video game)
Mighty Morphin Power Rangers: The Fighting Edition

References

External links
power rangers samurai fan game website
Game Boy, Game Gear, Genesis, and SNES versions at MobyGames

1994 video games
Bandai games
Beat 'em ups
Game Boy games
Game Boy-only games
Mighty Morphin Power Rangers
Natsume (company) games
Power Rangers video games
Sega CD games
Game Gear games
Sega Genesis games
Side-scrolling beat 'em ups
Superhero video games
Super Nintendo Entertainment System games
Fighting games
Video games developed in Japan
Video games scored by Iku Mizutani
Video games scored by Kinuyo Yamashita
Video games featuring female protagonists
Video games set in 1994
Video games set in California

redpajama_set_name: RedPajamaWikipedia


There are no comments for Gone To Seed Phlox. Click here to post the first comment.
Garden Phlox seed heads are appropriately shaped like stars once the seeds have dropped. In my garden, Phlox are stars, taking center stage in the summer.


Experienced, efficient and affordable building professionals, for commercial and residential projects of any size.
We have a team of specialists to deal with almost any building requirement, residential or commercial. No project is too big or too small – call us for a estimate today!


text:
Researchers: Wi-Fi Can Be Used To Detect Bombs
Rutgers Professor Says Individual Screening Would No Longer Be Necessary Because Antennas And Laptop Would Do All The Work August 16, 2018 at 6:39 pm
Filed Under:Andrea Grymes, Local TV, Wi-Fi
PISCATAWAY, N.J. (CBSNewYork) — Detecting danger may be easier — and cheaper — than we think.
New research from Rutgers University finds that common Wi-Fi can pick up dangerous objects, including bombs and explosive chemicals, CBS2's Andrea Grymes reported Thursday.
It has become a routine way of life in many public places — going through bag screenings at football stadiums, metal detectors at concerts and even security wands at marathons.
But what if safety checks like these could be a whole lot simpler?
Professor Yingying Chen at Rutgers University calls their new prototype detection system a "game changer."
"We feel really excited and we realized this could be very useful," Chen said.
Imagine being able to use Wi-Fi to detect explosive devices. Researchers at Rutgers University say it's very possible. (Photo: CBS2)
It takes existing Wi-Fi and instead of using it for the internet it uses it to detect dangerous items, like in bookbags. Chen said Wi-Fi signals can actually penetrate and bounce off of different objects, figuring out sizes and shapes.
"It can help us to determine whether this is some dangerous weapons, or some dangerous materials, or it's even a possible homemade bombs," Chen said.
MORE: Fast Bomb-Detecting Body Scanner Up For Testing At WTC PATH Station
Wi-Fi would detect weapons and bombs, with no individual screenings necessary. Chen said all it takes is a couple of antennas and a laptop.
People can simply walk past the receptors and transmitters and, if something suspicious is detected, an alert pops up on the computer.
The technology can also be attached to a motorized car to weave through crowds. The system is still in the research phase, detailed in a new peer-reviewed Rutgers-led study, but it has vast implications for the future, especially considering the price.
"We think the cost should be below $100," Chen said.
Professor Chen said they plan to do more testing and work to improve accuracy. She said she hopes the technology will be used out in the real world within the next two years.
Chen said it doesn't matter how strong the Wi-Fi signal is — just that's it's there. She also hopes the technology will help enhance the more rigorous screening systems in place at airports.

redpajama_set_name: RedPajamaCommonCrawl


This Wiki really only starts out as my personal notepad for Linux and / or programming related stuff - but feel free to poke around to see if you can find anything useful.
Diese Seite wurde zuletzt am 19. November 2014 um 19:52 Uhr geändert.


text:
Gottfried Wagner, arrière petit-fils de Richard Wagner, arrière-arrière petit-fils de Franz Liszt né le 13 avril 1947 à Bayreuth, est un journaliste, musicologue et réalisateur allemand qui vit en Italie. Il est connu pour son attitude critique envers la famille Wagner. Son autobiographie, publiée en 1997, a été traduite en six langues.

Biographie
Gottfried Wagner est le fils de Wolfgang Wagner et d'Ellen Drexel, l'arrière-petit-fils de Richard Wagner, et l'arrière-arrière-petit-fils de Franz Liszt et de Marie d'Agoult. Sa thèse de doctorat de philosophie, à l'université de Vienne, porte sur Kurt Weill et Bertolt Brecht. Sa réflexion personnelle sur la culture et l'histoire de l'Allemagne, en corrélation avec l'histoire des Juifs aux XIX et XX siècles, lui inspire de nombreuses publications.

Membre du PEN Club du Liechtenstein, il est en 1992 l'un des fondateurs du Post-Holocaust Discussion Group.

Gottfried Wagner vit en Italie depuis 1983. Marié à Teresina Rossetti, il a un fils, Eugenio. Il s'est éloigné de sa famille paternelle, dont il critique ouvertement les sympathies pour le régime nazi. Il a reçu plusieurs distinctions pour ses travaux universitaires, traduits en onze langues, et pour ses engagements humanitaires.

Publications
 L'Héritage Wagner, une autobiographie, NiL éditions, 1998 (traduction du livre Wer nicht mit dem Wolf heult, Autobiographische Aufzeichnungen eines Wagner-Urenkels, éditions Kiepenheuer & Witsch, Köln, 1997)

Bibliographie
 Jonathan Carr, The Wagner Clan: The Saga of Germany's Most Illustrious and Infamous Family, Atlantic Monthly Press, 2007
 Brigitte Hamann, Die Familie Wagner. Reinbek bei Hamburg: Rowohlt, 2005

Notes

Référence de traduction

Annexes

Articles connexes
 Famille Wagner
 Friedelind Wagner

Liens externes

 Gottfried Wagner, site officiel
 Entretien avec Gottfried Wagner

Naissance en avril 1947
Naissance à Bayreuth
Personnalité allemande du XXe siècle
Personnalité allemande du XXIe siècle
Famille Wagner


Several weeks ago the "IRS" left a message for me saying that the IRS was putting a lien on my property and issuing an arrest warrant because I owed back taxes that had never been resolved. I was to immediately call and talk to an agent. I noted that the phone code read Washington DC.
Fast forward three weeks. The sheriff is outside now with the warrant, and I am going to jail. NO NO NO. It's all a SCAM!
This is serious though. In the last two days we have had three students call on this issue. Another lost $27,000 to the scam. Ben Rucker, the former special auditor for the IRS that works with us now, had a neighbor come running to his house panicked because the IRS was on the phone and he knew he owed them money. He ran to get Ben to talk to them. The story of how his investigation played out is on my blog at http://www.legalees.com/new-irs-scam/.
This is a multi-million dollar scam. In real life, the IRS may call you and ask for some evidence (a receipt, 1099, or something else). The IRS doesn't arrest people – not yet anyway. They will never ask you to send money over the phone to settle a case. Almost all IRS communication is through the mail.
If there is a slim chance the call might be legit, tell the guy to send it to you in the mail, and you can respond. The IRS has your address. There is not any type of a sixty second deadline with the IRS, and they don't need to sue you to get your money–they just file levies directly against your property.
I have never asked you to forward my emails before, but this scam is going around – big time, and these guys are very convincing. They may have some of your personal information. The numbers on your caller ID may show the IRS. Don't trust what you see on your phone or google online. Don't lose any money, and don't let your family or friends fall for this either. Please let them know by sending this email on.
P.S. You can also get the word out by sharing the link to this story on my blog at http://www.legalees.com/new-irs-scam/. Please help us get this warning out.


IDLEDISABLE specifies if the processor idle states are disabled on the system. If disabled, the kernel spins in a loop when there is no code to execute on a processor instead of invoking a transition to an idle state.
Processor idle states are enabled.
Processor idle states are disabled.


text:
A.G. Victoria (CV)
Informal States (06.2013)
Finding Rhythms in the Road (03.2015)
Finding Rhythms in the Road II (04.2016)
Finding Rhythms in the Road III (5.2017)
The Affect of Being "Turned Away"
Sensorial Reattunement
Infrastructural Layers
Fit of Laughter
Welcome to AGVictoriaResearch.com
Facades of "Progress" (September 2017): The quiet community of San Jorge rests aside the dark sandy shores of Lake Cocibolca. The island Ometepe wades in the center of the lake, holding the twin volcanoes Concepción and Maderas. Today, a single road connects San Jorge to the city of Rivas. It takes about fifteen minutes to get from Rivas to San Jorge and is a common path of the tourists who travel in for trips to Ometepe. The road ends in front of the newly renovated pier that juts out into the lake in the background of this image. In 2015, the Ortega Administration modernized the pier to make it easier for the ferries to move people between the port in San Jorge and Ometepe. The layout of San Jorge Beach—the edge of the community proper that runs parallel to the lake shore—reflects the sharp contrast between the government's vision of a modern Nicaragua and the people's reality of everyday life in the region. At one extreme, the pier houses a freshly designed park with landscaped pathways that meander towards the boarding ramps for the ferries that transport passengers to the adjacent ports of Moyogalpa and San Jose del Sur on Ometepe. Inside the gated public space is an arrangement of patio style restaurants that offer food and drinks while travelers wait for their transit—their bilingual Spanish/English signage another symbol of their attempt to draw tourists. At the other extreme, the concrete of the central road fades into the sands of Playa San Jorge. A narrow sand road leads vehicle traffic along the shoreline and into the barrios that occupy the southern end of San Jorge. The road provides access to a stretch of palm-thatched bars and restaurants that cater to the local populations that come to San Jorge Beach to swim in Lake Cocibolca and get a break from the sweltering tropical heat.
During a rum-filled afternoon along Playa San Jorge, a friend explained to me his community's perspective of the new pier. "You see the pier over there? It looks really nice, but its fake…manufactured. Most of the people here can't pay to go to those restaurants. This…this right here." He spread his arms out wide and motioned down the stretch of restaurants and small homes that line the sand road that runs through Playa de San Jorge. "This is the real Nicaragua. You can hang out here. The atmosphere is great, the food and drinks are affordable. And they serve the food that we actually want to eat." A feeling of pride built in his voice as he made his case. Stories, such as this one about the pier project, are commonplace in Nicaragua at the time of my research. One does not have to search hard to find these fabricated parks that the government builds to boost the country's image and promote sales to tourists. While they do look nice and offer up-to-date facilities, they are often merely shells of any true access and are disconnected from the communities for which they are promised to serve.
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Université des Comores (arab. جامعة القمر, Dżami'at al-Kumur) – komoryjski uniwersytet w Moroni.

Historia
Uniwersytet został otwarty w 2003 roku. W pierwszym roku akademickim zarejestrowało się 1707 studentów.

Uniwersytet przystąpił do konsorcjum nauczania na odległość EUCLIDE.

Wydziały
W ramach uniwersytetu działają następujące wydziały:
 Wydział Imam Chafiou,
 Wydział Sztuki,
 Wydział Prawa i Nauk Ekonomicznych.

Przypisy

Moroni (miasto)
Uniwersytety


text:
locked today, October 25th is the 79th anniversary
Cohen Bob
On this date, October 25, 1941, Southern officially suspended passenger service on the Harrisonburg Branch. When train 11 arrived in Manassas, Virginia late that afternoon, the cars were requisitioned for use elsewhere where they could be put to greater use and for the next 5.5 years there was no passenger service on the line. The 20-mile away east of it, N&W Shenandoah Valley line didn't end passenger service until the early 1960's.
One week later, the B&O's Valley RR between Lexington, Va. and Harrisonburg likewise ended passenger service but theirs wasn't a suspension; it was an end of passenger service entirely. Besides, there had only been $270 received in ticket sales for those 62 miles for the entire 10 months of the year ......... and that is NO misprint.
and that's the way it was, .........................
Bob Cohen
locked Need stenciling diagram
Jim King
NS donated 584907 to the Craggy Mountain Line last year. The interior remodeling into offices is about 50% complete and the car has been painted on both ends and the visible side. We need a stenciling diagram for this series. Any help out there?
Here's a pic of a sister car: http://www.rr-fallenflags.org/sout/sou584919adl.jpg
http://smokymountainmodelworks.com/
locked Re: Margin Notes!
SouRwyFan
In the middle of all that I saw a reference to 4061 the car that became the long time Steam program commissary car for most of Southern's excursions until the dismal swamp wreck ended it's service life, crunch!
BR, Rahl
They'd had fun with email
On Oct 21, 2020, at 9:59 AM, George Eichelberger <geichelberger@...> wrote:
Organizing the SRHA Southern Presidents' files is a bit more complex because so many memos and letters include comments or responses written on the original or copy. In pre Xerox days, the original would be passed around and might make its way back to the sender with multiple margin notes. (DWB could fill up every square inch on a memo with margin notes.)
Here is an example from June 26, 1970 discussing what to do with baggage cars after the PO stopped RPO service between Charlotte and Washington. (The cars appear to all be baggage (mail storage) rather than RPOs.
<1970-6-26 oldest pass cars.jpg>
locked Margin Notes!
Organizing the SRHA Southern Presidents' files is a bit more complex because so many memos and letters include comments or responses written on the original or copy. In pre Xerox days, the original would be passed around and might make its way back to the sender with multiple margin notes. (DWB could fill up every square inch on a memo with margin notes.)
locked Re: Instructions for Handling Holiday Mail - 1948
Good catch! There is no scan of Pg 4, I'll go back to the paper file and see if I can locate it!
On Oct 21, 2020, at 5:50 AM, rwbrv4 via groups.io <Rwbrv4@...> wrote:
Hey Ike, I just woke up to the fact there's no page 4.
From: George Eichelberger <geichelberger@...>
To: main@southernrailway.groups.io <main@SouthernRailway.groups.io>
Sent: Mon, Oct 19, 2020 3:00 pm
Subject: [SouthernRailway] Instructions for Handling Holiday Mail - 1948
Note attached…as we approach the holidays, be governed accordingly.
(SRHA Presidents' Files Box 531c, File 12)
<1948-11-26 holiday mail instructions Pg 1.jpeg><1948-11-26 holiday mail instructions Pg 2.jpeg><1948-11-26 holiday mail instructions Pg 3.jpeg><1948-11-26 holiday mail instructions Pg 4.jpeg>
rwbrv4
locked Re: 1985 Freight Train Schedules and Blocking Instructions
Yes, the 1979 Freight Train Schedules and Blocking Instructions online at is another good resource. Interesting to compare the changes between the two. The one that jumped out at me was the elimination of 171 and 172 run-through trains to Toledo on the B&O.
I've been looking for Freight Schedules and Blocking books for earlier than 1979. If someone out there has one, it would be great it they could scan a copy and share.
locked Instructions for Handling Holiday Mail - 1948
Thanks John. I've got a February 1979 Freight Train Schedules and Blocking Instructions from this site: http://southern.railfan.net/
For the eastern lines, one of the biggest differences between these two was the construction of the new Spencer Yard in Linwood, NC, in 1979. That dramatically changed how freight was moved, particularly to the smaller terminals. For instance, in the 1985 document trains 131 and 132, between Winston-Salem and Charlotte, were removed. Trains 166 and 167, which ran between Charlotte and Knoxville in early 1979, were Knoxville to Spencer trains in 1985. I'm sure there are other examples. Eventually, much of the through traffic on the Spencer/Asheville/Morristown, TN, S-Line was moved to the N&W main line.
While it's after the 1982 merger date, and there are some N&W symbols included, at least it's still a Southern Ry. document. :)
Tim Rumph
locked Re: Asheville Division
Michael Roderick
Dave:
I would like a copy of that information also.
On Oct 19, 2020, at 14:32, "daveroberts10@..." <daveroberts10@...> wrote:
Thanks for the reply
daveroberts10@...
Carl Ardrey
Railroad Retirement Board. All the divisional records are long gone.
On 10/19/2020 1:19 PM daveroberts10@... wrote:
Looking for any source of information related to G A Jones Freight Agent/Clerk Asheville Division 1909 to early 60's.
locked Asheville Division
locked 1985 Freight Train Schedules and Blocking Instructions
I recently worked with the owner of the movingthefreight.com website to post a copy of the 2/85 Freight Train Schedules and Blocking Instructions from my collection. It is a total of 369 pages in PDF format and includes all manifest freights and unit coal trains. For purists, it's after the NS merger but still in the traditional Southern Railway schedule and blocking format. The big changes would come in 1988 when NS went to a common train numbering format for both the N&W and SOU.
You may access it at the link below.
https://movingthefreight.com/railroads/southern/
locked PRR (Attempted?) Charges for Through Passenger Cars at Washington
In 1958, the PRR's financial condition was bad and getting worse. On January 10, 1958 the PRR President sent a letter to the Presidents all of the railroads with through passenger car connections at Washington Union Terminal informing them PRR would asses a $20 per car charge for every car. Every connecting line wrote back with an emphatic "NO". Undaunted, the PRR followed up with the attached letter dated Feb 5, 1958. Although there are quite a few letters and attachments in the SRHA Archives on the subject, none found so far are clear if/how long the charge "stuck".
The second attachment is one of several inb the file describing the number of cars to and from the Southern. Other attachments break the cars down to individual Southern schedules connecting to PRR trains at DC.
As with many (!) subjects, the archives contain a rich source of information on many topics. Attachments or letters on one subject provide information on others, Southern through train activity at WUT in this example. It's impossible to say when we will be able to open the archives to work sessions again but when we can, this is the kind of material SRHA members will be able to access, research and hopefully describe in articles for TIES.
locked Re: SRHA Archives Work Sessions
From: main@SouthernRailway.groups.io [mailto:main@SouthernRailway.groups.io] On Behalf Of Jim Thurston
Sent: Saturday, October 10, 2020 6:44 PM
To: Groups.io, SouthernRailway
Subject: [SouthernRailway] SRHA Archives Work Sessions
The SRHA archives work sessions have been cancelled from now until the end of the year 2020, and until further notice, due to the continuing threat of Covid-19.
As usual, anyone needing access may contact Ike or myself, but we will not be gathering in groups.
Jim Thurston
locked SRHA Archives Work Sessions
locked Re: Three days a week beyond Atlanta to New Orleans
You're right that trains 1 & 2's schedule changed from daily to New Orleans in the August 12, 1970 timetable, to tri-weekly in the November 20, 1970 timetable between Birmingham and New Orleans; the trains still ran daily between Atlanta and Birmingham. Effective with the June 1, 1975 timetable, trains 1 & 2 became tri-weekly south of Atlanta.
On Oct 10, 2020, at 13:15, Steve Ellis via groups.io <meadowbrookdairy@...> wrote:
One of my most poignant memories from my childhood was, right after high school, I took a trip from where I grew up in New Brunswick Canada to Atlanta. I had dreamed about going to Georgia for years, and this was finally my chance.
I rode the Southern Railway from Washington to Atlanta on October 9 to October 10, 1970. I know for sure that, on that day, the train did not terminate in Atlanta.
At that time, I did not know the country nearly as well as I do now, but I was very excited to be going to the south on the train. I was looking at everybody's hat check, and I saw some abbreviations that I initially did not understand. I had just assumed the train terminated in Atlanta.
Finally I figured out the train went to Birmingham and New Orleans. I can't remember exactly the abbreviations, but New Orleans may have been simply NO instead of the current N0L.
The train arrived on time in Atlanta which was I think at 8:55 AM.
I have a schedule from the Southern Railway System dated November 20, 1970.
The schedule states that the train only continued beyond Atlanta on Tuesdays, Thursdays and Sundays. This must have started sometime between October 10 and November 20 of this year, 1970. (?)
Steve Ellis,
On Sep 10, 2020, at 10:36 AM, Steve Ellis via groups.io <meadowbrookdairy@...> wrote:
George,
Yes I did meet Ben Roberts at his home. He was a very nice man, and he had an impressive collection from the Southern Railroad.
On Sep 9, 2020, at 8:28 PM, George Eichelberger <geichelberger@...> wrote:
Steve:
Ben Roberts and Oscar Kimsey were the "heart and soul" of the Southern Railway Historical Society. Both were prolific photographers and more or less produced "Southern Rails" by themselves. They were not really interested in incorporating the "SRHS" or dealing with officers, etc. It was primarily operated to produce the magazine, largely from Ben's and Oscar's collections.
A group of Southern fans that wanted a more structured organization, created the Southern Railway Historical Association (SRHA) at Spencer Shops. Bill Schafer is the organization's historian and can fill us in on the early details. The two organizations continued for a number of years with many people maintaining memberships in both.
After the magazine had been out of production for a number of years, SRHS was dissolved and combined with SRHA. (SRHA owns both names but is concerned using "SRHS" would be confusing.) As several SRHA members were good friends with Oscar and Ben, we suggested that their collections of Southern Railway material and photos could be acquired and made permanent parts of the SRHA archives. Ben's came to SRHA first, followed by Oscar's several years later. They both passed away knowing SRHA would maintain and utilize their collections as long as possible. Oscar visited the archives at Kennesaw and we believe both men were pleased with their decisions.
I spent more time with Oscar in person and on the phone the years before he passed away. His knowledge of the Southern Railway was encyclopedic and our shared interest in railroad photography and freight cars made for many interesting conversations. Both Ben and Oscar were "charter members" of the early (few) Southeastern rail photographers. Their collections, extensive trading with virtually every well known rail photographer along with other collections and the extensive materials donated to SRHA by Norfolk Southern most certainly make the SRHA archives, now at TVRM, the most extensive collection of Southern Railway and Southeastern railroad photos and documentation .
Our collective goal is to maintain the collection for people interested in the Southern....basically, to "Keep the Green Light Shining".
Ike: for Carl, Bill, the SRHA BOD and all our members
locked Three days a week beyond Atlanta to New Orleans
Steve Ellis


text:
Q: SwaggerHub editor showing extra array brackets at the very end and beginning of the example? The editor on editor.swagger.io renders the below yaml to a json response that looks something like this:
[
    {
      ...
    }
]

There is an extra set of array brackets surrounding the response, which I feel may confuse my front end team. Is this normal, or what am I doing wrong with this syntax? Sorry if bad question, still learning yaml.
Yaml:
/getFoo:
  get:
    tags:
    - Foo
    summary: Finds foo
    description: Get essential data specifically regarding the bar
   operationId: getFooBar
    produces:
    - application/json
    parameters:
    - name: "foo"
    in: "path"
    description: Identifier used to retrieve foo bar.
    required: true
    type: "string"
    responses:
    200:
      description: successful foo
      schema:
        type: array
        items:
          $ref: '#/definitions/FooBar'
    400:
      description: No foo found
    500:
      description: Internal server error.

This is what the definition for FooBar is:
FooBar:
  type: object
  properties:
    foo:
      type: string
      example: "123"
  bar:
    type: object
    example:
      fb: $0.0
      fb1: $0.0
  baz:
    type: array
    items:
      type: object
      properties:
        1:
          type: string
          example: 1
        2:
          type: string
          example: 2

A: You see an array example because response is defined as array:
    responses:
      200:
        description: successful foo
        schema:
          type: array   # <-----
          items:
            $ref: '#/definitions/FooBar'

If the response is supposed to be a single object, change this to:
    responses:
      200:
        description: successful foo
        schema:
          $ref: '#/definitions/FooBar'

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Developers GIS-applications
GIS "Panorama" version 12 is certified for use as software products in construction
The certification body for software products in construction issued a certificate of conformity No. RA.RU. AB86.H01044 for the program complex "Panorama". The general requirements for the safety of buildings and constructions, as well as the design processes associated with buildings and constructions (including engineering surveys), constructing, installation, commissioning, operation and disposal (demolition) are defined in Federal Law No.384-FZ of December 30, 2009 "Technical Regulations on the safety of buildings and structures". The program complex "Panorama" is certified for compliance with the normative documents defined by No.384-FZ and GOST R of the series ISO, ISO/IEC.
Software the GIS "Panorama", "Panorama-editor", GIS Panorama Mini, "Complex of geodetic calculations", "Complex of geological tasks", "Complex of hydrological tasks" and "Complex of urban-planning tasks" correspond to the sections and clauses of normative documents specified in the conclusion to the certificate. A set of programs for creating and editing digital maps and city plans, processing of remote sensing data, maintaining a digital classifier, processing geodetic measurements and calculations, processing geological and environmental research materials, building 3D models, preparing project graphic documents in electronic and printed form has undergone a comprehensive check. The tasks solved by the software correspond to the provisions of SP 47.13330.2012 - Updated version of SNiP 11-02-96 "Engineering surveys for construction", SP 126.13330.2012 - Updated version of SNiP 3.01.03-84 "Geodetic work in construction", GOST 21.508-93 "SPDS: Rules for the implementation of working documentation of general plans for enterprises, structures and civil and housing projects".
Digital maps, general plans, large-scale plans of the territories of enterprises, engineering survey materials, graphic and text design documents, digital models of buildings and constructions, and other digital information about the terrain and construction conditions are placed for collective use on the GIS Server, providing remote access to data with differentiation user rights. A set of GIS "Panorama" and GIS Server software implements end-to-end technology with automatic updating of the repeating graphic data in various drawings, schemes and plans. Centralized storage of spatial data on the server allows you efficiently and easily to manage changes in the project and operational documentation. When you make a specific change to a project, it is immediately displayed in all views: on plans of floors, facade or sections.
GIS "Panorama" version 12 is certified for use as software products in construction 1 GIS "Panorama"
In Imagery Creator the speed of tiles formation in Mbtiles format is increased more than in 10 times
In KB "Panorama" the Imagery Creator version 9.3 is developed. The new version of the program allows you to create a large number of tiles in a minimal amount of time by recording data blocks as separate transactions. The use of this technology will allow to reduce the time for preparation of data for their further use in the programs GIS WebServer SE and GIS WebService SE.
Imagery Creator automatically excludes empty tiles (not containing information) for optimal use of free space on the hard disk. For example, it takes less than 3 minutes to store more than 1 500 000 tiles in the database. Saving the same amount of tiles to disk in the form of files takes about 5 minutes. Use of SQLite has several advantages: on average, tiles take up 30% less space on the hard disk, all data are stored in one file, so the process of transferring tiles between servers and hard disks is simplified and is accelerated in several times.
The program allows you to create tiles in the formats JPEG, PNG, PNG8 and Mbtiles according to the international standard OGC WMTS 07-057r7 version 1.0.0 and the TMS standard. The tile data generated by the Imagery Creator program are used by GIS WebServer SE, GIS WebService SE software to provide high-speed query execution for displaying spatial data over large areas while simultaneously accessing a large number of users.
The new version of the program is available for download on the Download page.
In Imagery Creator the speed of tiles formation in Mbtiles format is increased more than in 10 times 2 Server applications
Toolkit GIS ToolKit supports the development of GIS applications in the new version of Embarcadero RAD Studio 10.2 Tokyo
Toolset of developer the GIS ToolKit supports...
GIS Toolkit offers developers of GIS-applications ...
GIS Constructor for Qt Designer SE supports...
In KB "Panorama" the GIS ToolKit of version 12.5.2 is developed. The new version is adapted for work in the development environments of Embarcadero RAD Studio, Delphi and C++ Builder version 10.2 Tokyo. The installation of the GIS ToolKit 12 tools is also possible into Starter releases of the mentioned development environments. Embarcadero company provides the ability to download Delphi Starter and C++ Builder Starter and their free use under certain conditions. These conditions, in particular, include limiting the number of team developers - no more than 5 people, as well as not exceeding the income from the use of Starter products over $ 1000. For more information on the terms of the free use of development environments the Delphi Starter and C++ Builder Starter of version 10.2 Tokyo, please visit the Embarcadero website. The order of installation and use of GIS ToolKit 12 into the development environment of the Starter Edition line is exactly the same as in the case of Delphi and C++ Builder full versions for commercial use.
GIS ToolKit is a toolkit of developer of the geoinformation systems, allowing to process spatial databases. The toolkit consists of a set of visual components (supplied in the source code) and API functions for direct access to the geodatabase. The geo-database can be located either in the workplace (direct access to data) or in the local network or the Internet (using the components of access to the GIS Server or data exchange over the international protocols WMS, WFS, WCS, WMTS).
Toolkit GIS ToolKit supports the development of GIS applications in the new version of Embarcadero RAD Studio 10.2 Tokyo 7 Developers GIS-applications
GIS Server simplifies the publication of spatial data bases within information systems
In KB "Panorama" the GIS Server version 7.4 is developed. In the new version the tools for publication of the information from the spatial databases operated by DBMS Oracle, PostgreSQL, MS SQL and others are refined. Possibility is added to set conventional symbols of database objects by the alphanumeric code stored in a separate field of the database table. The alphanumeric code is an analog of the classification integer code and is also used to encode conventional symbols of objects. In the Classifier Editor of the GIS "Panorama" the possibility is available to enter not only digital codes, but also arbitrary strings in national languages (alphanumeric code). Its main destination is the specifying a mutual conformity of conventional symbols of objects on digital maps and combinations of values of objects attributes, including a code, in databases and other sources of the information. When connecting to a database, the GIS Server has the ability to define a coordinate system in which the spatial description of objects in the database is stored. If the coordinate system and projection parameters specified by the application's settings for displaying the cartographic representation coincide with the parameters of storing of spatial data in the database, the GIS Server does not perform additional operations for transformation of coordinates. If the parameters of the projection and the coordinate system for storing of spatial data in the database differ from the established parameters for cartographical representation of this data on the GIS Server, the transformation of the spatial description of the objects in the database is performed by the DBMS tools directly into the coordinate system of the cartographic representation. Previously, such recalculations were carried out in two stages: at first, the coordinates were converted from the original system to WGS84, and then from WGS84 to the target coordinate system. The coordinate system and projection parameters for both information in the database and for its cartographic representation on the GIS Server are determined by the EPSG code. Such approach accelerates the publication of spatial databases of great volumes.
GIS Server simplifies the publication of spatial data bases within information systems 2 Server applications
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Publishing of updates in bank of spatial data is made by using the program of Databank of digital maps and remote sensing data. Publishing contents of bank of spatial data on the geoportal and data access for downloading are implemented by means of GIS WebServer SE.
Free maps on the basis of OpenStreetMap data are available for download on the page "Digital maps and images".
Maps of the Kaliningrad and Murmansk regions on the geoportal "Bank of spatial data" are updated 5 Cartography, photogrammetry


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