Sun, 16 Nov 2008 10:48:24 GMTA Place for Military machineshttp://www.military-machine.com/enCopyright 2008, SuperbaseMon, 17 Nov 2008 13:38:00 GMThttp://item.feedsky.com/~feedsky/Superbase/~7125132/138292785/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1637<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Modelling/Model Magazine International 03 2005.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">I've always figured jumping around the instruction sheet keeps things interesting when constructing a model kit. However, I did follow standard operating procedures and started with the cockpits. The Cutting Edge instructions for the cockpit set tell you to remove the fuselage float and the kit cowling, which is fine. Just make sure you are actually going to use the replacement resin sets for those parts before following the directions perhaps a clever ploy to get you to buy the two other resin sets..? You will have to remove all the bumps and such from inside the fuselage, as well as the moulded-in instrument panel. Obviously, test fitting is the name of the game here, with two cockpit tubs and two bulkheads to properly align. The excellent Cutting Edge instructions clearly lead you through the procedure. One place I did deviate from the instructions was the attachment of the rear front cockpit bulkhead. The instructions would have you first glue the bulkhead into one-half of the fuselage and then build onto it. I felt doing this would eliminate any possibility of later adjustment of the tub position, so I attached the rear bulkhead to the tub and glued the assembly in as one piece. I felt the instruction for placement of the resin instrument panel to be a bit vague and decided to attach it to the front bulkhead. However, it turned out this caused the instrument panel to be set back a few millimetres too far. I would recommend placing spacers between the bulkhead and the instrument panel in order to get the proper placement. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/161440926/Model_Magazine_International_03_2005.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>ModellingSun, 16 Nov 2008 18:48:24 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1637Admin <null@null.com>http://www.military-machine.com/article.asp?id=1637http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292785/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292786/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1636<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Modelling/FineScale Modeler 11 1998.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The MiG-21 has been produced in greater numbers than any other jet fighter - more than 10,000 - and its unlikely that mark will ever be eclipsed. It is also one of the most widely used fighters ever, and while no longer state-of-the-art, Fishbeds will serve with several air forces well into the 21st century. The Academy release can represent an early or late version of the MiG-21PF. The parts feature finely engraved panel lines and good detail. Several parts aren't used in this kit, indicating common molding sprues and parts for future editions. Decals in this kit provide markings tor Chinese, Egyptian, North Vietnamese, and Sonet machines. I chose the Egyptian aircraft because of its attractive camouflage scheme. Assembly following the 10-page instructions is straightforward. The cockpit and ejection-seat detailing is adequate tor the scale. Instead of the recommended "blue grav" for the interior, I used Testors new Model Master II USSR interior blue-green, then painted the seat gray and black. Add weight to the nose cone, then paint it dark green before inserting it into the fuselage. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/161424234/FineScale_Modeler_11_1998.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>ModellingSun, 16 Nov 2008 18:45:03 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1636Admin <null@null.com>http://www.military-machine.com/article.asp?id=1636http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292786/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292787/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1635<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Else/Signal.2007.04.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">Combined Joint Task Force 76 soldiers are turning to simulation to help them survive high-mobility multipurpose wheeled vehicle (HMMWV) rollovers. The U.S. Army is using the HMMWV Egress Assistance Trainer (HEAT) to train warfighters in Afghanistan about how to react when their vehicle starts to roll over. HEAT comprises both computer simulations and mechanical simulators to train deployed soldiers for situations they are likely to face while away from camp. The trainer is a full-scale mock-up of a HMMWV that helps warfighters recognize the angle at which the vehicle will roll. In the past year, 16 of the 17 HMMWV-accident-related deaths were the result of rollovers. According to David Henderson, safety director, Combined Joint Task Force 76, the technology offers students a valuable experience they cannot get from classroom training alone. "Soldiers can rehearse rollover drills anytime they want," he states. "What I can't do is get that feel of the point of no return. The biggest advantage of this [trainer] is that it gives me the means to replicate exactly what's going to happen so they learn to not panic." </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/161199405/Signal.2007.04.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>ElseSun, 16 Nov 2008 18:41:19 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1635Admin <null@null.com>http://www.military-machine.com/article.asp?id=1635http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292787/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292788/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1634<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Aviation/P-61 Black Widow Units Of World War 2.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">It took 15 P-61 airframes to develop, test and start production of the Black Widow. There were two XP-6ls built, followed by thirteen YP-61s, and all of these aircraft were put through a very complicated test and evaluation regime. Nothing was left to chance by the test teams at Eglin Field. The need for the aircraft, and the optimism displayed by Northrop and the Air Corps, saw the Black Widow put into production before the final tests had been completed, resulting in several modifications being made to early production models on the assembly line. Some 200 P-61 As were manufactured, followed by 450 P-6lBs. The latter had most, if not all, of the 'bugs' worked out of the aircraft, and they would do an outstanding job until war's end. The C-model was in production when World War 2 ended, and none saw service outside of the USA. Northrop was well on its way to developing a long-range fighter escort for the B-29s bombing Japan when the surrender was announced, and work on the stillborn design, plus production of the P-61C, was immediately stopped in the wake of VJ-Day. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/161387884/P-61_Black_Widow_Units_Of_World_War_2.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>AviationSun, 16 Nov 2008 18:38:35 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1634Admin <null@null.com>http://www.military-machine.com/article.asp?id=1634http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292788/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292789/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1633<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Aviation/Mosquito Fighter Fighter-Bomber Units of World War 2.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">On 21 June 1941 the Air Ministry ordered five prototype Mosquitoes (one bomber, one PR and three fighters), 19 PR models and 176 fighters. No 157 Sqn, which reformed at Debden, in Essex, on 3 December 1941 under the leadership of Wg Cdr Gordon Slade, became the first to operate the Mosquito nightfighter. On 17 January 1942, the unit took delivery of its first T III trainer, bv which time it had moved north to Castle Camps, in Cambridgeshire, to begin working up on the new fighter. Deliveries of Mosquitoes were slow, and only l4 NF IIs had arrived by the end of March 1942. Six more arrived in mid-April, although three of these were not fitted with complete AI radar sets, and only seven crews had been trained to fly the aircraft up to this point. The situation was the same at Wittering, where No 151 Sqn, led by Wg Cdr Irving Stanley Smith DFC, RNZAF, was re-equipping with NF IIs after having operated firstly Defiants, then Turbinlight Havocs. 'A' Flight had received DD608 on 6 April, but for the time being 'B' Flight would have to wait. The need for radar-equipped nightfighters had become a matter of great urgency in the wake of the Luftwaffe commencing its series of Baedeker raids against British cities of historic or aesthetic importance. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/161444236/Mosquito_Fighter_Fighter-Bomber_Units_of_World_War_2.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>AviationSun, 16 Nov 2008 18:34:39 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1633Admin <null@null.com>http://www.military-machine.com/article.asp?id=1633http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292789/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292790/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1632<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Aviation/Bristol F 2 Fighter Aces of WW1.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The Bristol Fighter's genesis began in 1916, when the Royal Flying Corps (RFC) began seeking a reconnaissance aeroplane to replace the all-too-stable and painfully vulnerable BE. 2c. The Royal Aircraft Factory, which treated the BE, responded with the RE 8, whose principal improvement was to exchange the pilot's and observer's positions, giving the latter a vastly improved field of fire for his Scarff ring-mounted 0.303-in Lewis machine gun than he had had sitting amid the wings, struts and wires of the BE2c. Meanwhile, at British Aeroplane Ltd in Bristol, its chief engineer, Frank Sowter Barnwell, also offered a replacement in the form of the R 2A, which featured a fuselage raised above the lower wing by struts in order to improve the pilot's view over the upper wing. A revised version of the Bristol design with unequal-span wings and a 150-hp V8 Hispano-Suiza engine was designated the R 2B, but it was quickly superseded by another variant with equal-span wings and a new 190-hp Rolls-Royce Falcon 1 V12 engine. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/161218241/Bristol_F_2_Fighter_Aces_of_WW1.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>AviationSun, 16 Nov 2008 18:33:20 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1632Admin <null@null.com>http://www.military-machine.com/article.asp?id=1632http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292790/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292791/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1631<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Aviation/B-1B Bomber.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">ALTHOUGH at first glance more or less identical in outward appearance to the B-lA prototypes, the B-1B is actually very different. This is perhaps best exemplified by the fad that it is considerably heavier, tipping the scales when fully "grossed-out" at no less than 477,00011) (216,365kg), compared to the 395,0001b (179, 170kg) maximum take-off weight of the B-1A. Even more remarkable is the fact that virtually all of this massive 82,000lb (37,195kg) weight increase relates to payload: fuel and/or weapons carriage capacity rose quite dramatically al little penalty in terms of basic empty weight. Naturally, some structural strengthening was required so that the revamped bomber could cope with increased loadings. This was mainly confined to the undercarriage units which were "heefed up" quite significantly, but such changes were mostly compensated tor by weight-saving in other areas. As part of the redesign effort which resulted in the B-1B, it was decided, as far as possible, to take full advantage of recent technological advances which offered every prospect of reducing the B-lBs radar cross section (RCS) or radar "signature" by a quite significant degree. This, in turn, would further limit the chances of detection and, in consequence, enhance its penetration capability and likelihood of survival when operating in hostile airspace. There were a number of ways in which this was achieved. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/161397115/B-1B_Bomber.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>AviationSun, 16 Nov 2008 18:20:47 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1631Admin <null@null.com>http://www.military-machine.com/article.asp?id=1631http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292791/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292792/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1630<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Aviation/Взлёт 04 2008.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">С середины 1960-х гг. СССР, а затем и Россия, занимает одно из ведущих мест в мире по созданию жидкостных ракетных двигателей. А что касается разработки и производства мощных ЖРД на углеводородных ракетных топливах, то наша страна-бесспорный мировой лидер. Разработкой и производством ЖРД заняты десятки отечественных организаций и предприятий, однако проектирование ЖРД большой тяги (более 2 тс) осуществляют всего несколько головных конструкторских бюро: НПО «Энергомаш» им. академика ВЛ. Глушко, КБ химической автоматики им. С.А. Косберга, КБ химического машиностроения им. А.М. Исаева, РКК «Энергия» им. академика СП. Королева, Самарский научно-технический комплекс им. академика ИД. Кузнецова. Игорь Афанасьев и Дмитрий Воронцов предлагают вниманию читателей обзор современных российских разработок в области ракетного двигателестроения, в котором приводятся основные сведения по актуальным на сегодня образцам отечественных ЖРД большой тяги, т.е. тем из них, что производятся серийно, либо находятся в опытной отработке </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/161211108/_________ae_04_2008.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>AviationSun, 16 Nov 2008 18:12:56 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1630Admin <null@null.com>http://www.military-machine.com/article.asp?id=1630http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292792/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292793/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1629<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Warship/British Submarines of World War I.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The contribution that British submarines made to the Allied war effort in 1914-18 far outstripped any expectation that would have been made of it at the outset of the war. Small in size and primarily made up of obsolete designs, the Royal Navy Submarine Service grew in strength and confidence as the war progressed, and, when given the right operating conditions, was able to yield some important successes. In the Baltic the crucial iron ore trade between Germany and Sweden was all but curtailed by no more than five British submarines. The small Baltic flotilla also largely interrupted the activities of the German High Seas Fleet in this sector and claimed two important surface units. The Submarine Service won four Victoria Crosses - Britain's highest award for gallantry - in the Dardanelles. In so doing it almost wiped out the Turkish Navy and halved its Merchant Marine. The contribution of so few submarines to such an achievement stands in stark contrast to the losses on land during the campaign. In home waters British submarines were used in a largely defensive role until late in the war, when their capability as an anti-V-boat weapon brought a steady stream of successes from 1917 to 1918. Nevertheless, constant patrolling of the Bight of Heligoland brought several encounters with the High Seas Fleet, where several larger enemy warships were damaged. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/159713468/British_Submarines_of_World_War_I.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>WarshipSun, 02 Nov 2008 11:37:31 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1629Admin <null@null.com>http://www.military-machine.com/article.asp?id=1629http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292793/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292794/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1628<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Aviation/Взлёт 01-02 2008.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">Главным событием прошедшей в начале декабря минувшего года международной авиационно-космической выставки LIМА 2007 на малазийском острове Лангкави стала презентация первых строевых истребителей Су-ЗОМКМ, недавно вошедших в состав Королевских ВВС Малайзии. Поставки этих самолетов заказчику начались прошлым летом. Одновременно под руководством российских летчиков-инструкторов на месте базирования истребителей, которым был выбран аэродром Гонг Кедак в трех сотнях километров к северу от столицы страны Куала-Лумпура, прошла подготовку лидерная группа малазийских пилотов. Именно они и представили Су-ЗОМКМ на выставке. Несмотря на то, что летать на совершенно новом для них типе самолета малазийские летчики начали всего за несколько месяцев до ЫМА 2007, их выступления в небе над Лангкави не могли оставить равнодушными даже специалистов. Малазийцы в полной мере овладели выдающимися маневренными способностями Су-ЗОМКМ и демонстрировали на нем практически такой же пилотажный комплекс, какой можно видеть разве что на московском авиасалоне МАКС в исполнении летчиков-испытателей «ОКБ Сухого». Публичный международный дебют серийных Су-ЗОМКМ стал хорошим поводом поближе познакомиться с особенностями самолетов, а заодно узнать у освоивших их малазийских летчиков впечатления о новой для них авиационной технике и перспективах Су-ЗОМКМ в Малайзии. Обо всем этом - в репортаже с Лангкави Андрея Фомина </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/159707354/_________ae_01-02_2008.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>AviationSun, 02 Nov 2008 11:35:18 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1628Admin <null@null.com>http://www.military-machine.com/article.asp?id=1628http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292794/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292795/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1627<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Aviation/Early German Aces of World War I.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">When Germany entered World War 1 in August 1914, its young air service - the Fliegertruppe - was equipped primarily with two-seater aircraft whose purpose was entirely that ofreconnaissance. One Feldflieger Abteilung (field aviation unit) was allotted to every one of the eight Army Headquarters, and one to each of the 25 regular Corps HQs as well. In the war's initial months, the skies were relatively empty, and encounters with hostile aircraft were rare. This was just as well, for German two-seaters were unarmed, save for the occasional revolvers and rifles carried by the aircrew. By early 1915, as the trench lines began to solidify and aerial activity intensified near the frontlines, meetings between aeroplanes from opposite sides gradually increased. By that time a number of Allied 'pusher' aircraft were armed with light machine guns of the Hotchkiss or superb Lewis variety, and German crew members consequently upgraded their own armament with carbines and even the occasional captured Allied machine gun. There had initially been no German model of a machine gun light enough for aerial use, and although examples of the new Parabellum LMG14 and the Bergmann LMG slowly began to reach aviation units in early 1915, numbers remained insufficient for widespread fitment to aircraft in the frontline. By April 1915 the first examples of the new C type of German twoseater, armed with a Parabellum gun in the rear cockpit and powered by engines of 150 to 180 horsepower, made their appearance at the front in the form of the Albatros C I. This was soon followed by the LVG C I and C II. These sturdy, powerful aircraft were fitted with a rotatable turret for the observer's machine gun, which became the standard configuration for German two-seaters for some time to come.</font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/159739115/Early_German_Aces_of_World_War_I.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>AviationSun, 02 Nov 2008 11:31:53 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1627Admin <null@null.com>http://www.military-machine.com/article.asp?id=1627http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292795/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292796/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1626<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/History/US Marine Corps Raider 1942-43.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The Marine Corps' leadership wanted no part of the guerrilla role, and countered that amphibious raiding was one of the Corps' traditional roles. The commander-in-chief, of course, prevailed. The Marines organized Raider battalions, but they lasted less than two years. In the final analysis they fought primarily as elite infantry rather than in their intended roles. No one ever questioned the courage, tenacity, or professionalism of the Raiders. Six decades later several units lay unofficial claim to the legacy of the Raiders, the martial arts training center of the dorps' traditional home base at Quantico, Virginia, is named Raider Hall, and the symbols and ethos of the Raiders live on in Marine Detachment One, Special Operations Command (SOC). The account of the Raider experience in this book will primarily locus upon two fictional, composite characters, Erik Andersen and Jake Rosen. The details of their lives, from their recruitment through to battle, are whollv accurate and based on true accounts. The text will be supported by first-hand accounts from real-life Raiders Ervin Kaplan, Brian Quirk, and Ken McCullough. All other named persons (apart from Drill Instructors Caulfield and Tompkins) are real. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/159698166/US_Marine_Corps_Raider_1942-43.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>HistorySun, 02 Nov 2008 11:26:04 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1626Admin <null@null.com>http://www.military-machine.com/article.asp?id=1626http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292796/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292797/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1625<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/History/US Helicopter Pilot in Vietnam.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">Universal military service - conscription, or the draft - was a key source of personnel for the US Army during the Vietnam War. All qualified males registered at age 18 and were eligible for conscription, barring deferments and exemptions, until age 27. Contrary to popular belief, the majority of the personnel enlisted in the Army were volunteers. The particulars of the Army conscription and recruiting system and requirements for service are discussed in detail in Osprey Warrior 98, US Army Infantryman in Vietnam 1965-73. The road to becoming an Army aviator - a helicopter pilot, "rotor head," or "flyboy" - was somewhat different from other career fields. Most helicopter pilots and the few Army fixed-wing types were warrant officers (WO), a special category of specialty officers. Aviation WOs were different from technician WOs and underwent a much different career path and training. Commissioned officers were also rated aviators, but they held command positions and rotated in and out of aviation units to assignments in their parent branch's units. Pilots, whether fixed- or rotary-wing, in all other US armed services were commissioned officers. This was impractical for the Army, which needed pilots in the thousands - more helicopter pilots than all the other armed services combined. Commissioned officers, regardless of service, were required to possess college degrees, although there were a small number of exceptions. Of course, not all college graduates possessed the necessary intelligence levels, physical standards, and other requirements to be commissioned. Of that group only a relatively small percentage were qualified to become aircraft pilots. Many of those joined the Air Force, Navy, and Marines to fly high-performance jet fighters and bombers. These pilots could remain in the service for an exciting and fulfilling aviation career or look forward to a lucrative career in the commercial airline industry. Comparatively few of these individuals would be attracted to flying clattering helicopters loaded with grubby infantrymen into machine-gun-swept jungle clearings. Why fly a slow-moving helicopter gunship at treetop level dodging rifle fire when one could make victory rolls at supersonic speeds? </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/159670379/US_Helicopter_Pilot_in_Vietnam.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>HistorySun, 02 Nov 2008 11:19:01 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1625Admin <null@null.com>http://www.military-machine.com/article.asp?id=1625http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292797/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292798/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1624<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Else/Signal.2007.02.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The National Communications System (NCS) created GETS and the WPS in response to a White House tasking to provide federal, state and local officials, as well as other authorized personnel associated with national security and emergency preparedness (NS/EP) missions, with the means of obtaining priority in placing telephone calls via the public switched telephone network (PSTN) during times of emergency or when the telephone network is otherwise congested. NCS NS/EP communications services provide emergency access and priority processing in the local and long distance segments of the public switched wireline and wireless networks. The NCS uses these NS/EP priority schemes in emergency or crisis situations during which the probability of completing a call over normal or other telecommunication means has significantly decreased due to congestion or network damage. The NCS contracts with commercial wireline and wireless telephony carriers and with network equipment vendors to provide GETS and WPS priority capabilities in these networks. But the NCS—part of the U.S. Department of Homeland Security's Preparedness Directorate—also is taking advantage of new technology to design, test and prepare for future challenges in emergency communications programs. With public, circuit-switched telephony networks migrating to Internet protocol (IP)-based packet infrastructure, the NCS has embarked on an effort to enable these priority capabilities to the packet-network environment of the evolving next-generation networks, or NGN. 'These efforts not only address voice telephony but also take advantage of the high bandwidths offered by the NGN to define additional session-based priority telecommunications services such as video teleconferencing over IP networks," says Frank Suraci, technical director for GETS and the WPS and a member of the NCS Technology and Programs Division. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/159728357/Signal.2007.02.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>ElseSun, 02 Nov 2008 11:12:54 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1624Admin <null@null.com>http://www.military-machine.com/article.asp?id=1624http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292798/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292799/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1623<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Modelling/Tamiya Model Magazine 101.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The Olive Green camouflage colour was chipped first with the Sand colour, then with the Russian Green. Some of the Sand coloured chips have Russian Green chips underneath them. All of the chips & scratches were applied to heavy use areas using a very fine brush. The final chip colour was a dark Rust colour, which was applied just on the corners & edges of parts. This process was very tedious and time consuming, but necessary for realism. Now the model was very dynamic with colour, but still not quite realistic to me. The final weathering step was to make it dirty. The Egyptians used their SA-6 in a desert environment, and they used it heavily during the war. When the missile fired, it kicked-up an enormous amount of dust. When the vehicle drove at speed, it also kicked-up lots of dust. So I added lots of dust! This was done by first airbrushing a very thin layer mixed from Tamiya Buff & Desert Yellow overall. concentrating more on the lower areas around the wheels & tracks, and also the rear plate. At first this frightened me because it removed the harsh richness of the colours I worked so hard to apply before. Later, after looking at it for an hour or so, I got adjusted to the appearance. Finally I added more concentrated dust to the corners & recesses along the upper surfaces. This was done by mixing MIG Productions pigment colours until I found the shade I was looking for, then mixing it with some water. I brushed this 'wash' into the areas that I needed concentrated dust. In less than an hour all dust was dry. Naturally some dust was deposited in undesirable places, but it was easily blended out with a clean, dry brush. Finally, a few heavy use areas were lightly rubbed with graphite to bring a polished steel effect. As the SA-6 was a new vehicle in Egyptian service, I tried not to overdo this. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/159733320/Tamiya_Model_Magazine_101.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>HistorySun, 02 Nov 2008 11:08:16 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1623Admin <null@null.com>http://www.military-machine.com/article.asp?id=1623http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292799/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292800/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1622<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Modelling/FineScale Modeler 10 1998.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The instructions consist of a short narrative, rough exploded-view drawing, tail-marking sketches, and several drawings that show details of the landing gear, seat, and antennas. Study the instructions and evaluate the work needed on the parts. I treated the plastic parts as though they came from a vacuum-formed kit - I sanded the mating surfaces of each on 320-grit wet-or-dry sandpaper. Once the edges were smoothed, the fit was generally good. However, I had to fill a large gap on a short section of the top fuselage seam. The intakes fit poorly, and the structure of the main gear well won't fit in the fuselage unless you enlarge the bay opening. There are no locators on the wings tor the super pods, so study drawings and ref-erences before gluing them. The noses of the super pods on the U-2R I modeled had large flattened areas not featured in the parts. I carefully leaned the pods against a clothes iron to produce the flat spots, then cleaned up the edges with sandpaper. To ensure the model would sit on all tour gears, I super glued the main and tail struts and wheels in place, drilled holes in the wings, inserted the outrigger "pogos," then tack glued the wings to the fuselage while resting the model on a flat surface. When all was set, I reinforced the wing/ fuselage joints with super glue, which also filled the gaps. The vacuum-formed canopy fit well. The antenna farm so distinctive of late U-2s is not provided, but the instructions' diagrams tell part of the story. I borrowed a 1/48 scale resin antenna set from Cutting Edge, laid the parts on a reducing copier, and shot a 66.7 percent copy. I used these shapes to make antennas from .015" sheet styrene, then followed the Cutting Edge instructions to locate the antennas. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/159726174/FineScale_Modeler_10_1998.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>ModellingSun, 02 Nov 2008 10:08:08 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1622Admin <null@null.com>http://www.military-machine.com/article.asp?id=1622http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292800/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292801/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1621<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Modelling/Tamiya Model Magazine 100.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The word 'Humvee' is on the way to become a generic name, rather like its predecessor, the WW2 Jeep. Both words are adapted from abbreviations - GP (General Purpose) for the Jeep, and much less catchy HMMWV (High Mobility Wheeled Vehicle) for the Humvee. The civilian version sold by AM General is called Hummer, perhaps a little easier to pronounce! The Humvee entered service with the US Army in 1985, and has seen extensive use in action around the globe since then, including both Gulf Wars and the Balkans - true tests of the vehicle's abilities. Many versions have been manufactured, from basic troop/cargo carriers to specialist adaptations such as the anti-tank M966 TOW launcher and Avenger antiaircraft system. Tamiya have offered a Humvee in the Military Miniatures Series, the M242 with Bushmaster cannon, but this was basically the Italeri kit with modifications, and was showing its age a little. Now we have a completely new kit of the Humvee, and a different version in the form of the M1025 armament carrier. The model is broken down into the main structural components rather like the real thing, with individual ladder chassis, suspension, body tub, hood and roof. No engine is included, so in the style of Tamiya's 1:24 cars we have sump and gearbox detail visible from below, plus a radiator that can be seen from above, but nothing in betweea This undoubtedly keeps the kit price down, but it would have been nice to have a powerplant in the style of the Jeep and GMC truck. I am sure that aftermarket producers will follow up with a resin engine fairly soon. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/154942704/Tamiya_Model_Magazine_100.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>ModellingThu, 23 Oct 2008 21:43:09 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1621Admin <null@null.com>http://www.military-machine.com/article.asp?id=1621http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292801/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292802/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1620<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Modelling/FineScale Modeler 1998 09.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The instructions include a brief history, 14 assembly steps, and a Tamiya color list. One problem here: The top color is described as USAF light gray; it should be Light Gull Gray (FS 36440). Parts fit is excellent - sometimes even too snug. The main part of the fuselage is split horizontally with the upper and lower wing panels, while the forward fuselage is split vertically. This seam inside the small vent on top of the turtle deck behind the canopy is difficult to fill. followed the instruction assembly sequence, but left off the stores, landing gear, and canopy until all the painting and decaling were done. The directions to paint gunmetal on the turbine fan on the front of part A33 in step 5 comes too late, as you've already painted that part white in step 4 - a reminder to study the plans carefully before beginning. It you choose to told the wings and raise the slats, you must cut a few tabs from the wings. The tail-bumper wheel can be posed down to keep the model on its nose gear. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/154971535/FineScale_Modeler_1998_09.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>ModellingThu, 23 Oct 2008 21:37:22 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1620Admin <null@null.com>http://www.military-machine.com/article.asp?id=1620http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292802/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292803/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1619<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Aviation/Jagdgeschwader 51 - 'Molders'.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">Many of the early fighter pilots- both Allied and enemy, who survived World War I subsequently went on to serve their countries once again in World War 2. Most of those who chose, and were selected, to remain in the services during the intervening years (which, for the German veterans, would mean first being accepted into the 100,000-man standing army permitted by the post-World War 1 Treaty of Versailles, and then transferring to the covert air arm of the Weimar Republic before the emergence of the Luftwaffe proper in 1935) had risen to high rank and positions of authority, and command, by the outbreak of World War 2. In contrast, the majority of those who had opted, or had been obliged, to return to civilian life in the aftermath of the first conflict, but who then answered their country's call to arms by rejoining the ranks upon the outbreak of fresh hostilities in September 1939, often fought their second war from behind humbler desks. Very few from either category managed to get back on operations and fly combat missions in both world wars. Fewer still claimed ace status in both conflicts, and were honoured in each with the highest decoration their nation could then bestow. One such, however, was Theodor Osterkamp. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/154982276/Jagdgeschwader_51_-__Molders_.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>AviationThu, 23 Oct 2008 21:34:20 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1619Admin <null@null.com>http://www.military-machine.com/article.asp?id=1619http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292803/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292804/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1618<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Aviation/Take-off 07 2006.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The first pre-production Su-80GP 30-seat multirole turboprop convertible passenger/transport ait-craft (c/n 01-05) made its maiden flight at the KnAAPO airfield in Komsomolsk-on-Amur at 10.08 Moscow time on 29 June 2006. The 61-minute long maiden flight was carried out by Sukhoi Design Bureau test pilots Yury Vashchuk and Alexey Lilye. The ground control was exercised by Hero of Russia, Sukhoi Design Bureau chief test pilot Igor Votintsev and Chief Designer, Su-80 project manager Gennady Litvinov, while Sukhoi Design Bureau Designer General Mikhail Simonov carried out the overall supervision of the tests. The flight was conducted as scheduled, and the flight crew emphasised good controllability of the new aircraft. As is known, the first Su-80 flight-test prototype (c/n 01-02, registration number RA-82911) has been undergoing flight tests in Zhukovsky outside Moscow since September 2001. Another aircraft (c/n 01-01) underwent a series of static bench tests at the Siberian Aviation Research and Development Institute (SibNIA), and aircraft c/n 01-03 was submitted to the mock-up commission for examination. The development and the first stage of tests resulted in a drastic modification of Ihe aircraft's design. The fuselage in front of the centre wing section became 1.4 m longer, the tail unit was modified, and a number of improvements were introduced into the aircraft control system and the loading ramp. These modifications were for the first time introduced into prototype c/n 01-04. sent to the SibNIA for another round of bench tests in December 2004, as well as follow-up flight-test prototypes. manufactured by KnAAPO. Aircraft c/n 01-05. which is also the second Su-80 flight-test prototype and the first pre-production prototype, became the first such aircraft. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/154924608/Take-off_07_2006.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>AviationThu, 23 Oct 2008 21:24:26 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1618Admin <null@null.com>http://www.military-machine.com/article.asp?id=1618http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292804/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292805/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1617<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/History/The British Army in the Far East 1941-45.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">From December 1941 to May 1942 the British Empire suffered the most humiliating series of defeats in its history, as Hong Kong, Malaya, Borneo, Singapore and Burma fell in rapid succession to the Imperial Japanese Army. The Fall of Singapore in February 1942 was considered by Winston Churchill 'the worst and largest capitulation in history'. The Japanese had overrun the numerically superior Commonwealth forces in Malaya in just over two months, resulting in 130,000 troops entering captivity. However, three years later the Japanese Army suffered defeat at the hands of the British and Commonwealth 14th Army at the Battles of Kohima and Imphal and in the battles for Burma. This transformation in the fortunes of the Commonwealth troops, in particular the Indian Army, was in a large part due to the development of jungle warfare doctrine and the resulting improvements in training, tactics and equipment. These campaigns were largely fought in the jungle, an alien environment for most Commonwealth troops. The word 'jungle' is Indian in origin and means 'wasteland' but it has been used to describe anything from sparsely wooded areas to tropical forest. Until World War II the jungle was usually described as bush or forest in military circles. Generally there were two types of jungle: primary jungle, usually defined as natural jungle growth with poor visibility and little undergrowth, and secondary jungle, which was cleared jungle that had re-grown and consisted of very dense undergrowth, severely limiting movement. The jungle was filled with the problems of difficult climate, terrain, vegetation, wildlife and tropical disease such as malaria. Added to these were the tactical limitations imposed by the jungle, with its limited observation and fields of fire, communication problems, lack of mobility and long lines of supply. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/154964119/The_British_Army_in_the_Far_East_1941-45.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>HistoryThu, 23 Oct 2008 21:16:08 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1617Admin <null@null.com>http://www.military-machine.com/article.asp?id=1617http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292805/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292806/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1616<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/History/Flags of the Napoleonic Wars (2) Austria, Britain, Prussia & Russia.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">During the 1804-15 period all flags were painted on silk, embroidery being abandoned in 1766 (1769 for cavalry) and not reintroduced until later in the 19th century. The basic patterns for the 1804-15 period were established in 1781 by the Empcrorjosef II and remained unchanged until 1804. (Leopold II, 1790-92, issued a proclamation on 17 March 1790 informing the War Council that for reasons of economy all flags were to remain unchanged.) The sudden death of Leopold in 1792, with Franz II taking over the regency, resulted in a minor adjustment which created a flag now known as the 1792 pattern, in which the initials FII replaced JII. There was no other change. Although new patterns were authorised in 1804 and 1806, regiments continued to carry their old flags until they were worn out, these older flags frequently being 'up-dated' by having alterations painted on the originals. Thus we find that in the 1805 campaign, flags dating back to 1792 were amongst those captured by the French, and it is therefore necessary to start the description of the various patterns with the 1792 one. The 1792 Leibfahne for all regiments was white with a border in the colours of Austria and the Holy Roman Empire: see Plate A1. The reverse is shown by Fig I. The arms on the eagle's breast are (in the centre) those of Austria, Habsburg and Lorraine, under the Archduke's coronet, and surrounded by the arms of Hungary Ancient and Modern, Burgundy, Castile, Leon, Aragon, Sicily, Lom-bardy, Flanders and Bohemia. Around the shield are the chain and cross of the Order of St Stephan of Hungary and the ribbon and cross of the Order of Maria Theresa. The whole was surmounted by the red and gold crown of Austria. The detail of these arms and their arrangement was subjected to a number of changes during the 1792-1815 period and these are listed under the Ordinarfahne and illustrated by Plates A2 and A3. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/154975807/Flags_of_the_Napoleonic_Wars__2__Austria__Britain__Prussia___Russia.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>HistoryThu, 23 Oct 2008 21:12:48 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1616Admin <null@null.com>http://www.military-machine.com/article.asp?id=1616http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292806/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292807/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1615<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/History/Flags of the Napoleonic Wars (1) France and Her Allies.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">Baden was allied with France in 1805 and in 1806 joined the Confederation of the Rhine, at which time the army consisted of the Gardes du Corps, regiments of light dragoons and hussars, a corps of artillery, and four regiments of infantry, the 1st being the Leibregiment. The infantry was reorganised in 1808 but it is most likely that the new 3rd and 4th Regiments carried the regimental flags of the old regiments of the same number. From 1805-08 each infantry regiment had two flags, a Leibfahne and a Regimenterfahne. Those carried by the Leibregiment are illustrated in Fig 6. The field was red with a yellow Maltese cross over it, separated from the field by a thin gold braid. Ornament was all gold with a red cross beneath the chain, the arms of Baden being Or, a bend Gules. The field for the central cypher on the reverse was light blue, the wreath green with blue ribbons. All crowns had a red inner cap and ermine bottom edge. There is some doubt as to the accuracy of this design, as it is based on a flag repaired some time after 1815, but it does seem logical that the Leibregiment's flags would be slightly different to those of the other infantry regiments. The other infantry regiments bore flags of a common pattern (see Plate DI) with the regiments identified by various colour differences. Thus the Leibfahnen (carried by the 1st Battalions) were in the regimental colour (red for 2nd, dark blue for 3rd, yellow for 4th) with a white cross overall; the Regimenterfahnen (carried by the 2nd Battalions) were white with crosses in the regimental colour. The 4th Regiment had gold wreaths round the cyphers. The reverse of all flags was exactly the same as the obverse. The Leibfahnen were withdrawn in 1808, except possibly from the 2nd Regiment. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/154973699/Flags_of_the_Napoleonic_Wars__1__France_and_Her_Allies.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>HistoryThu, 23 Oct 2008 21:09:21 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1615Admin <null@null.com>http://www.military-machine.com/article.asp?id=1615http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292807/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292808/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1614<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Else/Signal.2007.01.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">Governments, militaries and businesses worldwide are in the midst of various types of transformations. AFCEA members can be pleased with their own association's embrace of change. It always is important for an organization such as ours to transform as nations around the globe adjust to the dynamic information age as well as the changing nature of conflict and security amid the Global War on Terrorism. One of the most striking AFCEA changes is taking place at TechNet International. The association's longtime annual pre-summer show in Washington, D.C., is undergoing a transformation of its own. This year's iteration will see a new venue and a greater focus on education, training and networking. The event also will offer a reduced emphasis on exhibits. This is not to say that AFCEA is abandoning its focus on technology — far from it. But, our research has shown that in Washington, D.C., as well as in many other world capitals, strategists and government decision makers tend to predominate compared with customers. Technology users and customers often are found outside of national capitals in various locations where budgets actually are executed. In the United States, major AFCEA technology exhibitions can be found in Tampa, Tidewater, San Diego, Honolulu, Colorado Springs, Fort Huachuca, Wright-Patterson Air Force Base, Fort Gordon and Fort Monmouth, just to name a few. Many of these shows extend their focus beyond that of local customers to include the international community. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/154985241/Signal.2007.01.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>ElseThu, 23 Oct 2008 21:03:42 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1614Admin <null@null.com>http://www.military-machine.com/article.asp?id=1614http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292808/5233831http://item.feedsky.com/~feedsky/Superbase/~7125132/138292809/5233831/1/item.htmlhttp://www.military-machine.com/feed.asp?q=comment&id=1613<table height="218"><tr><td vAlign="top"> <h1><img src="../uploads/Else/Signal.2006.12.jpg"></h1> </td> <td vAlign="top"> <p class="introText"><br/><font face="Arial" size="2">The U.S. Air Force is improving intelligence analysis worldwide with software for a machine cognition technology that is capable of autonomous organization and reasoning of data in text, images and video. The technology will be integrated into the Collaboration and Analyst/System Effectiveness (CASE) system so that tacit knowledge can be captured in a usable form for data integration, collaboration support and geospatial reasoning. Focused on improving the analytic process, the CASE system provides analysts with a variety of transparent machine reasoning systems to supplement their own analytical abilities. These systems can capture and filter a massive data stream to reveal known and new patterns. In addition, they allow a means of detecting biases or missed possibilities in an analysis and offer alternative views of a situation. The Air Force Research Laboratory's Information Directorate, Rome, New York, awarded the $6.4 million contract to research the new analysis capabilities to HNC Software LLC, San Diego. Within the next five years the company will develop, test, demonstrate and deliver the software, which should dramatically improve capabilities for hypothesis generation and tracking, a program manager within the directorate says. </font></p> <p><font face="Arial"><a target=blank href="http://rapidshare.com/files/154000764/Signal.2006.12.pdf">Download (rapidshare.com)</a></font></td></tr></table></p></p></font></font>ElseWed, 15 Oct 2008 14:51:36 +0800Admin <null@null.com>http://www.military-machine.com/article.asp?id=1613Admin <null@null.com>http://www.military-machine.com/article.asp?id=1613http://www.military-machine.com/feed.aspfeedsky/Superbase/~7125132/138292809/5233831