De Havilland DH82 Tiger Moth

De Havilland DH82 Tiger Moth КНИГИ ;ВОЕННАЯ ИСТОРИЯ De Havilland DH82 Tiger Moth (Aeroguide vintage 6)ByRay RimmelPublisher: Linewrights199236 PagesISBN: 0946958386PDF62 MBThe first de Havilland Moth, so named by way of Sir Geoffrey de Havilland as a result of his ardour for entomology, made its maiden flight from the corporate aerodrome at Stag Lane, Edgware, on 22 February 1925.The Moth developed from de Havilland's dream of manufacturing a easily maintained, easy-to-fly and inexpensive aeroplane that will introduce a much broader circle of individuals to the area of aviation. Simplicity was once the most important to its massive luck, and the DH 60 fast completed renowned acclaim: ninety have been ordered through Sir Sefton Brancker, Director of Civil Aviation, for government-sponsored flying clubs.Demand for the Moth quickly started to outstrip the availability of the excess global conflict I Air Disco-Renault V8 engines from which the four-cylinder Cirrus powerplant have been built. De Havilland there­fore requested freelance engine fashion designer significant Frank Halford to return up with a very new power-plant. the 1st examples, named Gipsy, have been com­pleted in 1927 and trials have been tremendous encouraging. The power-to-weight ratio used to be very good, generating 135hp for 295lb of weight. creation Gipsy vehicles have been de-rated through 50hp for the 1928 DH 60G Gipsy Moth and proved thoroughly trustworthy. letitbitsharingmatrix zero

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Since the network will have commercial components, the standards will also have to be compatible with and often the same as commercial standards. These standards, and the rules and coordinated operational procedures that go with them, will be the only means by which full interoperability can be achieved. Full inter- Copyright © National Academy of Sciences. All rights reserved. html OVERVIEW OF STUDY RESULTS 33 operability will be essential to bring all the benefits and advantages of networkcentric operations to fruition.

In the large, however, the operation of the network will remain a closed loop in that information will lead to action, and the mission decision maker—the one who decides what the target is—will have to know that the target was engaged and the outcome of the engagement, as a condition for deciding on further action. In addition to having to be linked, sensors require continual improvement. Phenomenology in all spectral domains must be explored to exploit multiple sensing paths to the greatest extent possible, both physically and economically, and the quest must continue for automatic recognition of targets that are detected.

Today, however, all of these network-centric operations and capabilities, existing and under development, are evolving in an essentially fragmented and stand-alone manner. The focus is still on the subsystems or components of the total naval force combat system, and they are not yet fully coordinated with one another. It has become clear that unless networked naval forces are treated as a total system, a great deal of money will be wasted and opportunities to enhance warfighting capabilities will be lost.

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