Check out these Calculators images:
Tax Forms and Calculator
Image by 401K
Payroll and tax forms with a calculator
Calculator, pen and agenda in black organizer case
Image by Horia Varlan
Simple mathematical calculator with a ruler on the right side, a silvery pen with golden ornaments and a plain agenda, all in a black leather like case with a zipper.
Tax Calculator
Image by 401K
Tax calculator
Check out these Camera, Photo & Video images:
VIDEO BASICS WITH DSLRs 101: Creating Quality Video @ MEDIA ARTS Center San Diego
Image by MACSD
Take your HDSLR skills to the next level. Create and record video/audio that is rich in quality and unique in aesthetics. Attend this class and experience hands-on training in shooting video, lighting a scene, video editing and much more.
Today’s class covered:
- Video Stability; How to record seamless and smooth camera movement
- Recording Audio
- Get to know your focus ring; lessons in depth of field
- As well as other useful tips for creating quality work
www.mediaartscenter.org/diylab
www.macsddiy.posterous.com
VIDEO BASICS WITH DSLRs 101: Creating Quality Video @ MEDIA ARTS Center San Diego
Image by MACSD
Take your HDSLR skills to the next level. Create and record video/audio that is rich in quality and unique in aesthetics. Attend this class and experience hands-on training in shooting video, lighting a scene, video editing and much more.
Today’s class covered:
- Video Stability; How to record seamless and smooth camera movement
- Recording Audio
- Get to know your focus ring; lessons in depth of field
- As well as other useful tips for creating quality work
Some cool Kenwood images:
Kenwood KX-3510
Image by wblo
The Kenwood KX-3510 Stereo Cassette Deck had an MSRP of 0 in 1989, I bought it for less than a couple of years ago. It still runs perfectly and makes fine tapes, although I don’t have any other tape players to test out for some reason…
Kenwood House
Image by Hair Bear
Kenwood House Hampstead North London
Kenwood Marzipan
Image by Learn4Life
Kenwood House early hours of 5th Feb 2012
Check out these Plantronics images:
Plantronics Audio 655 USB
Image by plantronicsgermany
Plantronics hat mit dem .Audio 655 USB das weltweit erste PC-Headset mit einer Zertifizierung für Skype 4.0 vorgestellt. Mit diesem Headset kommen die über 405 Millionen Nutzer von Skype in den Genuss, das volle Spektrum des neuen Standards „Superbreitband Audio“ (24 kHz) für einen außerordentlich klaren, kräftigen und warmen Klang zu nutzen.
Foto: CC-BY-ND Plantronics
Plantronics_M1100_Lifestyle5_High
Image by plantronicsgermany
Plantronics, M1100 Savor
A few nice apple images I found:
Apple MacBook
Image by La Ignorancia Mata
Apple MacBook
apples 2
Image by ollesvensson
how bout dem apples 2?
apple cupcakes
Image by freakgirl
Apple cupcakes, cream cheese frosting, and drizzled caramel on top. Joy.
A few nice Hitachi images I found:
Hitachi City Seashore
Image by ptrktn
Downtown Hitachi
Image by ana branca
Hitachi, Japan
Hitachi 30GB in thinkpad
Image by MattJhsn
Hitachi 30GB from Thinkpad
Check out these iPods images:
iPod touch 2G Coca-Cola Collector
Image by Psykomaniaque
Original iPod by Coca-Cola
Winning “iPod+iTalk” #1
Image by potaufeu
Seesaaブログで「iPod+iTalk」が当たりました！
当選のメールが来た翌日には到着！！
Some cool Sharp images:
Sharp
Image by ShardsOfBlue
For Our Daily Challenge 03/08/11, "Sharp".
This is a matte remover my husband and I bought to help us care for our Persian cat’s impossible fur. It’s stored with a plastic guard over the blades. I like how the bit of fur shows up in this photo, illustrating what it’s for as well as contrasting with the sharpness of the blades.
Sharp Airlines VH-UUB taking to Brisbane_19=
Image by Sheba_Also
Sharp Airlines VH-UUB taking to Brisbane_19
SHARP
Image by alforque
Summer High school Apprenticeship Research Program.
(unknown), Robert Garza, Andre Alforque, Joyce Chang, Rubi Mendoza, Joie Bernabe, James Ha, Ericka Brooks.
— ORIGINAL MESSAGE —
SHARP students at Dryden participate in activities
by Cheryl Heathcock, X-Press Editor
Six area students are spending their summer vacation learning about the many facets of flight research as participants in the Summer High School Apprenticeship Program (SHARP).
Started by NASA in 1980, the 8-week program is geared toward gifted high school juniors who are entering their senior year and are interested in science and mkath. The program gives students a chance to prepare for a future career as well as make meaningful contributions to flight research. Participants in this year’s program are involved in a wide range of activities, including video productions and Long Range Optics (LRO) activities, World Wide Web (WWW) development, microcomputer support, and participating as a member of Dryden’s environmental team.
Robert Garza, science teacher at Antelope Valley HIgh School and the SHARP faculty advisor, is working on his 15th year with the program. Garza monitors the program and directs the career exploration activities. Garza says the SHARP program enhances the student’s look into engineering and science. The intent of the program is to expose educators in the Antelope Valley to NASA and what is being done at Dryden through briefings with project managers and by encouraging educators to utilize the resources available here. The following students are this year’s participants in the SHARP program:
Josephine Bernabe is a student at Paraclete High School. Her mentor for the summer is Sue Wheaton (XFI). Bernabe is involved in the development of a booklet on how airplanes fly and how control surfaces function. She is preparing lessons to be presented on the World Wide Web at a technical level appropriate for younger students on how airplanes fly.
Andre A. Alforque, who is working with John Harness (XFR), is a senior at Paraclete High School. He is assisting Harness in the mission control systems modifications and upgrades and sepcifically in computer buildup, equipment replacement, equipment configuration and documentation.
Ericka Brooks, a senior at Antelope Valley HIgh School, is assigned to mentor Mike Doyle (Stellacom/XFI). She is involved in various aspects of the Dryden Television Group such as video productions, maintenance of video equipment, and Long Range Optics (LRO) activities. Brooks is learning overall production skills including camera operations, editing, lighting and dubbing. She is also getting an overview of troubleshooting video equipment and the procedures for setting up and tracking research flights in LRO.
Joyce Chang, is involved with the development of Dryden’s World Wide Web (WWW). Under the guidance of mentor Reuben Cano (PRC/XR), Chang is developing hyper-text marcup language (HTML) text for WWW publications. Chang is a Quartz Hill senior.
James Ha is a senior at Tehachapi HIgh School. He is working as a member of the microcomputer support group with mento Oscar Campos (CSC/XFI), assisting with software installation in addition to troubleshooting, repair and maintenance of both software and hardware.
Rubi Mendoza, a senior at Littlerock High School, is supporting environmental administrative functions in the Dryden Safety Office. As a member of the environmental team, Mendoza performs tasks representative of the quality plan review; occupational safety; industrial safety; construction safety; environmental management; and institutional safety. Her mentor is John Torres.
Some cool 3D 101 Center images:
Marine Sikorsky CH-53E Super Stallion
Image by james_gordon_los_angeles
On December 15 2006, a CH-53E Super Stallion helicopter from Heavy Marine Helicopter Squadron 465 (HMH-465) attached to 3d Marine Aircraft Wing (Forward), prepares to move the downed CH-53E near Al Qa’im, Iraq.
The CH-53 Sea Stallion is the most common name for the Sikorsky S-65 family of heavy-lift transport helicopters. Originally developed for use by the United States Marine Corps, it is also in service with Germany, Iran, Israel, and Mexico. The United States Air Force operated the HH-53 Super Jolly Green Giant during the late- and post-Vietnam War era, updating most of them as the MH-53 Pave Low.
The dimensionally-similar CH-53E Super Stallion is a heavier-lifting, improved version designated S-80E by Sikorsky. Its third engine makes it more powerful than the Sea Stallion, which it has replaced in the heavy-lift mission.
Development
In 1960, the United States Marine Corps began to seek a replacement for their HR2S piston-powered helicopters. On 27 January 1961, the Marine Corps began working with the other three U.S. armed services on the Tri-Service VTOL transport, which would eventually emerge as the Vought-Hiller-Ryan XC-142A tiltwing. The design became more elaborate and the program stretched out, causing the Marines to drop out when they decided they would not receive a working machine in a satisfactory timeframe. In the end, the XC-142A, although a very innovative and capable machine, never entered production.
In March 1962, the US Navy’s Bureau of Naval Weapons, acting on behalf of the Marines, issued a request for a Heavy Helicopter Experimental / HH(X). The specifications dictated a load capability of 8,000 pounds (3,600 kg) with an operational radius of 100 nautical miles (190 km; 120 mi) at a speed of 150 knots (280 km/h; 170 mph). The HH(X) was to be used in the assault transport, aircraft recovery, personnel transport, and medical evacuation roles. In the assault transport role, it was to be mostly used to haul heavy equipment instead of troops.
In response, Boeing Vertol offered a modified version of the CH-47 Chinook; Kaman Aircraft offered a development of the British Fairey Rotodyne compound helicopter; and Sikorsky offered what amounted to a scaled-up version of the S-61R, with twin General Electric T64 turboshafts and the dynamic system of the S-64, to be designated the "S-65". Kaman’s proposal quickly died when the British government dropped its backing of the Rotodyne program. Competition between Boeing Vertol and Sikorsky was intense, with the Chinook having an advantage because it was being acquired by the United States Army. Sikorsky threw everything into the contest and was awarded the contract in July 1962.
The YCH-53A prototype in 1964The Marines originally wanted to buy four prototypes but ran into funding problems. Sikorsky, determined to keep the deal, cut their estimate for development costs and said that the program could be done with two prototypes. The military bought off on the proposal, and in September 1962 Sikorsky was awarded a contract for a little under US million for two "YCH-53A" prototypes, as well as a mockup and a ground-test airframe.
The development program did not go entirely smoothly, due to a shortage of engineering resources plus various failures of subcontractors and the government, but these problems were gradually overcome. There was also the problem that U.S. Secretary of Defense Robert S. McNamara was pushing to maintain commonality between the armed services by using the Chinook, but the Marines managed to convince McNamara’s staff that the Chinook could not meet their requirements without numerous expensive changes.
All these obstacles overcome, the first YCH-53A performed its initial flight at the Sikorsky plant in Stratford, Connecticut, on 14 October 1964, about four months behind schedule. The Marines had already placed an initial production contract for 16 helicopters in September. Flight trials went more smoothly than expected, helping make up for the lost time in development. It received the military designation and name CH-53A Sea Stallion. Delivery of production CH-53s began in 1966.
The CH-53A arrived in Vietnam in January 1967 and proved useful, eventually recovering even more downed aircraft than the CH-54. A total of 141 CH-53As were built, including the two prototypes.[1] The United States Navy acquired 15 CH-53As from the USMC in 1971 for airborne mine countermeasures (AMCM) activities. The helicopters had more powerful T64-GE-413 turboshafts installed and the received the designation RH-53A.
The United States Air Force ordered the HH-53B in September 1966 and first flew on 15 March 1967. It added a refueling probe, drop fuel tanks and a rescue hoist and featured upgraded T64-GE-3 engines. The Air Force used the HH-53B for combat search and rescue (CSAR). HH-53C was an improved CSAR variant with a smaller 450 US gallons (1,700 L) for improved performance. It also added more armor and better communication systems. The CH-53C was similar except it lacked a refueling probe. It was used by the USAF for more general transport work.
HMH-362 CH-53Ds landingHeavy lifting in tropical climates demanded more power, so the Marines decided to acquire an improved variant, the CH-53D, with uprated engines, originally the T64-GE-412 then later the T64-GE-413. The CH-53D also included an uprated transmission to go with the more powerful engines, and a revised interior to permit a load of 55 troops.
The initial flight of the CH-53D was on 27 January 1969. The CH-53D served alongside the CH-53A through the rest of the Vietnam War. A VIP transport version designated, VH-53D with plush accommodations was used by the Marines for the US presidential flights.The US Navy also acquired CH-53D based helicopters for mine sweeping. These were designated "RH-53D" and included mine sweeping gear such as a pair of 0.50 BMG (12.7 mm) Browning machine guns for detonating mines. The Navy received 30 RH-53Ds beginning in 1973. After the RH-53Ds were in service, the RH-53As were handed back to the Marines and restored to CH-53A configuration.
During the 1980s, Israeli Air Force’s CH-53 Yas’ur fleet was upgraded and improved by Israel Aircraft Industries, along with military high-tech firm Elbit Systems. The project – which ended only in 1997 – improved the CH-53 avionics, robustness and extended its life span by at least two decades.
In 1989, some of the CH-53As being retired by the Marines were passed on to the U.S. Air Force for training, with these helicopters redesignated "TH-53As". The TH-53As were stripped of most operational equipment and painted in USAF camouflage colors.
DesignThe Sea Stallion has a fuselage design similar to the Sikorsky S-61R/Jolly Green Giant series. It has a passenger door on the right side of the fuselage behind the cockpit and a power-operated rear loading ramp. The fuselage was watertight, though not intended for amphibious use, and only landed on water in emergencies. The Stallion has mechanical flight controls which are backed by three independent hydraulic systems. Armor protects crew and vital systems.
The CH-53A carries a crew of four; pilot, copilot, crew chief, and an aerial observer, a load of 38 troops, 24 litters with medical attendants, an internal cargo load of 8,000 pounds (3,600 kg) or an external load of 13,000 pounds (5,900 kg) on the single-point sling hook. The CH-53A is equipped with a pair of 7.62 mm M60 machine guns that point out to each side of the fuselage.
The CH-53A features a six-bladed main rotor and four-bladed tail rotor developed from those used on the S-64 Skycrane. To save space on board naval vessels, the tail boom and the rotors folded. The rotor system was initially driven by twin General Electric T64-6 turboshaft engines providing 2,850 shaft horsepower (2,130 kW) each, with an engine on each side of the forward fuselage. It was later produced with the T64-1 with 3,080 shp (2,300 kW) and then the T64-16 with 3,485 shp (2,599 kW). The HH-53B featured T64-3 engines producing 3,080 shp (2,300 kW)
CH-53D releasing flares near Naval Air Station Patuxent River, 1982.The CH-53D features uprated engines, initially T64-GE-412 with 3,695 shp (2,755 kW) then the T64-413 with 3,925 shp (2,927 kW) with an uprated transmission. Its interior added seats to allow for 55 troops. CH-53Ds are generally armed with twin .50 BMG (12.7 mm) M2/XM218 machine guns. In later years, CH-53Ds have been fitted with defensive countermeasures including an AN/ALE-39 chaff dispenser and an AN/ALQ-157 infrared countermeasure.
Later production CH-53Ds featured a Blade Inspection Method (BIM) scheme to detect cracks in its metal rotors. BIM involved pressurizing the interior of the rotor blades with nitrogen. If a crack is present pressure is lost and a red indicator on the rotor blade tip was tripped. Later, the BIM system was connected to a cockpit display. BIM reduced the need to swap out rotor blades on a routine basis.
Operational history[edit] United States
A CH-53 performing a helocast insertion during training off HawaiiThe CH-53/HH-53 has had much combat experience during its lengthy service, with the U.S. military during the Vietnam War and as a Special Operations helicopter, and the Israeli Air Force.
The CH-53D served alongside the CH-53A through the rest of the Vietnam War, with both types performing a final service at the end of the conflict in performing evacuations of personnel from Saigon and Phnom Penh.
U.S. Air Force HH-53 Super Jolly Green Giants were the primary search-and-rescue helicopter in Southeast Asia between 1967 and 1975, inserted the Operation Ivory Coast rescue team into the North Vietnamese prison camp at Son Tay in 1970, and carried the Marines who attempted to rescue the crew of the SS Mayagüez. Marine-flown Navy Sea Stallions were the rotary-wing element of Operation Eagle Claw, the attempted rescue of American hostages in Iran in 1980 that ended in disaster and embarrassment at Desert One.
The CH-53 is operated by the United States Marine Corps and Air Force in support of Operation Iraqi Freedom and Operation Enduring Freedom in Iraq and Afghanistan. It is also operated by the Navy in support of Operation Iraqi Freedom and Operation Enduring Freedom throughout the region, deployed out of a squadron in Bahrain.
On 12 October 2004 Heavy Lift Helicopters of Apple Valley, California received the first of two CH-53D Sea Stallions from Davis-Monthan Air Force Base for conversion into firefighting aircraft. This modification yields a Fire Stallion.
On 17 September 2007, VMM-263 of the Marine Corps was deployed with ten MV-22B Ospreys, a tiltrotor aircraft.[6] V-22 Ospreys will replace the Marine Corps CH-46Es and CH-53Ds, but not their CH-53Es. The in-development CH-53K is planned to supplant the Navy and Marine Corps’ CH-53Es.
HMH-463 replaced its CH-53Ds with CH-53Es in September 2011. HMH-363 and HMH-362 will operate D-models until the squadrons are deactivated. Both will be reactivated as MV-22 and CH-53K squadrons respectively. Several CH-53D helicopters will be retained for the 3rd Marine Regiment for training.
Germany This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (January 2010)
German Army CH-53G at RIAT 2010
A German Army door gunner mans an M3M onboard a CH-53In 1966 the German military evaluated both the CH-53 and CH-47 Chinook as a replacement for the H-21 and H-34G helicopters with an initial requirement for 133. The purchase of the CH-53 was approved in June 1968 but due to budget constraints only 110 were ordered. Following the delivery in 1969 of two pre-production helicopters from Sikorsky the production aircraft were licence built by VFW-Fokker at Speyer in Germany. The first German-built helicopter flew from Speyer on 11 October 1971 and was delivered to the Erprobungsstelle der Bundeswehr 61 flight test centre at Manching on 1 December 1971.
The German Army flying units received 110 type CH-53Gs. Except for the first two, all machines were built in Germany. The first flight made by a German CH-53G was made in 1971, followed in March 1973 by the delivery of the first machines to The 35th Army Flying Regiment in Mendig, and shortly afterwards to the newly formed 15th Army Flying Regiment.
In order to meet ever more demanding specifications, over time the CH-53G received modifications designed to improve its service life and operational capabilities. These involved three major upgrades: new missile warning and self-protection systems; provision for two external fuel tanks allowing range to be increased to 1800 km when carrying 36 armed soldiers or a 5500-kg payload; and addition of a night vision goggles-compatible cockpit for night low-level flying capabilities. All CH-53Gs were upgraded by Eurocopter Germany by early 2001.
German flying units have carried out a whole range of international missions under the auspices of NATO and the UN, in Kosovo (KFOR) and also with IFOR, and more recently with ISAF in Afghanistan. Due to the lower cargo capacities of the NH-90, service life extensions for at least a portion the CH-53 fleet are envisioned, bringing its useful life out to approximately the year 2030.
Variants
A CH-53D in Iraq, June 2006
VH-53D used by HMX-1
CH-53G of the German Army Aviation Corps during an exercise in BosniaYCH-53A
Two prototypes with two 2,850 shp (2,130 kW) T64-GE-3 engines.
CH-53A
Initial production for USMC, 139 built.
RH-53A
CH-53A re-engined with two 3,925 shp (2,927 kW) T64-GE-413 engines as Airborne mine countermeasures (minesweeper) versions for the United States Navy, 15 conversion.
TH-53A
Stripped CH-53As used for training by the United States Air Force.
CH-53D
CH-53A with improved transmission, larger cabin for 55 troops and automatic rotor blade folding for the United States Marine Corps, 126 built.
RH-53D
United States Navy mine countermeasures version of the CH-53D, fitted with 0.50 in guns and provision for air refueling, 30 built for the USN and six for Imperial Iranian Navy Aviation (since 1979, the Islamic Republic of Iran Navy Aviation).
VH-53D
Two CH-53Ds for USMC VIP transport
CH-53D Yas’ur
CH-53D exported to Israel. The Yas’ur 2000 version are helicopters upgraded and improved by the Israel Aircraft Industries to extend life span past 2000. The Yas’ur 2025 is a further upgraded version with new systems and new gearboxes.
VH-53F
Six unbuilt VIP helicopters for the US Navy/Marine Corps.
CH-53G
German base version of the CH-53D for German Army Aviation Corps. A total of 112 were produced including 2 pre-production and 20 assembled by VFW-Fokker and 90 built by Sprey.[13] As of 2007[update], 89 German CH-53s were in service, with 80 planned to be in service in 2014. All German CH-53s are going to receive T64-100 engines (in 3 batches, 1st batch has already been installed, 2nd batch is currently being installed and 3rd batch is planned with funding made available). All will receive IFR-capability.
CH-53GS
Update of 20 CH-53Gs with additional missile counter measure, upgraded communication and navigation system and two external fuel tanks in late 1990s. They later received the first batch of T64-100 engines to operate in hot&high conditions as they prevail in Afghanistan as well as MG3 and M3M machine guns.[15] A CH-53GS/GE update has also been ordered to provide combat search-and-rescue (CSAR) capability to 26 helicopters.
CH-53GE
A configuration based on CH-53GS combat search-and-rescue (CSAR) capabilities.[16] The upgrade configuration was formerly known as CH-53GSX. It further updates with modern electronics, two external fuel tanks, counter measures and dust filters for the engines. Upgrade was ordered to support Afghanistan deployment.
CH-53GA
Update of further 40 CH-53Gs with new flight deck, new flight control system, autopilot, navigation and communication systems, FLIR, ECM and missile counter measures as well as provisions for additional internal fuel tanks. The CH-53GA helicopter successfully completed its first flight in February 2010. The upgrade is to be completed in 2013.
For other variants, see HH-53 Super Jolly Green Giant/MH-53 Pave Low and CH-53E Super Stallion.
Operators
CH-53 (dark blue) & CH-53E (light blue) operators (former operators in red)
Austrian Air Force ordered two in 1968; took delivery in 1970; sold them to Israel in 1981 because of their high operating costs.
Germany
German Army has 101 in service as of November 2010.
Mexico
Mexican Air Force acquired four S-65C Ya’sur 2000s from Israel in 2005, and all are in service as of November 2008.
Iran
Imperial Iranian Navy received 6× RH-53Ds mine sweepers that were acquired before the Iranian Revolution. As of January 2010, the Islamic Republic of Iran Navy had 2× RH-53D in use.
United States
United States Marine Corps has 178 CH-53D/E helicopters in inventory as of November 2008.
Heavy Lift Helicopters
[edit] Accidents and incidentsDue to its large size and troop capacity, aerial accidents that involve CH-53 helicopters were some of the deadliest helicopter accidents ever.
On 10 May 1977, 54 people were killed in a CH-53 crash in Israel.
On 27 April 1983, a CH-53D crashed in the Atlantic off the coast of Virginia. The crash resulted in the drowning of Marine First Lieutenant David A. Boyle. The suit brought by Boyle’s father went to the Supreme Court.
On 4 February 1997, two CH-53s collided in the Helicopter Disaster in Israel. A total of 73 people died in the accident.
On 13 August 2004 a US Marine CH-53D from Marine Corps Air Station Futenma crashes into Okinawa International University on Okinawa, Japan. The crash was caused by maintenance error. The crash caused no serious damage or injuries but was a major international incident because of strained relations about the US use of Futenma.
Specifications (CH-53D)
A CH-53 from HMH-462 rests on a landing mat at a mountain-top fire support base in Vietnam in 1968.Data from Deagel.com, U.S. Navy history, International Directory, US Navy Fact File
General characteristics
Crew: 2 pilots, 1 or more crew chiefs
Capacity: 38 troops (55 in alternate configuration) or 24 stretchers
Length: 88 ft 6 in (26.97 m)
Rotor diameter: 72 ft 2.8 in (22.01 m)
Height: 24 ft 11 in (7.6 m)
Disc area: 4098.1 sq ft (380.48 m²)
Airfoil: NACA 0011 MOD
Empty weight: 23,628 lb (10,740 kg)
Loaded weight: 33,500 lb (15,227 kg)
Useful load: 8,000 lb (3,630 kg)
Max takeoff weight: 42,000 lb (19,100 kg)
Powerplant: 2 × General Electric T64-GE-413 turboshaft, 3,925 shp (2,927 kW) each
Width (stub wings): 28 ft 4 in (8.64 m)
Width (fuselage): 15 ft 6 in (4.7 m)
Rotor systems: 6 blades on main rotor
Performance
Maximum speed: 170 knots (196 mph, 315 km/h)
Cruise speed: 150 kt (173 mph, 278 km/h)
Range: 540 nmi (1,000 km)
Combat radius: 100 mi (160 km) 95 mi
Ferry range: 886 nmi (1,640 km)
Service ceiling: 16,750 ft (5,106 m)
Rate of climb: 2,460 ft/min (12.5 m/s)
Disc loading: 8.95 lb/sq ft ()
Armament
Two door mounted .50 BMG XM218 machine guns. Some have a ramp mounted .50 BMG GAU-21 machine gun.
German CH-53Gs can mount two 7.62 mm MG3 machine guns in the side doors, which are to be replaced by two .50 BMG M3M/GAU-21 machines guns in the doors and one on the ramp.
Marine Sikorsky CH-53E Super Stallion
Image by james_gordon_los_angeles
A CH-53E Super Stallion helicopter from Heavy Marine Helicopter Squadron 465 (HMH-465) attached to 3d Marine Aircraft Wing (Forward) arrives with the maintenance team to complete a CH-53E Super Stallion Helicopter recovery mission near Al Qa’im, Iraq.
The CH-53 Sea Stallion is the most common name for the Sikorsky S-65 family of heavy-lift transport helicopters. Originally developed for use by the United States Marine Corps, it is also in service with Germany, Iran, Israel, and Mexico. The United States Air Force operated the HH-53 Super Jolly Green Giant during the late- and post-Vietnam War era, updating most of them as the MH-53 Pave Low.
The dimensionally-similar CH-53E Super Stallion is a heavier-lifting, improved version designated S-80E by Sikorsky. Its third engine makes it more powerful than the Sea Stallion, which it has replaced in the heavy-lift mission.
Development
In 1960, the United States Marine Corps began to seek a replacement for their HR2S piston-powered helicopters. On 27 January 1961, the Marine Corps began working with the other three U.S. armed services on the Tri-Service VTOL transport, which would eventually emerge as the Vought-Hiller-Ryan XC-142A tiltwing. The design became more elaborate and the program stretched out, causing the Marines to drop out when they decided they would not receive a working machine in a satisfactory timeframe. In the end, the XC-142A, although a very innovative and capable machine, never entered production.
In March 1962, the US Navy’s Bureau of Naval Weapons, acting on behalf of the Marines, issued a request for a Heavy Helicopter Experimental / HH(X). The specifications dictated a load capability of 8,000 pounds (3,600 kg) with an operational radius of 100 nautical miles (190 km; 120 mi) at a speed of 150 knots (280 km/h; 170 mph). The HH(X) was to be used in the assault transport, aircraft recovery, personnel transport, and medical evacuation roles. In the assault transport role, it was to be mostly used to haul heavy equipment instead of troops.
In response, Boeing Vertol offered a modified version of the CH-47 Chinook; Kaman Aircraft offered a development of the British Fairey Rotodyne compound helicopter; and Sikorsky offered what amounted to a scaled-up version of the S-61R, with twin General Electric T64 turboshafts and the dynamic system of the S-64, to be designated the "S-65". Kaman’s proposal quickly died when the British government dropped its backing of the Rotodyne program. Competition between Boeing Vertol and Sikorsky was intense, with the Chinook having an advantage because it was being acquired by the United States Army. Sikorsky threw everything into the contest and was awarded the contract in July 1962.
The YCH-53A prototype in 1964The Marines originally wanted to buy four prototypes but ran into funding problems. Sikorsky, determined to keep the deal, cut their estimate for development costs and said that the program could be done with two prototypes. The military bought off on the proposal, and in September 1962 Sikorsky was awarded a contract for a little under US million for two "YCH-53A" prototypes, as well as a mockup and a ground-test airframe.
The development program did not go entirely smoothly, due to a shortage of engineering resources plus various failures of subcontractors and the government, but these problems were gradually overcome. There was also the problem that U.S. Secretary of Defense Robert S. McNamara was pushing to maintain commonality between the armed services by using the Chinook, but the Marines managed to convince McNamara’s staff that the Chinook could not meet their requirements without numerous expensive changes.
All these obstacles overcome, the first YCH-53A performed its initial flight at the Sikorsky plant in Stratford, Connecticut, on 14 October 1964, about four months behind schedule. The Marines had already placed an initial production contract for 16 helicopters in September. Flight trials went more smoothly than expected, helping make up for the lost time in development. It received the military designation and name CH-53A Sea Stallion. Delivery of production CH-53s began in 1966.
The CH-53A arrived in Vietnam in January 1967 and proved useful, eventually recovering even more downed aircraft than the CH-54. A total of 141 CH-53As were built, including the two prototypes.[1] The United States Navy acquired 15 CH-53As from the USMC in 1971 for airborne mine countermeasures (AMCM) activities. The helicopters had more powerful T64-GE-413 turboshafts installed and the received the designation RH-53A.
The United States Air Force ordered the HH-53B in September 1966 and first flew on 15 March 1967. It added a refueling probe, drop fuel tanks and a rescue hoist and featured upgraded T64-GE-3 engines. The Air Force used the HH-53B for combat search and rescue (CSAR). HH-53C was an improved CSAR variant with a smaller 450 US gallons (1,700 L) for improved performance. It also added more armor and better communication systems. The CH-53C was similar except it lacked a refueling probe. It was used by the USAF for more general transport work.
HMH-362 CH-53Ds landingHeavy lifting in tropical climates demanded more power, so the Marines decided to acquire an improved variant, the CH-53D, with uprated engines, originally the T64-GE-412 then later the T64-GE-413. The CH-53D also included an uprated transmission to go with the more powerful engines, and a revised interior to permit a load of 55 troops.
The initial flight of the CH-53D was on 27 January 1969. The CH-53D served alongside the CH-53A through the rest of the Vietnam War. A VIP transport version designated, VH-53D with plush accommodations was used by the Marines for the US presidential flights.The US Navy also acquired CH-53D based helicopters for mine sweeping. These were designated "RH-53D" and included mine sweeping gear such as a pair of 0.50 BMG (12.7 mm) Browning machine guns for detonating mines. The Navy received 30 RH-53Ds beginning in 1973. After the RH-53Ds were in service, the RH-53As were handed back to the Marines and restored to CH-53A configuration.
During the 1980s, Israeli Air Force’s CH-53 Yas’ur fleet was upgraded and improved by Israel Aircraft Industries, along with military high-tech firm Elbit Systems. The project – which ended only in 1997 – improved the CH-53 avionics, robustness and extended its life span by at least two decades.
In 1989, some of the CH-53As being retired by the Marines were passed on to the U.S. Air Force for training, with these helicopters redesignated "TH-53As". The TH-53As were stripped of most operational equipment and painted in USAF camouflage colors.
DesignThe Sea Stallion has a fuselage design similar to the Sikorsky S-61R/Jolly Green Giant series. It has a passenger door on the right side of the fuselage behind the cockpit and a power-operated rear loading ramp. The fuselage was watertight, though not intended for amphibious use, and only landed on water in emergencies. The Stallion has mechanical flight controls which are backed by three independent hydraulic systems. Armor protects crew and vital systems.
The CH-53A carries a crew of four; pilot, copilot, crew chief, and an aerial observer, a load of 38 troops, 24 litters with medical attendants, an internal cargo load of 8,000 pounds (3,600 kg) or an external load of 13,000 pounds (5,900 kg) on the single-point sling hook. The CH-53A is equipped with a pair of 7.62 mm M60 machine guns that point out to each side of the fuselage.
The CH-53A features a six-bladed main rotor and four-bladed tail rotor developed from those used on the S-64 Skycrane. To save space on board naval vessels, the tail boom and the rotors folded. The rotor system was initially driven by twin General Electric T64-6 turboshaft engines providing 2,850 shaft horsepower (2,130 kW) each, with an engine on each side of the forward fuselage. It was later produced with the T64-1 with 3,080 shp (2,300 kW) and then the T64-16 with 3,485 shp (2,599 kW). The HH-53B featured T64-3 engines producing 3,080 shp (2,300 kW)
CH-53D releasing flares near Naval Air Station Patuxent River, 1982.The CH-53D features uprated engines, initially T64-GE-412 with 3,695 shp (2,755 kW) then the T64-413 with 3,925 shp (2,927 kW) with an uprated transmission. Its interior added seats to allow for 55 troops. CH-53Ds are generally armed with twin .50 BMG (12.7 mm) M2/XM218 machine guns. In later years, CH-53Ds have been fitted with defensive countermeasures including an AN/ALE-39 chaff dispenser and an AN/ALQ-157 infrared countermeasure.
Later production CH-53Ds featured a Blade Inspection Method (BIM) scheme to detect cracks in its metal rotors. BIM involved pressurizing the interior of the rotor blades with nitrogen. If a crack is present pressure is lost and a red indicator on the rotor blade tip was tripped. Later, the BIM system was connected to a cockpit display. BIM reduced the need to swap out rotor blades on a routine basis.
Operational history[edit] United States
A CH-53 performing a helocast insertion during training off HawaiiThe CH-53/HH-53 has had much combat experience during its lengthy service, with the U.S. military during the Vietnam War and as a Special Operations helicopter, and the Israeli Air Force.
The CH-53D served alongside the CH-53A through the rest of the Vietnam War, with both types performing a final service at the end of the conflict in performing evacuations of personnel from Saigon and Phnom Penh.
U.S. Air Force HH-53 Super Jolly Green Giants were the primary search-and-rescue helicopter in Southeast Asia between 1967 and 1975, inserted the Operation Ivory Coast rescue team into the North Vietnamese prison camp at Son Tay in 1970, and carried the Marines who attempted to rescue the crew of the SS Mayagüez. Marine-flown Navy Sea Stallions were the rotary-wing element of Operation Eagle Claw, the attempted rescue of American hostages in Iran in 1980 that ended in disaster and embarrassment at Desert One.
The CH-53 is operated by the United States Marine Corps and Air Force in support of Operation Iraqi Freedom and Operation Enduring Freedom in Iraq and Afghanistan. It is also operated by the Navy in support of Operation Iraqi Freedom and Operation Enduring Freedom throughout the region, deployed out of a squadron in Bahrain.
On 12 October 2004 Heavy Lift Helicopters of Apple Valley, California received the first of two CH-53D Sea Stallions from Davis-Monthan Air Force Base for conversion into firefighting aircraft. This modification yields a Fire Stallion.
On 17 September 2007, VMM-263 of the Marine Corps was deployed with ten MV-22B Ospreys, a tiltrotor aircraft.[6] V-22 Ospreys will replace the Marine Corps CH-46Es and CH-53Ds, but not their CH-53Es. The in-development CH-53K is planned to supplant the Navy and Marine Corps’ CH-53Es.
HMH-463 replaced its CH-53Ds with CH-53Es in September 2011. HMH-363 and HMH-362 will operate D-models until the squadrons are deactivated. Both will be reactivated as MV-22 and CH-53K squadrons respectively. Several CH-53D helicopters will be retained for the 3rd Marine Regiment for training.
Germany This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (January 2010)
German Army CH-53G at RIAT 2010
A German Army door gunner mans an M3M onboard a CH-53In 1966 the German military evaluated both the CH-53 and CH-47 Chinook as a replacement for the H-21 and H-34G helicopters with an initial requirement for 133. The purchase of the CH-53 was approved in June 1968 but due to budget constraints only 110 were ordered. Following the delivery in 1969 of two pre-production helicopters from Sikorsky the production aircraft were licence built by VFW-Fokker at Speyer in Germany. The first German-built helicopter flew from Speyer on 11 October 1971 and was delivered to the Erprobungsstelle der Bundeswehr 61 flight test centre at Manching on 1 December 1971.
The German Army flying units received 110 type CH-53Gs. Except for the first two, all machines were built in Germany. The first flight made by a German CH-53G was made in 1971, followed in March 1973 by the delivery of the first machines to The 35th Army Flying Regiment in Mendig, and shortly afterwards to the newly formed 15th Army Flying Regiment.
In order to meet ever more demanding specifications, over time the CH-53G received modifications designed to improve its service life and operational capabilities. These involved three major upgrades: new missile warning and self-protection systems; provision for two external fuel tanks allowing range to be increased to 1800 km when carrying 36 armed soldiers or a 5500-kg payload; and addition of a night vision goggles-compatible cockpit for night low-level flying capabilities. All CH-53Gs were upgraded by Eurocopter Germany by early 2001.
German flying units have carried out a whole range of international missions under the auspices of NATO and the UN, in Kosovo (KFOR) and also with IFOR, and more recently with ISAF in Afghanistan. Due to the lower cargo capacities of the NH-90, service life extensions for at least a portion the CH-53 fleet are envisioned, bringing its useful life out to approximately the year 2030.
Variants
A CH-53D in Iraq, June 2006
VH-53D used by HMX-1
CH-53G of the German Army Aviation Corps during an exercise in BosniaYCH-53A
Two prototypes with two 2,850 shp (2,130 kW) T64-GE-3 engines.
CH-53A
Initial production for USMC, 139 built.
RH-53A
CH-53A re-engined with two 3,925 shp (2,927 kW) T64-GE-413 engines as Airborne mine countermeasures (minesweeper) versions for the United States Navy, 15 conversion.
TH-53A
Stripped CH-53As used for training by the United States Air Force.
CH-53D
CH-53A with improved transmission, larger cabin for 55 troops and automatic rotor blade folding for the United States Marine Corps, 126 built.
RH-53D
United States Navy mine countermeasures version of the CH-53D, fitted with 0.50 in guns and provision for air refueling, 30 built for the USN and six for Imperial Iranian Navy Aviation (since 1979, the Islamic Republic of Iran Navy Aviation).
VH-53D
Two CH-53Ds for USMC VIP transport
CH-53D Yas’ur
CH-53D exported to Israel. The Yas’ur 2000 version are helicopters upgraded and improved by the Israel Aircraft Industries to extend life span past 2000. The Yas’ur 2025 is a further upgraded version with new systems and new gearboxes.
VH-53F
Six unbuilt VIP helicopters for the US Navy/Marine Corps.
CH-53G
German base version of the CH-53D for German Army Aviation Corps. A total of 112 were produced including 2 pre-production and 20 assembled by VFW-Fokker and 90 built by Sprey.[13] As of 2007[update], 89 German CH-53s were in service, with 80 planned to be in service in 2014. All German CH-53s are going to receive T64-100 engines (in 3 batches, 1st batch has already been installed, 2nd batch is currently being installed and 3rd batch is planned with funding made available). All will receive IFR-capability.
CH-53GS
Update of 20 CH-53Gs with additional missile counter measure, upgraded communication and navigation system and two external fuel tanks in late 1990s. They later received the first batch of T64-100 engines to operate in hot&high conditions as they prevail in Afghanistan as well as MG3 and M3M machine guns.[15] A CH-53GS/GE update has also been ordered to provide combat search-and-rescue (CSAR) capability to 26 helicopters.
CH-53GE
A configuration based on CH-53GS combat search-and-rescue (CSAR) capabilities.[16] The upgrade configuration was formerly known as CH-53GSX. It further updates with modern electronics, two external fuel tanks, counter measures and dust filters for the engines. Upgrade was ordered to support Afghanistan deployment.
CH-53GA
Update of further 40 CH-53Gs with new flight deck, new flight control system, autopilot, navigation and communication systems, FLIR, ECM and missile counter measures as well as provisions for additional internal fuel tanks. The CH-53GA helicopter successfully completed its first flight in February 2010. The upgrade is to be completed in 2013.
For other variants, see HH-53 Super Jolly Green Giant/MH-53 Pave Low and CH-53E Super Stallion.
Operators
CH-53 (dark blue) & CH-53E (light blue) operators (former operators in red)
Austrian Air Force ordered two in 1968; took delivery in 1970; sold them to Israel in 1981 because of their high operating costs.
Germany
German Army has 101 in service as of November 2010.
Mexico
Mexican Air Force acquired four S-65C Ya’sur 2000s from Israel in 2005, and all are in service as of November 2008.
Iran
Imperial Iranian Navy received 6× RH-53Ds mine sweepers that were acquired before the Iranian Revolution. As of January 2010, the Islamic Republic of Iran Navy had 2× RH-53D in use.
United States
United States Marine Corps has 178 CH-53D/E helicopters in inventory as of November 2008.
Heavy Lift Helicopters
[edit] Accidents and incidentsDue to its large size and troop capacity, aerial accidents that involve CH-53 helicopters were some of the deadliest helicopter accidents ever.
On 10 May 1977, 54 people were killed in a CH-53 crash in Israel.
On 27 April 1983, a CH-53D crashed in the Atlantic off the coast of Virginia. The crash resulted in the drowning of Marine First Lieutenant David A. Boyle. The suit brought by Boyle’s father went to the Supreme Court.
On 4 February 1997, two CH-53s collided in the Helicopter Disaster in Israel. A total of 73 people died in the accident.
On 13 August 2004 a US Marine CH-53D from Marine Corps Air Station Futenma crashes into Okinawa International University on Okinawa, Japan. The crash was caused by maintenance error. The crash caused no serious damage or injuries but was a major international incident because of strained relations about the US use of Futenma.
Specifications (CH-53D)
A CH-53 from HMH-462 rests on a landing mat at a mountain-top fire support base in Vietnam in 1968.Data from Deagel.com, U.S. Navy history, International Directory, US Navy Fact File
General characteristics
Crew: 2 pilots, 1 or more crew chiefs
Capacity: 38 troops (55 in alternate configuration) or 24 stretchers
Length: 88 ft 6 in (26.97 m)
Rotor diameter: 72 ft 2.8 in (22.01 m)
Height: 24 ft 11 in (7.6 m)
Disc area: 4098.1 sq ft (380.48 m²)
Airfoil: NACA 0011 MOD
Empty weight: 23,628 lb (10,740 kg)
Loaded weight: 33,500 lb (15,227 kg)
Useful load: 8,000 lb (3,630 kg)
Max takeoff weight: 42,000 lb (19,100 kg)
Powerplant: 2 × General Electric T64-GE-413 turboshaft, 3,925 shp (2,927 kW) each
Width (stub wings): 28 ft 4 in (8.64 m)
Width (fuselage): 15 ft 6 in (4.7 m)
Rotor systems: 6 blades on main rotor
Performance
Maximum speed: 170 knots (196 mph, 315 km/h)
Cruise speed: 150 kt (173 mph, 278 km/h)
Range: 540 nmi (1,000 km)
Combat radius: 100 mi (160 km) 95 mi
Ferry range: 886 nmi (1,640 km)
Service ceiling: 16,750 ft (5,106 m)
Rate of climb: 2,460 ft/min (12.5 m/s)
Disc loading: 8.95 lb/sq ft ()
Armament
Two door mounted .50 BMG XM218 machine guns. Some have a ramp mounted .50 BMG GAU-21 machine gun.
German CH-53Gs can mount two 7.62 mm MG3 machine guns in the side doors, which are to be replaced by two .50 BMG M3M/GAU-21 machines guns in the doors and one on the ramp.
A few nice JVC Nikon images I found:
New_MAÑANITA…NIKON D40 55-500 068
Image by cotallo-nonocot
New_MAÑANITA…NIKON D40 55-500 009
Image by cotallo-nonocot
Some cool Calendars & Organizers images:
WO2P w/notes
Image by stirwise
DaVinci week-on-two-pages with notes. Was using these for a couple of months until I decided I was running out of room, having to write smaller and smaller to fit it all in.
First publishing!
Image by Guillermo Galan
I sent this photo to a contest and I ended up 4th and the organizers of the contest published a Calendar with all the finalist’s pictures and here is mine!!
Link to the original photo: www.flickr.com/photos/guillegalan/2481420934
A few nice AT&T images I found:
AT&T Park
Image by Laughing Squid
photo by Scott Beale / Laughing Squid
This photo is licensed under a Creative Commons license. If you use this photo within the terms of the license or make special arrangements to use the photo, please list the photo credit as "Scott Beale / Laughing Squid" and link the credit to laughingsquid.com.
AT&T Park
Image by Laughing Squid
photo by Scott Beale / Laughing Squid
This photo is licensed under a Creative Commons license. If you use this photo within the terms of the license or make special arrangements to use the photo, please list the photo credit as "Scott Beale / Laughing Squid" and link the credit to laughingsquid.com.
AT&T Park
Image by Laughing Squid
photo by Scott Beale / Laughing Squid
This photo is licensed under a Creative Commons license. If you use this photo within the terms of the license or make special arrangements to use the photo, please list the photo credit as "Scott Beale / Laughing Squid" and link the credit to laughingsquid.com.
Some cool Epson images:
Epson USA
Image by Parker Michael Knight
Epson USA headquarter is located in Long Beach, California. There, I was a quality assurance technician. I tested Epson’s new models and models in development for printer driver compatibility on multiple platforms of operating systems and peripherals. It was cozy laid back working environment at per hour and hired through temporary agency called Spherion. It was basically slave labor with no benefits. It was quick bucks to make the rent and bills. For me, DeVry University was located adjacent to Epson USA building. So, after work, my drive to evening college classes was a breezy walk in the parking lot.
I HATE YOU DIE DIE DIE EPSON SCUM
Image by Pete Hindle
For Sale. One Scanner. In full working condition, just happens to be useless.
Some cool Sandisk images:
Sandisk Sansa Express
Image by warrenski
The European 1GB edition of the Sandisk Sansa Express USB MP3 player, firmware version 01.01.12e, is shown. The manual talks about certain of these devices having an FM radio – for some reason, the European edition doesn’t ship with this feature, while the American edition does.
I did some digging and discovered that all the devices have the FM radio hardware, but you’ll need to flash the European firmware, replacing it with the American version, to enable the feature. Download the American version of firmware.
Instructions:
1. Download the firmware and unzip the files to your Desktop.
2. You’ll see a file called "StMp3Rec.sys", move this to "C:\windows\system32\drivers\". If you already have this driver, no need to overwrite the files.
3. Put the player in USB mode as follows:
a) Right-click on My Computer then select Properties.
b) In the Hardware tab, click the Device Manager button.
c) Find the Sansa Express device. (It should be in the Windows Portable Devices category)
d) Right click on the device then select Update Driver.
e) Choose "No…", "Install from a list…", and then "Don’t search…".
f) Check the "Show Compatible Hardware" checkbox if it is unchecked.
g) Select "USB Mass Storage Device", click Next, and then click Finish.
4. My device showed up as "G:" in Windows Explorer.
5. Copy everything from the device to a backup folder on your "C:".
Back up everything on your device. The firmware update may delete your files!
6. Open the firmware folder and double click on "SansaExpressUpdater.exe" – a box with a large yellow warning symbol and a progress bar will show the firmware update being applied.
7. Close the updater box once finished and unplug the device from the USB port.
8. Power on the device and check the firmware version in the player’s settings.
SanDisk Extreme III 4GB
Image by code_martial
SanDisk Extreme III 4GB SDHC (SD High Capacity) card. I use it with my Nikon D80.
The PowerShot A630 simply shines in macro mode. With a focusing distance of 1cm, you’d run into any limitation preventing you from taking a close shot except focus distance. This photo has been taken with the lens almost touching the subject.
This kind of a shot would need a dedicated Micro (Macro) lens with a DSLR.
Some cool external components images:
Interface Control Document, External Interfaces
Image by IvanWalsh.com
klariti.com/software-development-lifecycle-templates/inte…
An Interface Control Document (ICD) describes the relationship between system components in terms of data items and messages passed, protocols observed and timing and sequencing of events. Interface control documents are a key element of systems engineering as they define and control the interface(s) of a system, and thereby bound its requirements.
klariti.com/software-development-lifecycle-templates/inte…
Tattle Tales Magazine — Fall Edition 1937 — Mistaken Identity …..item 1..But muffins, sodas, and cups of coffee are still pretty pricey for a government agency (September 20, 2011) …
Image by marsmet523
A doctor and his wife were having a big argument at breakfast. "You aren’t so good in bed neither!", he shouted and stormed off to work. By mid morning, he decided he’d better make amends and called home. "What took you so long to answer?" "I was in bed." "What were you doing in bed this late?" "Getting a second opinion." LOL, yeap that sounds about right to me !!!
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LADIES: FIVE SECRETS TO A PERFECT RELATIONSHIP:
1) Its important to have a man who helps at home, cooks, cleans & has a job
2) Its important to have a man who can make you laugh
3) Its important to have a man you can trust & wants only you
4) Its important to have a man who is good in bed & enjoys being with you
5) Its absolutely vital that these four men dont know each other
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…..item 1)…..website….The Atlantic…Politics… for a Muffin?! A Justice Department Boondoggle
SEP 20 2011, 4:17 PM ET
Yes, hotel food is overpriced. But muffins, sodas, and cups of coffee are still pretty pricey for a government agency — or anyone.
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img code photo…….sweets !!!!!
cdn.theatlantic.com/static/mt/assets/andrew_cohen/muffins…
Flickr/CulinaryHistoriansOfCanada
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www.theatlantic.com/politics/archive/2011/09/-16-for-a-mu…
Well, here is something you don’t see every day.
The Justice Department’s Office of the Inspector General Tuesday released a report blandly titled "Audit of Department of Justice Conference Planning and Food and Beverage Costs." The menu may be tough to digest — it’s 148 pages, after all — but political gourmands of all persuasions are likely to find its main entrees simply delectable, especially since they are being presented for public consumption at a time when official Washington is supposed to be tightening its belt and pushing itself away from the table.
Internal inspectors — from the same office which once upon a time investigated the Justice Department’s role in the 2006 U.S. Attorney scandal — have concluded that mid-level DOJ officials consistently failed in 2008 and 2009 to follow federal guidelines designed to keep food and beverage costs at reasonable rates for government-sponsored conferences. They were taken advantage of, in other words, by private contractors (See? It doesn’t just happen with military contracts). Here from the report is a sample platter of the OIG’s findings:
… DOJ spent about 0,000 (11 percent of costs) on food and beverages at the 10 conferences. All the conferences occurred at major hotels that applied service fees – usually around 20 percent – to the cost of already expensive menu items. Our assessment of food and beverage charges revealed that some DOJ components did not minimize conference costs as required by federal and DOJ guidelines. For example, one conference served muffins while another served Beef Wellington hors d’oeuvres that cost .32 per serving. Coffee and tea at the events cost between .62 and .03 an ounce. At the .03 per-ounce price, an 8-ounce cup of coffee would have cost .24.
It’s a bipartisan mess. Inspectors looked specifically at 10 DOJ conferences in 2008-2009, six during the last year of the Bush Administration, when the Justice Department was led by Michael Mukasey, the former judge selected to replace the hapless Alberto Gonzales as attorney general. They also looked at four conferences during the first year of the Obama Administration, when the Department was led, as it is today, by Attorney General Eric Holder. Alas, it will be Holder who will have to answer the inevitable questions and deflect the inevitable comparisons. "Let them eat cake? How about letting them eat a muffin?"
At places all over the country and the world, the conferences took place after the Justice Department had been warned by the OIG in 2007 that there was too little oversight over food and beverage costs. Investigators determined, for example, that the DOJ "spent 0,000 (14 percent of costs) to hire training and technical assistance providers as external event planners for 5 of the 10 conferences reviewed. This was done without demonstrating that these firms offered the most cost effective logistical event planning services. Further, these event planners did not accurately track and report conference expenditures."
Here’s another taste of what’s in the new OIG report:
… conference attendees received Cracker Jacks, popcorn, and candy bars at a single break that cost per person, including service charges and indirect costs… [There was also] a "deluxe" ice cream assortment that cost per person including service charges and indirect costs… When one event planner applied an approved 15-percent indirect cost rate to the price of food and beverages at a conference, the cost of one soda increased from .84 to .57.
Hotel food is notoriously expensive. But talk about your stimulus package! All this time "event planning" has been the "winning" formula to get America working again. Someone, quick, tell Anthony "A.J" Soprano! Unsurprisingly, the report concludes that the event planners and others responsible for charging these prices ("components," they are cryptically called in the report) were "unable to provide adequate justifications for the expensive food and beverages." The OIG concedes that some of the conferences were planned before new cost directives were put into place in April 2008. But investigators also say they
remain concerned that not all components will take into account service fees, taxes, and indirect costs when deciding what food and beverages — if any — should be served at a DOJ conference. In our opinion, the lack of documentation we found regarding the necessity of costly food and beverage items indicated that not all sponsors were seriously questioning the need for expensive meals and refreshments at their events.
The Justice Department will say this is old news and that it has done much more since 2009 to reduce these costs. And Congressional Republicans and the GOP presidential candidates will likely use the report to take pot shots at Eric Holder and President Barack Obama for wasteful government spending. Perhaps the only appetizing "component" of this meal is that copies of Michael Kinsley’s under-appreciated book "Curse of the Giant Muffins and Other Washington Maladies" now likely will soar. In fact, I hear the Justice Department just bought a few copies at 5 each.
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Some cool Celestron images:
Celestron Schmidt-Cassegrain Telescope
Image by Mr. T in DC
Celestron Schmidt-Cassegrain reflector telescope, I think 11", set up by the National Capital Astronomers, at the Rock Creek Park Nature Center in Washington, DC. This one was set up for astrophotography, with a Canon EOS 50D attached with an adapter, and a Canon AE-1 film camera piggyback mounted on the tube with a 50mm prime lens. The owner aimed it at some distant trees, to show how it can be used as a very expensive and large telephoto lens, that inverts the subject.
Celestron FirstScope
Image by secretagent007
I shot this image of the moon during the early morning hours before dawn on January 15, 2012. The telescope is a Celestron FirstScope, purchased for .00 at B&H Photo.
I attached a Meade 32mm lens to a Sony 7 megapixel digital camera to capture the image. Photoshop Elements 9.0 and iPhoto were used to enhance contrast and details.
Celestron 15×70 SkyMaster
Image by frank3.0
My friend Kristen (of MOD Dance Party fame) mentioned that she was hauling out here telescope down in New Orleans to look at Jupiter and its moons. They are in pretty spectacular alignment right now. This inspired me to get my Celestron Skymaster 15×70 astronomical binoculars out. They were bought on a whim one day when Amazon had them on sale. It remains one of the best bargain purchases I have ever made and they are still available for under . These babies wont let you down, perfect for birders, sky nerds and peeping toms!
Of course, I can’t hook my camera up to them but by employing my macro lens I could zoom in on the image coming through the viewer. It was sort of warped and certainly imperfect but I thought the effect was kind of cool. None of the shots were that remarkable on their own so I decided to put them through some noise filtering software (all hail Noise Ninja) then through Toycamera Analogcolor, a fun, super-stripped down Japanese toy-camera sim. Behold the results. It beats sitting in front of the TV on a Sunday night and was my first use of my newly repaired deck. I particularly like the shot of our Moon as seen through the binoculars and as viewed by the naked eye. As usual, I welcome and appreciate your comments. Did you do anything fun this weekend, cook something great, perform some act of embarrassing drunken vandalism? Tell me all about it!
Check out more at my blog, Lemons and Beans, for lots of photos, recipes, travel writing and more.
Check out these Home Security Systems images:
aafad 33/365 home security system
Image by lamont_cranston
well, it beats an alarm or a guard dog, i guess?
Programmable Home Security Alarm System
Image by Dilshan R Jayakody
Programmable Home Security Alarm System at the testing phase
Check out these Green Electronics images:
Greenpeace Guide to Greener Electronics
Image by Jeremy Toeman
Cebit: Greenpeace Press Conference at Day 2
Image by Jan Michael Ihl
www.greenpeace.org/electronics
Check out these InFocus images:
infocus trees 1 of 2
Image by harry harris
When the R1 is playing ball, it’s a star. These are crisp and perfectly exposed. Which is more than you can say for the other 22.
Earlham Cemetery, Norwich
infocus trees 2 of 2
Image by harry harris
When the R1 is playing ball, it’s a star. These are crisp and perfectly exposed. Which is more than you can say for the other 22.
Earlham Cemetery, Norwich
InFocus – DEMO Spring 2011 Sponsor
Image by The DEMO Conference
Check out these ERICSSON images:
Sony Ericsson Cedar
Image by 3 Sverige
Sony Ericsson Cedar
Sony Ericsson Cedar
Image by 3 Sverige
Sony Ericsson Cedar
Sony Ericsson’s MBS 100 in the Bathroom
Image by martin.linkov
The Sony Ericsson’s MBS 100 Portable Wireless speaker is great for when washing your teeth or taking a shower 
Check out these tablets images:
Tablet sleeve closeup
Image by sjunnesson
A tablet sleeve I designed and made for my Galaxy Tab 10.1
It is made in 100% wool and sewn with hemp thread.
Tablet re-design
Image by deivisondesouza
Genius Tablet 6×8
Photoshop cs4.
A few nice warranties images I found:
Pennsylvania Vacuum Cup Tires ad 2
Image by Thoth, God of Knowledge
Pennsylvania
VACUUM CUP
TIRES
FOR those emergencies which must be anticipated in motoring, there is opportunity for sound strategy in choosing reserve tire equipment.
Once selected as "spares," Vacuum Cup Tires become regular equipment as a matter of course.
The tread of massive Vacuum Cups is the only tread guaranteed not to skid on oil-treacherous, water-wet pavements.
In the matter of economy, Vacuum Cup Tires are sold at approximately the same price as ordinary 3,500 mile tires, and at much less than any other make carrying equal mileage surety.
They also offer a definite certainty of greater mileage. Vacuum Cup Tires usually roll up a generous excess over what they are guaranteed for — per warranty tag —
6,000 Miles
Makers of Auto Tube "Ton Tested"
PENNSYLVANIA RUBBER COMPANY
Jeannette, Pa.
Direct Factory Branches and Service Agencies
Throughout the United States and Canada
Member Jeannette War Service Union
Pennsylvania Vacuum Cup Tires ad
Image by Thoth, God of Knowledge
EVERY time your car skids there is a double waste — the gasoline consumed in righting it and the developed power of the engine.
It is an engineering fact that the tread of massive Vacuum Cups on every Vacuum Cup Tire, by firmly gripping the pavement, saves gasoline and definitely climinates wasteful skids by utilizing every ounce of a motor’s developed power.
The Vacuum Cup tread is the only tread guaranteed not to skid on wet, slippery pavements.
Vacuum Cups grip the surface at any speed. Each Cup, as it is pressed against the pavement by the car’s weight, is sealed with vacuum suction. This seal is broken only by the forward rolling of the tire gently lifting the Cup edgewise and releasing the vacuum. As a number of Cups always exert a simultaneous grip, there is not a moment you are not immune from the dangers and waste of skidding.
This same principle of releasing the Cups edgewise also prevents loss of power and speed retardation, the gasoline consumption being no greater than with other tires of equal thickness and weight.
Vacuum Cup Tires are sold at approximately the cost of ordinary 3,500 mile tires and at much less than any other make carrying equal mileage surely.
They are guaranteed — per warranty tag — for
6,000 Miles
Makers of Auto Tube "Ton Tested"
PENNSYLVANIA RUBBER COMPANY
Jeannette, Pa.
Direct Factory Branches and Service Agencies
Throughout the United States and Canada
Member Jeannette War Service Union
Pennsylvania
VACUUM CUP
TIRES
How the cups operate to prevent skidding with no resistance to forward speed.
1. Contact
2. Pressure
3. Seal
4. Suction
5. Grip
6. Edge release
7. Disengagement
Warranty Voider Magnetic accessory
Image by kentkb
Here is the Warranty Voider with Magnetic accessory holding up its big brother "the Wave" that must weigh 1/4 lbs.
This photo is licensed under a Creative Commons license. If you use this photo, please list the photo credit as "Kent K. Barnes / kentkb" and link the credit to
www.kentkb.com.
