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The SXT-162 is a multi-role hypersonic vehicle. Maximal speed over 10M. This one have two different engines - rocket and scramjet, with common nozzle based on linear aerospike technology ([link]), also rear part can be moved up and down for TVC - as a deflector or by using the Coanda effect to improve manoeuvrability in high altitude into rarefied air
Drawn at the request of сomrade ~Roddy1990
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Concept art for the crysis mod 'X32i: Redemption' [link]

UEA Cruiser hangar bay concept. (United Earth Alliance)
Fighter jet ('The Thunderbird';) was designed by Richard Jeferies
The game is a space combat sim using the cryengine2 game engine and is in the early stages of development - check out the moddb page for more info [link]
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Just this week I picked up an Apple keyboard for my PC after experiencing problems with the Logitech Illuminated keyboard. The Apple keyboard is extremely sleek and beautiful, and it inspired me to create this concept.

This concept follows an OS X color scheme, and has buttons bearing a similar appearance to the keys on the Apple keyboard. The idbox for example has a "light", similar to that of the caps lock key on the keyboard, that represents the status of the current site, letting you know if it is secure or not.
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Lockheed Martin Multi Role Endurance (MRE) UAV

Multi Role Endurance (MRE) UAV

The Multi Role Endurance (MRE) Unmanned Aerial Vehicle (UAV) is intended to perform medium range and/or long endurance surveillance, reconnaissance, relay, targeting, and potentially, attack (both lethal and non-lethal) against a wide variety of possible land and sea-based targets, across the spectrum of conflict. This differs from a UCAV, which emphasizes lethality. The MRE UAV will provide the level of organic, survivable, interoperable reconnaissance, surveillance, targeting, and attack (RTSA) required by Naval forces in the 2010 to 2015 timeframe. The MRE UAV should be capable of providing targeting data, conducting active and passive EW, and potentially employing lethal and non-lethal ordnance. It will be a flexible asset capable of many different missions (ISR, C4I, SEAD, etc.), and is potentially lethal. Basing mode (CV, LHA, CG/DDG/FFG) is a study variable that should consider and trade-off vehicles, size/weight limits, survivability, littoral operations, deck cycles, logistics/support and force levels for around the clock coverage.

The Predator UAV system, although not organic to US naval forces, has the range, endurance, and possibly the payload capacity required to meet some MRE requirements. However, the existing Predator system would also require extensive "marinization" to become shipboard compatible. Land and sea-based aircraft (P-3, EP-3, S-3, E-2, EA-6B, F-14 and F/A-18 with reconnaissance pod) currently perform the bulk of the role envisioned for the MRE UAV. To varying degrees all these aircraft have limitations in either range/endurance, or survivability. Even with projected procurements and service life extensions, all of these aircraft except the F/A-18 will be at or near the end of their service lives between 2010 and 2015. Spaced-based systems are highly capable, but have time, weather, and connectivity limitations. Additionally, they cannot employ weapons or conduct targeting missions. Space-based systems are frequently heavily tasked by National and Theater-level authorities, and are generally not responsive enough to meet all RSTA requirements.

In April 2000 the Program Executive Office (Cruise Missiles and Unmanned Aerial Vehicles) selected the following companies for contract award:

* The Boeing Company (MDC), Long Beach, CA
* General Dynamics Information Systems, Bloomington, MN
* Lockheed Martin Aeronautics Company, Fort Worth, TX
* Northrop Grumman Corporation - Air Combat Systems, Pico Rivera, CA

Collectively, the contracts were valued at $3 million. They are Section 845 contracts for study and design of multiple areas. The contracts include payable milestones for each study area. The goal of this risk assessment is to perform definition and design of systems to meet the MRE draft Mission Needs Statement (MNS). The draft MNS is a combination of over 20 validated requirements, decomposed into functions and re-compiled into a single document. Successful analysis will find appropriate, cost-effective naval solutions to the requirements. This analysis will lead to documentation for planned approval by the Naval UAV Executive Steering Group in early FY02.
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Photoshop, 2010.

Buy T-shirt
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We’re working on developing a UI for the latest version of Metro. Josh and I both felt that previous versions of Metro for Firefox represented the UI well, but we also agreed we could do a better job adapting it in future versions.

So far, we’ve enlarged some elements of the UI to help bring focus to areas of high importance. Typography is an essential part of the Metro UI so we are working on bringing some new, bold text styles to the theme as well.

Another important change in this release will be the addition of real Metro icons directly from the brains behind the UI itself. We both think that this helps complete the look we attempted earlier in Metro’s design stage.

We plan on pushing the tabs into the titlebar now that Firefox 4 allows it.

- Adapt the Firefox Button to feel at home with Metro
- Menus and Popups
- Options Window

That’s all for now folks!
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I saw something with the partially rounded corner thingy somewhere, but forgot.
I was looking for a light VS, and I decided to make one up. This is possible with standard Windows theming techniques.
Sorry for the terrible organization of the PSD, and if you want the caption button states, :note: me.

Here is the VS made by =kiko11: [link]

Like it? Please +fav

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People’s Revolutionary Party

Party policy
1)Any person may join regardless of Race, Religion or gender.

2) All members of the party who own a small business must pay more for membership than one who is an employee of a business, no member may own a large scale business.

3) Party members must wear a party badge or have a party flag when at demonstrations or rallies.

4) All members for the party have the right to discuss and debate matters of policy and direction but when decision of the party is made by majority vote, all members are expected to uphold that decision so as to avoid factionism.

5) All members of the Central Committee are to be voted in by party members

Domestic policy
1) Renationalisation of all public transport so as to lower the cost of travel on the public

2) Nationalisation of all banks and strong regulations placed on them

3) Nationalisation of all private schools.

4) Nationalisation of Nursing homes to give the elderly and those with physical or mental disabilities a high standard care

5) The monarchy to be abolished. The ex royal family will be given the choice of staying in the country as ordinary citizens or may go into exile.

6)A new anthem (The Internationale) to replace God save the Queen/King.

7) A new flag and coat of arms to represent the people rather than the state.
New Flag

New coat of arms


8) The economy to be remodelled into workers' self-management and worker cooperatives so as to allowing workers to participate in the decision-making process of the economy, as well as and state-owned enterprises run on behalf of the people.

9) Money to be put in to National Health Service to help give an even better Service to the public.

10) The tax burden to be shifted onto the rich, with direct taxes on working people's incomes reduced.

11) The confiscation of wealth from the rich and windfall taxes on company profits.

12) The full separation of church and state, religion is to be treated as an entirely private matter.

13) All towns and city councils are to have meanings with members of the local community to discuss local issues and how to improve the local area.

14) Parliament to be reorganized so rather than just party members, members of the public are elected to Parliament so as to give party members a picture of what is happing on the ground so to speak

15) The government to build community housing to battle Homelessness

16) New laws so that nobody may evict a tenant, only demand money through a court.

17) Give northern Ireland the right to secede from the union if they wish

Foreign policy
1) The building of greater economy links with Latin America and the Caribbean.

2) Withdrawal of recognition of the State of Israel until agreement is reached with the Palestinian people.

3) Troops to stay in Afghanistan until they are no longer needed as to leave now would leave the Afghan people at the mercy of the Taliban.

4) The country is to stay in the European Union and try to build it along socialist lines rather neo liberal ones.

5) The support for states such as, Cuba Venezuela Vietnam and other socialist states.

6) Opening of diplomatic talks with the Democratic People's Republic of Korea so as to help reach an agreement with its southern neighbour.

7) The call for full global nuclear disarmament without exception.

8) The removal of US troops and bases from Britain.
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The s an American fixed-wing, propeller-driven aircraft whose speed and range revolutionized air transport in the 1930s and 1940s. Because of its lasting impact on the airline industry and World War II, it is generally regarded as one of the most significant transport aircraft ever made.

Design and development

The DC-3 was engineered by a team led by chief engineer Arthur E. Raymond, and first flew on 17 December 1935 (the 32nd anniversary of the Wright Brothers flight at Kitty Hawk). The aircraft was the result of a marathon phone call from American Airlines CEO Cyrus Smith to Donald Douglas requesting the design of an improved successor to the DC-2. The amenities of the DC-3 (including sleeping berths on early "DST"—Douglas Sleeper Transport—models and an in-flight kitchen) popularized air travel in the United States. With only three refueling stops, eastbound transcontinental flights across the U.S. taking approximately 15 hours became possible. Westbound trips took 17 hours 30 minutes due to typical prevailing headwinds — still a significant improvement over the competing Boeing 247. Before the arrival of the DC-3, such a trip would entail short hops in slower and shorter range aircraft, during the day, coupled with train travel overnight.
A Douglas DC-3 (a former military C-47B) of Air Atlantique taking off at Hullavington airfield, England.
A Douglas Super DC-3, taking off from Pangnirtung Airport (Nunavut, Canada).

A wide variety of engines were fitted to the DC-3 throughout the course of its development. The original civilian aircraft used Wright R-1820 Cyclone 9s, but later aircraft (and the majority of military ships) used the Pratt & Whitney R-1830 Twin Wasp radial which offered better high-altitude and single engine performance. A few Pratt & Whitney R-2000 radials saw use. Some DC-3s were upgraded to use Rolls-Royce Dart (as in the Conroy Turbo Three), Armstrong Siddeley Mamba, or Pratt & Whitney PT6A turbines.

In 1987, Airtech Canada offered aircraft re-engined with current-production PZL ASz-62IT radial engines of 1,000 hp (745 kW) as the DC-3/2000.

The Basler BT-67 is a conversion of the DC-3. Basler refurbishes DC-3s, fitting them with Pratt & Whitney Canada PT-6 turbo-prop engines, lengthening the fuselage by over 3 feet (0.91 m) and strengthening the airframes in selected areas.

Braddick Specialised Air Services International PTY Ltd. (BSAS International) is another company to perform the "turbo-prop" conversion to DC3's designated by the Pratt & Whitney engine model PT6, over 50 DC3/C47 65ARTP / 67RTP / 67FTP's have been built and may be seen in operation around the world.
A DC-3 in service in South Africa, June 2006.

[edit] Operational history

Early U.S. airlines like United, American, TWA and Eastern ordered over 400 DC-3s. These fleets paved the way for the modern American air travel industry, quickly replacing trains as the favored means of long-distance travel across the United States. Piedmont Airlines operated DC-3s from 1948 to 1963. A DC-3 painted in the representative markings of Piedmont, operated by the Carolinas Aviation Museum, continues to fly to air shows today and has been used in various movies. Both Delta and Continental Airlines operate "commemorative" DC-3s.

During World War II, many civilian DC-3s were drafted for the war effort and just over 10,000 US military versions of the DC-3 were built, under the designations C-47, C-53, R4D and Dakota. Peak production of the type was reached in 1944 with 4853 being delivered. The armed forces of many countries used the DC-3 and its military variants for the transport of troops, cargo and wounded. Licensed copies were built in Japan as Showa L2D (487 aircraft) and in the USSR as the Lisunov Li-2 (4937 aircraft)[2].

After the war, thousands of surplus C-47s were converted to civil service and became the standard equipment of almost all the world's airlines, remaining in front line service for many years. The ready availability of ex-military examples of this cheap, easily-maintained aircraft (it was both large and fast by the standards of the day) jump-started the worldwide, post-war air transport industry.

Douglas had developed an improved version, with a greater cargo capacity and a different wing, which it attempted to sell during this time frame but with all these surplus aircraft, the Super DC-3 did not sell in the civil market. The U.S. Navy had 100 of their early R4Ds converted to Super DC-3 standard as the R4D-8, later C-117D.
A DC-3 once owned by Northwest Airlines. Now on display at The Henry Ford Museum.

Numerous attempts were made to design a "DC-3 replacement", over the next three decades (including the very successful Fokker F27 Friendship) but no single type could match the versatility, rugged reliability and economy of the DC-3 and it remained a significant part of air transport systems, well into the 1970s. Even today, over 70 years after the DC-3 first flew, there are still small operators with DC-3s in revenue service and as cargo planes. The common saying among aviation buffs and pilots is that "the only replacement for a DC-3 is another DC-3." The aircraft's legendary ruggedness is enshrined in the lighthearted description of the DC-3 as "a collection of parts flying in loose formation."[3] Its ability to take off and land on grass or dirt runways also makes it popular in developing countries, where the runways may not always be a paved surface.

Some of the more common uses of the DC-3 have included aerial spraying, freight transport, passenger service, military transport and sport skydiving shuttling.

[edit] Production

A total of 10,655 DC-3s were built at Santa Monica, California, Long Beach, California, and Oklahoma City in both civil (607) and military (10,048) versions. 4937 were built in Russia, under license, as the Lisunov Li-2 (NATO reporting name: Cab). A total of 487 were built in Japan, as the L2D Type 0 transport. The overall total produced was 16,079 [4]. More than 400 remained in commercial service, in 1998.

[edit] Specifications (DC-3)
Highly modified DC-3, powered by two Pratt & Whitney Canada PT6-65AR engines, now operated by the National Test Pilot School. Formerly operated by South Africa as a maritime patrol aircraft. Airframe has been modified with belly radar pod and chin FLIR turret. Based at Mojave Airport, United States
DC-3 on amphibious EDO floats. Sun-n-Fun 2003, Lakeland, Florida, United States

General characteristics

* Crew: 2
* Capacity: 21-32 passengers
* Length: 64 ft 5 in (19.7 m)
* Wingspan: 95 ft 0 in (29.0 m)
* Height: 16 ft 11 in (5.16 m)
* Wing area: 987 ft² (91.7 m²;)
* Empty weight: 18,300 lb (8,300 kg)
* Loaded weight: 25,200 lb (25,346 with deicing boots, 26,900 in some freight versions) (11,400 kg)
* Powerplant: 2× Wright Cyclone 9 R-1820 series (earliest aircraft) or Pratt & Whitney Twin Wasp S1C3G in the C-47 and later civilian aircraft, 1,100 or 1,200 hp (890 kW) max rating, depending upon engine and model (895 kW) each
* Propellers: 3-bladed Hamilton Standard 23E50 series hydraulically controlled constant speed, feathering


* Maximum speed: 237 mph (206 knots, 381 km/h (=Never Exceed Speed (VNE), or Redline speed))
* Cruise speed: 150 mph (130 knots, 240 km/h)
* Range: 1,025 mi (890 nm, 1,650 km)
* Service ceiling 24,000 ft (7,300 m)
* Rate of climb: 1,130 ft/min (5.73 m/s) initial
* Wing loading: 25.5 lb/ft² (125 kg/m²;)
* Power/mass: 0.0952 hp/lb (157 W/kg)
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Consolidated B-24 Liberator

The Consolidated B-24 Liberator was an American heavy bomber, designed by Consolidated Aircraft Company of San Diego, California. Its mass production was brought into full force by 1943 with the aid of the Ford Motor Company through its newly constructed Willow Run facility, where peak production had reached one B-24 per hour and 650 per month in 1944.[3] Other factories soon followed. The B-24 ended World War II as the most produced Allied heavy bomber in history, and the most produced American military aircraft at over 18,000 units, thanks in large measure to Henry Ford and the harnessing of American industry.[4] It still holds the distinction as the most-produced American military aircraft. The B-24 was used by several Allied air forces and navies, and by every branch of the American armed forces during the war, attaining a distinguished war record with its operations in the Western European, Pacific, Mediterranean, and China-Burma-India Theaters.

Often compared with the better-known B-17 Flying Fortress, the B-24 was a more modern design with a higher top speed, greater range, and a heavier bomb load; however, it was also more difficult to fly, with heavy control forces and poor formation-flying characteristics. Popular opinion among aircrews and general's staffs tended to favor the B-17's rugged qualities above all other considerations in the European Theater.[5] The placement of the B-24's fuel tanks throughout the upper fuselage and its lightweight construction, designed to increase range and optimize assembly line production, made the aircraft vulnerable to battle damage.[6] The B-24 was notorious among American aircrews for its tendency to catch fire. History: Life for the B-24 heavy bomber began in 1939, when the U.S. Army Air Corps initiated a request for a new bomber designed to exceed the performance of the B-17. Consolidated Aircraft responded quickly with its proposal, labeled Consolidated Model 32 and, on March 30 of 1939, was awarded the contract. One day short of nine months later, on December 29, 1939, the first flight of the XB-24 bomber prototype took place.

Slightly smaller than the B-17, the turbosupercharger-equipped B-24 flew farther with a bigger bomb load than the much more publicized Boeing aircraft. Of seven service-test YB-24s, six were sent to the Royal Air Force (RAF) under the export designation LB-30A. Because they lacked turbosuperchargers and self-sealing fuel tanks, the RAF found them unsuitable for combat duty over Europe. Instead, they were stripped of their armament and put into service as transports on the Trans-Atlantic Return Ferry Service, which had been established to send air crews to Montreal to take delivery of American aircraft consigned to the British war effort.

Flying for the Army Air Corps as the B-24, and the U.S. Navy as the PB4Y-1, the plane also saw service in the Royal Air Force where it was known simply as the Liberator. There was also a transport version known as the C-87, one of which was Winston Churchill's personal aircraft, carrying him to historic meetings at Moscow and Casablanca, among other locations.

Before the last one was retired from Air Force service in 1953, the plane was produced in variations ranging through type M. The various model numbers were often the result of minor changes, like the relocation of internal equipment, but one major revision, the conversion of the standard Navy B-24 (PB4Y-1) to the PB4Y-2 Privateer, involved a significant rework that exchanged the familiar twin tail for a single tall tail fin and rudder combination. It also had a stretched forward fuselage that placed the pilot's compartment well in front of the un-turbocharged Pratt & Whitney R1830-94 Twin Wasp engines.

Among the features that distinguished the B-24 from the B-17 were its tricycle landing gear (the first installed in a heavy operational aircraft), the mid-mounted, high-lift Davis wing that achieved 20 percent less drag than conventional airfoils of the time, twin tail fins, oval-shaped engine cowlings necessitated by the mounting of turbosuperchargers, unique roll-up bomb bay doors that reduced drag considerably when open, and a fully retractable ventral machine gun turret. The B-24 was also the first to employ Hamilton hydromatic quick-feathering three-blade propellers.

While designed as a heavy bomber, the B-24 experienced more than 100 modifications and conversions for such assignments as photography, mine laying, and cargo hauling (including a C-109 fuel tanker version that flew "the Hump" to refuel B-29s operating out of forward bases in China). More than 18,000 B-24s were built during WWII, more than any other American aircraft. Given its abilities and "convert-abilities," the numbers make perfect sense. However, a postwar attempt to combine portions of the B-24 and PB4Y-2 with a new fuselage to create the Convair Model 39 airliner was not a commercial success, with only one prototype being built.

Of the many thousands of B-24s and derivatives built, only three remain airworthy, all in the United States. [History by Kevin Murphy]

Nicknames: Lib; Ford's Folly; Flying Boxcar; Liberator Express (C-87 variant); C-One-Oh-Boom (C-109 fuel-carrying variant); Lamp Lighter (PB4Y-2s dropping parachute flares in Korea).

Specifications (B-24H/J):
Engines: Four 1,200-hp Pratt & Whitney R-1830-65 Twin Wasp turbocharged radial piston engines.
Weight: Empty 36,500 lbs., Max Overload Takeoff 71,200 lbs.
Wing Span: 110ft. 0in.
Length: 67ft. 2in.
Height: 18ft. 0in.
Maximum Speed at 25,000 ft: 290 mph
Cruising Speed: 215 mph
Ceiling: 28,000 ft.
Range: 2,100 miles
10 12.7-mm (0.5-inch) machine guns in nose, upper/ventral ball turrets and tail turret, and lateral fuselage positions.
12,800 lb. maximum bomb load.

Number Built: 18,000+

Number Still Airworthy: Three (Two B-24Js and one LB-30)
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