#System Center Configuration Manager

[cloud-configuration-assessment]

Cloud Configuration Assessment – Optimize Your CCaaS

A comprehensive configuration assessment is the backbone of a robust cloud strategy. It goes beyond basic setup to ensure that your environment is not only functional but optimized for security, cost-efficiency, and performance. This in-depth review reveals inefficiencies, uncovers hidden vulnerabilities, and ensures your infrastructure is aligned with your unique business needs.

With expertise in cloud environments across multiple industries, a comprehensive assessment identifies and addresses areas for improvement. This approach helps optimize your infrastructure, allowing you to focus on scaling your business while maintaining operational efficiency and security.

Additionally, as cloud technology evolves rapidly, continuous monitoring and regular evaluations are essential to stay ahead of emerging threats and new industry standards. Ongoing support ensures that your environment adapts to changing demands and remains future-proof. This long-term strategy evolves with your business, empowering you to leverage cloud capabilities for sustainable growth and innovation.

Why choose blackchair for cloud configuration assessment?

At Blackchair, we specialize in tailoring cloud configuration assessments to meet your unique business needs. Our expert team works closely with you to ensure your cloud environment is fine-tuned for optimal performance, security, and cost-effectiveness. We take a proactive approach to identifying inefficiencies and vulnerabilities, providing you with actionable insights to enhance your infrastructure. Let us handle the technical details and continuously optimize your cloud strategy, so you can focus on growing your business and staying ahead in a competitive landscape.

[autotopic]

1938 Mercedes-Benz W154

In September 1936, the AIACR (Association Internationale des Automobile Clubs Reconnus), the governing body of motor racing, set the new Grand Prix regulations effective from 1938. Key stipulations included a maximum engine displacement of three liters for supercharged engines and 4.5 liters for naturally aspirated engines, with a minimum car weight ranging from 400 to 850 kilograms, depending on engine size.

By the end of the 1937 season, Mercedes-Benz engineers were already hard at work developing the new W154, exploring various ideas, including a naturally aspirated engine with a W24 configuration, a rear-mounted engine, direct fuel injection, and fully streamlined bodies. Ultimately, due to heat management considerations, they opted for an in-house developed 60-degree V12 engine designed by Albert Heess. This engine mirrored the displacement characteristics of the 1924 supercharged two-liter M 2 L 8 engine, with each of its 12 cylinders displacing 250 cc. Using glycol as a coolant allowed temperatures to reach up to 125°C. The engine featured four overhead camshafts operating 48 valves via forked rocker arms, with three cylinders combined under welded coolant jackets, and non-removable heads. It had a high-capacity lubrication system, circulating 100 liters of oil per minute, and initially utilized two single-stage superchargers, later replaced by a more efficient two-stage supercharger in 1939.

The first prototype engine ran on the test bench in January 1938, and by February 7, it had achieved a nearly trouble-free test run, producing 427 hp (314 kW) at 8,000 rpm. During the first half of the season, drivers such as Caracciola, Lang, von Brauchitsch, and Seaman had access to 430 hp (316 kW), which later increased to over 468 hp (344 kW). At the Reims circuit, Hermann Lang's W154 was equipped with the most powerful version, delivering 474 hp (349 kW) and reaching 283 km/h (176 mph) on the straights. Notably, the W154 was the first Mercedes-Benz racing car to feature a five-speed gearbox.

Max Wagner, tasked with designing the suspension, had an easier job than his counterparts working on the engine. He retained much of the advanced chassis architecture from the previous year's W125 but enhanced the torsional rigidity of the frame by 30 percent. The V12 engine was mounted low and at an angle, with the carburetor air intakes extending through the expanded radiator grille.

The driver sat to the right of the propeller shaft, and the W154's sleek body sat close to the ground, lower than the tops of its tires. This design gave the car a dynamic appearance and a low center of gravity. Both Manfred von Brauchitsch and Richard Seaman, whose technical insights were highly valued by Chief Engineer Rudolf Uhlenhaut, praised the car's excellent handling.

The W154 became the most successful Silver Arrow of its era. Rudolf Caracciola secured the 1938 European Championship title (as the World Championship did not yet exist), and the W154 won three of the four Grand Prix races that counted towards the championship.

To ensure proper weight distribution, a saddle tank was installed above the driver's legs. In 1939, the addition of a two-stage supercharger boosted the V12 engine, now named the M163, to 483 hp (355 kW) at 7,800 rpm. Despite the AIACR's efforts to curb the speed of Grand Prix cars, the new three-liter formula cars matched the lap times of the 1937 750-kg formula cars, demonstrating that their attempt was largely unsuccessful. Over the winter of 1938-39, the W154 saw several refinements, including a higher cowl line around the cockpit for improved driver safety and a small, streamlined instrument panel mounted to the saddle tank. As per Uhlenhaut’s philosophy, only essential information was displayed, centered around a large tachometer flanked by water and oil temperature gauges, ensuring the driver wasn't overwhelmed by unnecessary data.

[is-the-battlemech-cool-or-not]

Turkina 'Ghostbird'

(mini by u/VersusJordan)

Mass: 95 tons Chassis: JF X-Composite Power Plant: 285 JF Extralight Cruising Speed: 32.4 kph Maximum Speed: 54 kph Jump Jets: Standard Jump Capacity: 90 meters Armor: JF Ferro-Fibrous Armament: 52.0 tons of pod space Manufacturer: Complex Beta, Olivetti Weapons Primary Factory: Ironhold, Sudeten Communication System: JF Integrated w/ Neutron Star CEWS Targeting & Tracking System: Series JFIX/Olivetti Pinpoint Advanced Introduction Year: 3153 Tech Rating/Availability: F/X-X-X-X Cost: 34,525,969 C-bills

Overview The Turkina is a powerful OmniMech that was first seen in the Turkina Keshik at the Battle of Tukayyid, and entered general service with Clan Jade Falcon following the end of the Refusal War. This specific Turkina was constructed in late 3151 on Sudeten, and assigned to Star Commander Alexis Zarnofsky by personal order of Jiyi Chistu, then Khan of the Jade Falcon Remnants. Named by Alexis to share her 'Ghostbird' callsign, the 'Mech would rapidly find use in repelling Hell's Horses attacks on Sudeten.

Capabilities By 3153, Alexis' personal configuration, based off an upgraded Prime config, is armed for mid-to-long range combat with twin ER PPCs, LRM-15s (with Artemis V FCS), and Light Autocannon/10s, offering increased firepower and accuracy over the base Prime variant. Five extra double heat sinks and a Radical Heat Sink System keep heat manageable, while enough ammunition is mounted to keep the Turkina in the fight for extended periods. In addition, the legs and feet of the 'Mech have been reinforced and fitted with integrated talons, making for deadly kicks and Death from Above attacks. A Neutron Star CEWS system ensures that Star Commander Alexis can stay in contact with her Starmates, while provided electronic warfare capabilities. In keeping with common Star League design specifications, Ghostbird has had its cockpit reduced in size, fitted with control customized to Alexis' exact ergonomic considerations, and then armored, while additional armor was placed over the head area.

Deployment Ghostbird is the personal 'Mech of Alexis Zarnofsky, and thus has deployed with her on all operations where Zarnofsky has taken part.

History Alexis and Ghostbird have seen significant service - initially in the defense of Sudeten against various foes of the Jade Falcon Remnant forces in the Hinterlands. In October of 3152, Clan Hell's Horses would launch an attack on Sudeten, their second that year. Nearly overwhelmed in the defense of Hammarr, Star Commander Alexis was preparing for a last stand with her Khan, Jiyi Chistu, and other members of the Clan. Just as the situation seemed hopeless, the Jade Falcon Remnants were suddenly and unexpectedly reinforced by a joint force consisting of forces from Clan Jade Falcon, Wolf, Ghost Bear, Smoke Jaguar, Snow Raven, and Sea Fox, the SLDF's Royal Black Watch, and elements of the Northwind Highlanders. Under the command of SLDF Brevet Commanding General Melissa Hazen and arriving via a suborbital drop, the combined reinforcements confused and routed the Hell's Horses, saving the Falcons of Sudeten. During this battle, Alexis would account for ten enemy 'Mechs killed by her own hand, with another five shared, and three probables. After the battle, she would be promoted to Star Captain by personal order of Melissa Hazen, and be personally selected to serve alongside both her former Khan (now saKhan) Jiyi Chistu and Khan Stephanie Chistu in the command Star of the Turkina Keshik.

Type: Turkina Technology Base: Mixed (Unofficial) Tonnage: 95 Battle Value: 2,906

Equipment Mass Internal Structure Composite 5 Engine 285 XL 8.5 Walking MP: 3 Running MP: 5 Jumping MP: 3 Double Heat Sink 16 [32+7+4] 6 Compact Gyro 4.5 Small Cockpit (Armored) 2 Armor Factor (Ferro) 293 15.5 Internal Armor Structure Value Head 3 9 Center Torso 30 45 Center Torso (rear) 15 R/L Torso 20 30 R/L Torso (rear) 10 R/L Arm 16 32 R/L Leg 20 40

Weight and Space Allocation Location Fixed Space Remaining Head None 2 Center Torso Jump Jet 3 Right Torso 2 XL Engine 6 4 Ferro-Fibrous Left Torso 2 XL Engine 9 Ferro-Fibrous Right Arm 2 Double Heat Sink 8 Left Arm 2 Double Heat Sink 8 Right Leg Jump Jet 0 Ferro-Fibrous Left Leg Jump Jet 0 Ferro-Fibrous

Right Arm Actuators: Shoulder, Upper Arm Left Arm Actuators: Shoulder, Upper Arm

Weapons and Ammo Location Critical Heat Tonnage Radical Heat Sink System (Armored) CT 3 - 4.0 Artemis V FCS RT 2 - 1.5 Double Heat Sink RT 2 - 1.0 LRM 15 RT 2 5 3.5 2 LAC/10 LA 8 3 16.0 Artemis V FCS LT 2 - 1.5 CASE II LT 1 - 0.5 LRM 15 Artemis V-capable Ammo (16) LT 2 - 2.0 LRM 15 LT 2 5 3.5 Caseless LAC/10 Ammo (40) LT 2 - 2.0 Armored Cowl (Armored) HD 1 - 1.0 Nova Combined Electronic Warfare System (Armored) HD 1 - 1.5 2 Double Heat Sink RA 4 - 2.0 2 ER PPC RA 4 15 12.0

Features the following design quirks: Accurate Weapon (all), Battle Computer, Combat Computer, Cowl, Easy to Pilot, Extended Torso Twist, Improved Communications, Improved Cooling Jacket (all), Improved Sensors, Multi-Trac, Nimble Jumper, Reinforced Legs, Variable Range Targeting, Illegal Design (overweight; mounts Talons without weight and space needed)

[boinkingbattlemechs]

Warhawk

Initially introduced by Clan Smoke Jaguar in 2999 in preparation for the anticipated return to the Inner Sphere. After the Dragoon Compromise stalled such plans, the Jaguars unleashed the powerful Warhawk on their Warden opponents to deadly effect. Deployed extensively in the Jaguar frontline forces, and often seen paired with the Dire Wolf, the design truly came into prominence on the battlefields of the Jaguars' Invasion Corridor, where it earned the code name of Masakari - a Japanese battle-axe used on medieval Terra - from the DCMS warriors who faced it.

Though it appeared in the toumans of a number of other Clans, such as the Ghost Bears and Jade Falcons, the Jaguars jealously guarded their production, and all examples of the highly prized 'Mech outside of the Jaguars were battlefield salvage until production lines and design specs finally spread to the Fire Mandrills, Diamond Sharks and Goliath Scorpions after the Smoke Jaguars' Annihilation. Produced exclusively on the Clan Homeworlds, the design was one of many lost to the Inner Sphere Clans after contact with the Homeworlds ceased during the Jihad, with attrition steadily reducing the numbers of increasingly patchwork survivors by the ilClan era.

Meanwhile in the Deep Periphery, even following their Abjurement the Goliath Scorpions went to extreme lengths to maintain their Warhawks, resorting to cannibalizing severely damaged 'Mechs for parts. Cherishing the Warhawk for its pinpoint accuracy, the design was among those revived once resources allowed and prior to the Hanseatic Crusade, where it played a key role in the Escorpión Imperio's conquest of the Hanseatic League. The wealth of League resources following the Crusade allowed the new Scorpion Empire to retool the factory on Antwerp to resurrect the Warhawk, rebuffing interest from Clan Sea Fox buyers to see to their own internal needs first.

The Warhawk is powered by a massive 340 XL engine that gives it a top speed of 64.8 km/h and mounts thirteen and a half tons of ferro-fibrous armor to protect itself from enemy fire. To dissipate the massive waste heat produced in its various configurations, it carries a staggering twenty double heat sinks. Additionally, though not truly fixed equipment on the chassis, the Warhawk manages to incorporate an advanced Targeting Computer into each of its configurations, making all of its direct fire weapons extremely accurate.

In its primary configuration, the Warhawk has an impressive arsenal of long range weapons which are centered around four ER PPCs that take advantage of the 'Mech’s Targeting Computer. While unable to fire all of the ER PPCs at once, it can use a volley fire strategy to manage its heat. These are backed up by an LRM-10 launcher that allows the Warhawk a secondary weapon that can be utilized for long range combat.

Due to space constraints dictated by the targeting computer and over-engineered cooling system, large-bore autocannons are infrequently mounted, the consequence of complex routing of ammo feeds. The Warhawk excels when using direct-energy weapons and ER PPCs are signature weapon on many configurations.

[altaqwaelectric]

Understanding the Role of Busbars, Circuit Breakers, and Relays in Switchgear

In the world of electrical distribution and control systems, switchgear plays a pivotal role in managing, protecting, and isolating electrical circuits and equipment. Within a switchgear assembly, components like busbars, circuit breakers, and relays are essential for ensuring efficient operation and maximum safety. Understanding the role of each of these components can help professionals and businesses make better decisions when designing or upgrading their electrical systems.

What Is Switchgear?

Switchgear is a general term that encompasses a wide range of electrical disconnect switches, fuses, circuit breakers, and associated equipment used to control, protect, and isolate electrical equipment. These systems are critical for both high-voltage and low-voltage applications and are commonly found in industrial plants, commercial buildings, power plants, and substations.

1. Busbars: The Power Distribution Backbone

Busbars are metallic strips or bars — typically made of copper or aluminum — that conduct electricity within a switchgear or distribution board. Their main function is to distribute electrical power to multiple circuits from a single input source.

Key Functions:

· Efficient Power Distribution: Busbars act as a central hub for distributing power to various outgoing circuits.

· Compact Design: Helps in reducing the overall footprint of the switchgear.

· Heat Dissipation: Designed to handle high currents while minimizing heat build-up.

Applications:

· Power distribution panels

· Switchboards and MCCs (Motor Control Centers)

· Panelboards and switchgear cubicles

2. Circuit Breakers: Protection from Overcurrent

Circuit breakers are automatic electrical switches designed to protect electrical circuits from damage due to overcurrent or short circuits. Unlike fuses, circuit breakers can be reset manually or automatically after tripping.

Key Functions:

· Fault Interruption: Instantly disconnects the circuit during faults to prevent damage or fire.

· Manual Switching: Can be used to manually turn circuits on or off during maintenance.

· Safety Compliance: Ensures that systems meet international safety standards (IEC, ANSI, etc.)

Types of Circuit Breakers:

· MCB (Miniature Circuit Breaker): Used for low-power applications

· MCCB (Molded Case Circuit Breaker): Handles higher loads than MCBs

· ACB (Air Circuit Breaker): Used for high-current circuits in industrial settings

3. Relays: The Sensing and Control Brains

Relays are electromechanical or solid-state devices that detect faults and send signals to circuit breakers or other control devices to disconnect the circuit. They are the “brains” behind the automatic protection mechanism of the switchgear.

Key Functions:

· Fault Detection: Monitors voltage, current, and other parameters to detect anomalies.

· Triggering Action: Sends signals to trip the circuit breaker when necessary.

· Automation and Coordination: Works in coordination with other protection devices to ensure selective tripping.

Types of Relays:

Overcurrent Relays

Differential Relays

Distance Relays

Earth Fault Relays

Why These Components Matter

Together, busbars, circuit breakers, and relays form the core of any switchgear system. When properly selected and configured:

· Downtime is minimized

· Equipment lifespan is extended

· Operational safety is enhanced

· Energy efficiency is improved

In an era where electrical reliability is non-negotiable, understanding these components isn’t just for engineers — it’s essential knowledge for decision-makers in any industry reliant on power.

Conclusion

Whether you’re designing a new electrical panel or upgrading an old one, choosing high-quality busbars, circuit breakers, and relays is critical to the safety and efficiency of your entire system. At AL Taqwa Oman, we specialize in premium-grade switchgear accessories that meet global standards and deliver unmatched performance.

Need help finding the right accessories for your panel? Contact our experts today and power your systems with confidence.

[daleeltrading]

Low Voltage Switchgear for Commercial Buildings: Key Requirements, Standards, and Best Practices

In the construction and modernization of commercial buildings, low voltage switchgear plays a critical role in ensuring safe, reliable, and efficient power distribution. From office complexes and retail malls to hospitals and data centers, these buildings rely on robust electrical infrastructure — and low voltage switchgear is the backbone of that system.

Whether you’re an electrical panel manufacturer, a building contractor, or a facility manager, understanding the key requirements for selecting and integrating LV switchgear in commercial buildings is essential.

What Is Low Voltage Switchgear?

Low voltage switchgear is an assembly of electrical devices designed to control, protect, and isolate electrical circuits under 1,000V AC. It typically includes:

· Air Circuit Breakers (ACBs)

· Molded Case Circuit Breakers (MCCBs)

· Miniature Circuit Breakers (MCBs)

· Contactors and Relays

· Busbars

· Metering and Protection Devices

Why LV Switchgear Is Critical in Commercial Buildings

Commercial buildings demand:

· Continuous power availability

· High energy efficiency

· Electrical safety for occupants

· Scalability for future expansion

Low voltage switchgear delivers:

· Protection against overloads and short circuits

· Isolation for maintenance and fault conditions

· Load management for energy optimization

· Monitoring via smart metering and IoT integration

Key Requirements for LV Switchgear in Commercial Applications

Safety & Protection Standards

Must comply with IEC 61439 or UL 891 depending on the region

Must include overcurrent, short-circuit, and earth fault protection

Arc flash safety features (like arc fault containment) are crucial in populated buildings

2. Compact Footprint and Modular Design

Space is often limited in commercial utility rooms. LV switchgear should be:

Compact to fit tight electrical rooms

Modular for easy expansion as building loads increase

3. Smart Metering and Monitoring

Today’s commercial buildings demand energy-efficient and intelligent systems. Choose LV switchgear with:

Integrated smart meters

IoT-based energy monitoring

Remote control via BMS (Building Management Systems)

4. High Service Continuity (Form Segregation)

To ensure maintenance without full shutdowns, opt for:

Form 3b or Form 4b segregation

Withdrawable ACBs or MCCBs

Dual incomer and bus coupler arrangements for redundancy

5. Scalability and Flexibility

Commercial facilities evolve. Your switchgear must too:

Allow for load expansion

Be compatible with renewable sources (like solar panels)

Support future retrofits and upgrades

Standards to Follow

Ensure LV switchgear in commercial buildings is compliant with:

IEC 61439–1/2 — General and Power Switchgear Assemblies

UL 891 — US Standard for Dead-Front Switchboards

NEC (National Electrical Code) or local building codes

Also factor in:

Ingress Protection (IP Ratings) — IP54/IP65 for dusty or humid environments

Short Circuit Withstand Ratings — Ensure it matches building fault levels

Best Practices for Installation in Commercial Building

Centralize the switchgear for easy maintenance and reduced cable runs

Provide ample ventilation or forced cooling

Use color-coded wiring for clear identification

Ensure emergency shutdown mechanisms are accessible

Document the system with single-line diagrams and load calculations

Applications in Commercial Buildings

Office Buildings: Smart load shedding and energy metering

Hospitals: Redundant systems for life safety

Data Centers: N+1 configurations and continuous monitoring

Malls & Retail: Segmented load distribution for different zones

Hotels: Backup and emergency panel integration

Choosing the Right LV Switchgear Partner

Look for a supplier who provides

Customized switchgear assemblies

Fast lead times and local support

Engineering assistance for layout and specs

Pre-tested or type-tested assemblies

Future Trends in Commercial LV Switchgear

Digitization & predictive maintenance

Energy-efficient, low-loss designs

AI-assisted load forecasting

SF6-free eco-friendly designs

Need Help Choosing LV Switchgear for Your Next Commercial Project?

At Daleel Trading, we supply certified, compact, and smart low voltage switchgear solutions tailored for commercial buildings. Whether it’s a small retail site or a multi-floor office tower, we deliver performance, compliance, and reliability — on time.

👉 Contact us today for a quote, a technical consultation, or a custom panel solution.

[motorspexx]

2025 Chevrolet Corvette ZR1 - Full Tech Specs and Performance

The 2025 Chevrolet Corvette ZR1 marks a new benchmark in American supercar engineering, combining advanced aerodynamics, powertrain innovation, and motorsport-derived performance.

At its core is the LT7 engine, a 5.5-liter twin-turbocharged V8 with a flat-plane crankshaft. This engine produces 1,064 HPr at 7,000 rpm and 825 pound-feet of torque at 6,000 rpm, making it the most powerful V8 engine ever by GM.

The LT7 is a significant evolution of the naturally aspirated LT6 found in the Corvette Z06. Key changes include forged aluminum pistons, strengthened connecting rods, and twin 76 mm ball-bearing turbochargers integrated into the exhaust manifolds. The engine also features an anti-lag system that maintains boost pressure during throttle lift-off, ensuring immediate power delivery when re-engaged.

Power is delivered to the rear wheels via a dual-clutch 8-speed transmission that has been reinforced to handle the increased torque. Chevrolet estimates 0 to 60 mph in 2.3 seconds, with a top speed exceeding 215 mph. In private testing, the 2025 Corvette ZR1 has achieved verified runs over 230 mph, including a peak of 233.

Standard models of the 2025 Corvette ZR1 feature a front splitter, underbody strakes, and an active rear spoiler. With the available ZTK package, the ZR1 gains a large fixed rear wing, dive planes, and additional carbon-fiber components. Combined, these upgrades provide over 1,200 pounds of downforce.

Chassis tuning includes Magnetic Ride Control 4.0 and a track-optimized suspension geometry. The ZR1 is equipped with Michelin tires—20 inches at the front and 21 inches at the rear. Braking is handled by carbon-ceramic rotors, measuring 15.7 inches in front and 15.4 inches in the rear, with electronic brake boost providing consistent stopping power.

Cooling performance has been enhanced through several functional design elements. A center-mounted intercooler evacuates heat through a vented hood, while additional ducts in the front fascia and rear quarter panels direct airflow to critical systems. Roof and rear window have been optimized for thermal management.

2025 Chevrolet Corvette ZR1 – Technical Specifications

General Informations Model: 2025 Chevrolet Corvette ZR1 Body style: 2-door coupe, mid-engine layout Platform: GM Y2 (C8 architecture) Drive type: Rear-wheel drive Production location: Bowling Green, Kentucky, USA

Powertrain Engine code: LT7 Configuration: 5.5-liter V8, twin-turbocharged, dual overhead cam, flat-plane crankshaft Displacement: 5500 cc Induction: Twin 76 millimeter ball-bearing turbochargers integrated into exhaust manifolds Maximum horsepower: 1064 horsepower at 7000 rpm Maximum torque: 825 pound-feet at 6000 rpm Redline: 8000 rpm Fuel delivery: Direct injection Cooling system: Intercooler with hood vent, front and side intake ducts, roof-integrated airflow, and rear-quarter cooling channels Special features: Anti-lag system, forged aluminum pistons, reinforced connecting rods, dry sump oiling system

Transmission Type: 8-speed dual-clutch automatic Final drive: Strengthened limited-slip differential

Performance Estimates 0 to 60 miles per hour: 2.3 seconds Quarter mile: Estimated 9.5 seconds with ZTK package Top speed: Electronically confirmed runs over 230 mph, with a recorded maximum of 233 mph

Chassis and Suspension Front suspension: Short/long arm configuration with Magnetic Ride Control version 4.0 Rear suspension: Multilink setup with Magnetic Ride Control version 4.0 Braking system: Carbon-ceramic rotors, 15.7 inches front and 15.4 inches rear, with electronic brake boost Steering: Electric power steering with variable ratio

Wheels and Tires Front tires: 275/30 ZR20 Rear tires: 345/25 ZR21 Tire options: Michelin Pilot Sport 4S standard, Michelin Pilot Sport Cup 2 R optional with ZTK package Wheel sizes: 20 inches by 10 inches front, 21 inches by 13 inches rear Construction: Lightweight forged aluminum

Aerodynamics Standard aero: Front splitter, underbody strakes, active rear spoiler Optional ZTK package: Fixed carbon fiber rear wing, front dive planes, additional carbon fiber components Downforce: Exceeds 1200 pounds with ZTK configuration

Dimensions (estimated) Overall length: 182.3 inches Overall width: 79.7 inches Overall height: 48.6 inches Wheelbase: 107.2 inches Curb weight: 3750 to 3800 pounds depending on configuration

Interior and Technology Driver interface: Digital instrument cluster, performance data recorder Seating options: GT2 and Competition Sport seats Infotainment: Chevrolet Infotainment 3 Premium with 8" touchscreen Audio system: Bose sound system Driver aids: Launch control, performance traction management, customizable drive modes

Optional Packages ZTK Track Performance Package includes track-optimized suspension, Cup 2 R tires, and high downforce aerodynamic components Carbon Fiber Package: carbon trim elements on exterior and interior

MSRP Starting price above 185,000 US dollars

[lonestarflight]

"This illustration depicts the configuration of the Spacelab-2 in the cargo bay of the orbiter. Spacelab was a versatile laboratory carried in the Space Shuttle's cargo bay for scientific research flights. Each Spacelab mission had a unique design appropriate to the mission's goals. A number of Spacelab configurations could be assembled from pressurized habitation modules and exposed platforms called pallets. Spacelab-2 was the first pallet-only mission. One of the goals of the mission was to verify that the pallets' configuration was satisfactory for observations and research. Except for two biological experiments and an experiment that used ground-based instruments, the Spacelab-2 scientific instruments needed direct exposure to space. On the first pallet, three solar instruments and one atmospheric instrument were mounted on the Instrument Pointing System, which was being tested on its first flight. The second Spacelab pallet held a large double x-ray telescope and three plasma physics detectors. The last pallet supported an infrared telescope, a superfluid helium technology experiment, and a small plasma diagnostics satellite. The Spacelab-2 mission was designed to capitalize on the Shuttle-Spacelab capabilities, to launch and retrieve satellites, and to point several instruments independently with accuracy and stability. Spacelab-2 (STS-51F, 19th Shuttle mission) was launched aboard Space Shuttle Orbiter Challenger on July 29, 1985. The Marshall Space Flight Center had overall management responsibilities of the Spacelab missions."

Date: 1981

NASA ID: S81-13011

[spacetimewithstuartgary]

Proba-3 becomes two: Satellites successfully separate

Last night, a crucial step in the European Space Agency's eclipse-making Proba-3 mission was completed: the two spacecraft, flying jointly since launch, have successfully separated. This leaves them ready to begin their cosmic dance in the world's first-ever precision formation-flying mission.

The two Proba-3 platforms remained attached together for six weeks following their 5 December 2024 launch on a four-stage PSLV-XL rocket from Satish Dhawan Space Center in Sriharikota, India.

The mission control team at ESA's European Space Security and Education Center in Redu, Belgium managed the initial in-orbit commissioning during this stage. The team uses four ground antennas in Australia, Chile and Spain to communicate with the spacecraft.

Last night, 14 January, at 23:00 GMT (15 January 00:00 CET), the pair successfully separated from each other while flying 60,000 km above Earth at a speed of 1 km per second.

Proba-3 mission manager Damien Galano describes the critical milestone: "The separation relied on a well-known technology, routinely used when a spacecraft separates from its launcher. The two Proba-3 spacecraft were held together by a clamp-band, which is essentially a belt tightened around two metal rings, each attached to one spacecraft. Once the clamp was released, the two satellites started slowly drifting away from each other."

Although the clamp-band technology is not new, performing this kind of separation at spacecraft level—as opposed to the spacecraft/launcher separation—is uncommon, as not many satellites are launched while attached together in this way.

"Now, the two platforms will drift up to 50 km away from each other. Over the coming week, we will determine their relative positions, then use their propulsion systems to stop this drift and bring them back into a stable, safe configuration," Damien adds.

In their most precise formation, scheduled to be achieved initially in about two months' time, the two Proba-3 spacecraft will be flying 150 m apart, the equivalent of one and a half football pitches, and will need to maintain their relative position down to a single millimeter, for up to six hours at a time. The distance will be maintained by a sophisticated set of propulsion and navigation systems working together using on-board autonomy.

The mission will demonstrate this level of precision by creating artificial solar eclipses in orbit. The Occulter satellite will cast a shadow onto the main optical instrument of the Coronagraph satellite, allowing it to study the elusive solar corona.

Multiple sensors, including a laser-based system, will ensure that the shadow of just 8 cm across created by the occulting disk will remain on the sensitive coronagraph instrument positioned 150 meters away. In this precise configuration, the two satellites will be mimicking a single, giant spacecraft.

As the next step following separation, the flight control team will now make sure all systems on both spacecraft are running smoothly in preparation for the operational phase of the mission, due to begin in March.

TOP IMAGE: ESA's double-satellite Proba-3 mission. For six hours per 19.5 hour orbit, the pair will line up so that the Occulter spacecraft casts a shadow upon the Coronagraph spacecraft to open up the sun's corona atmosphere for sustained observation. Credit: ESA-P. Carril

CENTRE IMAGE: Credit: ESA-F. Zonno

LOWER IMAGE: Proba-3 Occulter eclipsing sun for Coronagraph. Credit: ESA-P. Carril

[usafphantom2]

USAF Should Look At China’s Future Multi-Crew Fighter Model For F-15EX

The F-15EX's currently empty rear cockpit needs to be taken advantage of by adding a new kind of second crewmen, an Air Mission Commanding Officer.

Major Joshua “Soup” Campbell Posted on Jul 25, 2024 11:24 AM EDT Edited By Tyler Rogoway

F-15EX and J16, both two seaters, but one uses the second crewman in a different capacity than the traditional weapon system officer role.

PLA/USAF

Amidst strategic shifts in its force posture, the U.S. Air Force (USAF) faces pivotal decisions on the deployment of its next-generation fighter fleet. With plans to retire aging F-15C/D Eagles and scale back F-15E Strike Eagle operations, the USAF is poised to integrate a limited number of F-15EX Eagle IIs into the fleet. Yet, while the F-15EX boasts advancements as an evolution of the F-15E Strike Eagle family of fighters, current strategies overlook the aircraft’s rear cockpit potential.

The first F-15EX Eagle II delivered to the Oregon Air National Guard’s 142nd Wing, the first operational unit to receive the type, touches down in Portland in June 2024. 142nd Wing/Oregon Air National Guard

Meanwhile, the People’s Liberation Army Air Force (PLAAF) advocates for multi-seat configurations to manage data-rich combat environments effectively. USAF plans, on the other hand, currently exclude utilizing the F-15EX’s rear cockpit, limiting its role to air-to-air missions and possibly limited air-to-ground missions sometime in the future.

In this era of transformative air combat, as the PLAAF pioneers new operational concepts with multi-seat fighters, the USAF stands at a crossroads, balancing legacy strategies with the imperative for adaptive, integrated command and control of unmanned systems and network-centric operations. With the F-15EX, however, the USAF has an opportunity to lead the way regarding future air combat by fully embracing the Eagle II’s two-crew capability.

The Eagle II Opportunity

With the pending divestment of the F-15C/D and reduction of the F-15E inventory, the USAF has committed to purchasing a relatively small number of F-15EXs to replace the F-15C/D in Japan, as well as at three National Guard bases with units tasked with U.S. homeland defense. The Eagle II, however, evolved from the Strike Eagle and subsequent F-15 derivatives, is capable of far more than what the legacy Eagle fleet previously provided to combatant commanders.

Given its modernized sensors, self-protection suite, fiber optics, future integration of an open mission system and digital open architecture backbone, more powerful engines, increased computing capabilities, and the inclusion of a rear fully-missionized cockpit, the F-15EX represents a significant advancement over both the F-15C/D and F-15E. Yet, current operational plans do not involve taking advantage of the rear cockpit, leaving it empty and unused, assigning the F-15EX to perform long-range and medium-range air-to-air only missions with minimal expansions into other missions sets the F-15EX is purpose-built to fulfill.

From left to right, an F-15C, an F-15E, and an F-15EX. USAF

The evolving character of air combat, however, demands that platforms do more amongst the growing complexity of high-end warfare. When considering the future of air combat, which places information at center stage in a high-end conflict, failing to utilize the rear cockpit would be a missed opportunity to expand future roles and responsibilities of the F-15EX, disregarding the investment that already exists in the aircraft’s capabilities.

By contrast, People’s Liberation Army Air Force (PLAAF) assessments of the anticipated complexities of forthcoming high-end combat environments have led them to identify multi-seat, multi-role configurations as critical to operations.

Available information suggests that the PLAAF believes an additional operator offers the potential for more effective interpretation and utilization of the vast sensory data that could overwhelm the cognitive and processing capacities of a single individual, particularly in the future of contested air combat environments. Having made this assessment, the PLAAF is now moving forward in developing operational concepts for how best to employ multiple operators in a single tactical aircraft, like the J-16 and the two-seat J-20S variant (also referred to variously as the J-20B and J-20AS), beyond their traditional roles. The USAF could benefit from adopting a multi-operator approach like the PLAAF’s with the F-15EX.

A picture of a two-seat J-20 during testing. Chinese internet

Information Saturation

Any future high-end conflict will produce vast amounts of data that need processing. Both the U.S. military and PLA continue to develop robust integrated intelligence, surveillance, and reconnaissance (ISR) networks to facilitate combat operations and support long-range kill chains. As such, sensors within the land, sea, air, and space domains will provide more data than can be consumed by human operators to process — and make accurate — real-time tactical and operational decisions. Due to the rapidly changing environments in a future contest, these decisions will need to be made quickly and potentially at the forward edge of the battlespace.

In an anticipated information-saturated environment, the USAF advocates for the integration of artificial intelligence (AI) and machine-to-human collaboration to alleviate the workload and cognitive demands on operators. While the incorporation of AI may process and distill information to provide operators with pertinent data, a saturated, complex combat environment full of adversary ships, aircraft, and coastal defenses employing deception and denial tactics will still likely result in an overwhelming influx of information for operators to process, leading to task saturation. Performing a multitude of missions and tasks — including controlling collaborative combat aircraft (CCA) and managing other aircraft in formation — all the while making air-to-air and air-to-ground engagement decisions within a contested, degraded, and operationally limited (CDO-L) environment will challenge and could exacerbate cognitive processes for both humans and their AI agents. The PLAAF, on the other hand, seems to be intent on leveraging AI integration with more human operators, not less.

Public Domain

Moving Beyond Traditional Roles

A recent article published in January 2024 by Chinese state-owned outlet Ta Kung Pao Online in Hong Kong, titled “J-16 Leads the Air Force Aircraft Fleet in Preparations for Future Air Battles,” sheds light on the evolving role of the J-16 back-seater and its implications for the future role of the J-20S back-seater. The article outlines the traditional division of responsibilities between front-seat and back-seat operators in the J-16. It also underscores how, due to evolving characteristics of air warfare, the role of the backseat operator has evolved as combat has evolved, informing future J-20S operations.

A Chinese J-16. Japan Ministry of Defense A stock picture of a Chinese J-16. Japan Ministry of Defense

According to the article, the J-16 stands out as the primary two-seat fighter in the PLAAF’s combat air force. While the two-seat Su-30 Flanker exists in the PLAAF’s inventory, its fleet is smaller in size, whereas the J-16 contains more advanced avionics and is in continued domestic production exceeding 245 aircraft, leaving the PLAAF to rely heavily on the J-16 and its more advanced capabilities.

A Chinese Su-30MKK Flanker. Dmitriy Pichugin A stock picture of a Chinese Su-30MKK Flanker. Dmitriy Pichugin

Equipped with asymmetric, outsized weapons that don’t fit in the J-20’s weapons bay, the J-16 provides a broad array of operational capabilities, making it a versatile asset in various scenarios. Similar to the F-15E, the J-16 conducts long-range air-to-air engagements and attacks on ground and maritime targets where the back-seater serves as a weapons controller responsible for employing different types of weapons. The PLAAF, however, is beginning to adapt the J-16 to the expected information-dominated combat environment and evolving manned-unmanned teaming by developing new roles and responsibilities for the aircraft and its operators.

Information-Dominated Combat Environment

In the context of the evolving landscape of networked and unmanned warfare, contemporary air combat will incorporate a multitude of systems where all combat elements are interconnected with vast amounts of information. Through data transmission and intelligence-sharing platforms, collaborative operations based on interconnected systems have become the predominant operational model, with the J-16 capable of assuming the central command role for entire formations. According to the Ta Kung Pao article, the J-16 back-seater, in this new environment, evolves from simply a “weapon controller” into an “air mission commanding officer.”

A close-up look at the pilot and the back-seater in a Chinese J-16. China Military Online/Liu Chang and Liu Yinghu

With this new evolution, the air mission commanding officer (AMCO) encompasses multiple roles and responsibilities in a high-tech conflict that includes overseeing air-to-surface weaponry, managing and disseminating multi-platform intelligence, and issuing operational directives. While this may seem similar to the USAF’s airborne Forward Air Controller-Airborne (FAC[A]), there appear to be differences in employment concepts between the PLAAF’s AMCO and the USAF’s FAC(A), particularly regarding the operational environments with which they are utilized.

Primarily employed in close air support (CAS) or strike coordination and reconnaissance (SCAR) missions, the FAC(A) is the airborne version of a joint terminal air controller (JTAC) in which both can nominate and mark targets, deconflict airspace, relay critical ground schemes of maneuver, and authorize airstrikes. The PLAAF’s AMCO, however, seems to focus on roles and responsibilities that leverage the PLA’s sensing network in a contested air interdiction environment.

Utilizing the PLA’s expanding sensing network to build situational awareness in the battlespace, the J-16 back-seater, assuming the AMCO role and plugged into the sensing network, is intended to direct coordinated efforts among various aircraft, in conjunction with ground and naval units, to execute comprehensive aerial attacks. Additionally, the back-seater’s role is to command and coordinate multiple drones acting as ‘loyal wingmen’ with the intent to amplify combat effectiveness through combined manned and unmanned operations.

Whether or not the PLAAF is actually proficient with this type of force package integration in a high-end combat environment remains to be seen. There is a distinct possibility that the PLAAF is overstating its capabilities in such an environment and much of this training is nascent or scripted, or this is the aspirational plan for future operations. However, the article points to recent footage from state-run CCTV that claims to showcase joint exercises involving GJ-2 drones under the command of J-16s enabling swarm attacks. Analysts, however, suggest that the articles and CCTV coverage of these events do not match reality given current PLAAF capabilities and likely reflect a desire for future capability. But while the PLAAF may be unable to conduct the defined roles and responsibilities of the AMCO in the current state, the PLAAF continues to move forward in preparing its endeavors. More importantly, however, the J-16’s implementation of an AMCO also serves as a testbed for future two-seat J-20S operations.

While the J-20S may lack the payload capacity of the J-16, the PLAAF anticipates that “stealth, high-speed, and advanced situational awareness” allow the J-20S to “penetrate enemy territory, gain air superiority,” and subsequently assume command over trailing aircraft like J-16s and J-10Cs. Moreover, the J-20S, like the J-16, will be able to coordinate and control CCAs to compensate for its magazine depth and weapons limitations, a task overseen by the AMCO in the rear cockpit.

Drawing parallels from the expanding roles of J-16 and J-20S back-seaters, incorporating a Weapon System Officer (WSO) into the F-15EX’s rear cockpit would expand its capabilities and enhance the lethality of USAF strike packages. With the advent of large, integrated sensing networks providing a vast amount of data, an F-15EX WSO, assuming a role similar to an AMCO, can coordinate and direct fires, provide mission-critical intelligence in the midst of mission execution to other platforms in a strike package, pass information of evolving situations between pulsed operations, and even coordinate with various naval or ground forces.

As highlighted in this picture, a two-person crew did fly the first F-15EX jet to Portland in June 2024. Oregon National Guard

Additionally, the F-15EX’s weapons array integration, including outsized weapons, allows it to perform an array of missions already being fulfilled by the F-15E, which includes long-range air interdiction. Moreover, it can be deployed to other environments in the event of horizontal escalation or low- to medium-tier conflicts, providing global firepower reach against smaller, maligned nation-states while still providing key capabilities in the high-end fight. Furthermore, the lack of stealth allows the F-15EX the ability to carry highly specialized pods that stealth assets simply can’t, or won’t, carry. Advanced pods can provide many warfighting-enhancing capabilities, from communications to sensing, electronic warfare, network redundancy, and edge computing.

A US Air Force F-15C Eagle carrying an infrared search and track (IRST) pod. This is one of many specialized podded capabilities members of the F-15 family, including the F-15EX, can carry. USAF

Finally, an F-15EX WSO can oversee the employment of groups of Collaborative Combat Aircraft (CCA) or swarms of other drones.

CCAs, AI, and Command and Control

Both the USAF and PLAAF view CCAs as a way of generating cost-effective mass. The intent is to augment attack formations with low-cost, AI-infused robotic wingmen to increase capabilities in the realm of firepower, sensing, electronic warfare, communications, and other capabilities that manned aircraft bring to the fight. Though both air forces promote heavy reliance on AI in CCAs, AI currently lacks intuition and the ability to infer information in a complex CDO-L combat environment that it is not accustomed to and lacks the ability to break from its given prescribed parameters to adapt. It is therefore expected that some level of human-to-machine interaction between manned aircraft and CCAs will be required to make decisions in a combat environment for some time. Due to the anticipated human interaction with CCAs, the PLAAF foresees multi-seat fighter platforms as an operational requirement.

In a document titled “Study on the Combined Manned Aircraft/UAV in Air Operations,” published around 2021 by Wang Danjing and Liu Ying of the Department of Combined Tactics Air Force Command College in Beijing, the discussion of command and control of CCAs described the task intensive nature of managing combat operations and CCAs simultaneously. When deciding the optimal manned-to-unmanned mixed formation characteristics, task management and cognitive performance were at the forefront of the author’s conclusion that the ideal formation to employ CCAs consists of pairing a two-seat aircraft with a single-seat aircraft.

Wang and Liu note that “U.S. scientists show that there is a nonlinear relationship between a person’s workload and work performance,” suggesting that adding management of CCAs to a pilot’s tasks could impact performance. The authors conclude that “the manned aircraft formation scope is better as a two-aircraft formation, with one being a two-seat aircraft tasked with tactical control of the UAVs, while the other is a single-seat aircraft tasked with executing the task of standing guard and attacking.”

While USAF tactics will almost definitely differ from the PLAAF’s regarding CCAs, utilizing an extra body in the backseat of the F-15EX can enhance the employment of CCAs, allowing the front-seat pilot to focus on other tasks or coordinate various functions in a combat setting.

Moreover, it is expected that CCAs will not always launch with their manned platforms to conduct missions in an Agile Combat Employment (ACE) scheme of maneuver or disparate basing environment like in the Pacific. Positioned between forward assets and bases, an F-15EX could take command of CCAs and transfer to forward fighter platforms or launch or recovery locations.

Take Aways

Although the U.S. military typically does not examine adversary strategy, operations, and tactics with the intention of replicating them, it is crucial to recognize the strengths of developing adversary capabilities and evaluate how they align with U.S. military operational principles.

Given the information provided above, it is imperative for the USAF to recognize and address the limitations of human cognition in future information-intensive environments and consider deploying additional operators to process the vast data available and manage new cognitive demands and new responsibilities like CCAs in a high-tech warzone. The PLAAF’s ambitious approach to utilizing its two-seat J-16 and J-20S platforms in complex, high-end combat environments may provide insights into how to maximize the F-15EX’s enhanced capabilities by incorporating a back-seater.

Similar to how the PLAAF intends to use the J-16 to cooperate with other fighter platforms, C2ISR platforms, and its kill-web to employ its outsized weapons, the F-15EX provides the range, payload, and sensors to do the same for the USAF. Additionally, with its fully missionized rear cockpit and large-area display, the F-15EX is capable of doing everything the multi-seat F-15E can do, and more.

The F-15EX’s fully missionized rear cockpit allows a WSO to conduct a multitude of mission-related functions, freeing the pilot to focus on other tasks at hand. Incorporating a WSO in the F-15EX would thus harness the intended capabilities the F-15EX is designed for. With no one in the rear cockpit, however, the F-15EX’s potential expansion of roles and responsibilities and overall effectiveness cannot be realized, leaving the Air Force unable to capitalize on the investment that is already paid for with each aircraft rolling off the line.

With every new set of roles, responsibilities, and mission expansion, however, comes new training requirements. For the F-15EX to adopt similar roles and responsibilities of the AMCO, the F-15E training pipeline can leverage existing training plans either by restructuring F-15E training flights that develop these specific tasks or by creating a new AMCO training pipeline in concert with the F-15EX syllabus being constructed to prepare future Eagle II pilots. Taking qualified F-15E WSO instructors into an AMCO pipeline that runs in concert with the F-15EX syllabus, the Air Force can fully realize a cohesive multi-seat aircraft ready for the high-end environment.

Unfortunately, however, the USAF has chosen to focus the utilization of the F-15EX on a single mission: long-range air-to-air. While capable of conducting close air support (CAS), combat search and rescue (CSAR), long- and medium-range air interdiction, maritime air interdiction, defensive counter-air, suppression of enemy air defenses (SEAD), and more, leaving the rear cockpit empty in this high-tech piece of machinery and conducting only long-range air-to-air engagements leaves all this potential capability on the table.

USAF

Equipped with outsized, long-range weapons and specialized pods, and the ability to command CCAs and swarms of other drones while directing combat fires and disseminating multi-platform intelligence from a multi-crew platform, the F-15EX offers a broader spectrum of capabilities beyond solely engaging in long-range air-to-air combat. Additionally, much of the necessary technology for these functions is already integrated into the aircraft.

For these reasons, it is imperative that the Air Force not let preconceived notions of traditional roles and responsibilities obstruct decision-making concerning the future of air warfare and the potential evolution of roles and responsibilities.

The character of warfare is evolving, necessitating the utilization of both machinery and personnel in innovative ways that align with the changing environment. The multi-operator platform direction currently pursued by the PLAAF yields operational insights worthy of consideration by USAF planners for the near- and mid-term, even as the USAF continues to develop advanced AI solutions for the long term.

Major Joshua “Soup” Campbell is an F-15E Weapon System Officer (WSO) and graduate of the distinguished USAF Weapon School with 1,500 hours in the F-15E which includes 630 combat hours. He spent the last year as a Fellow at the USAF’s China Aerospace Studies Institute with a strategic and operational focus. He is currently attending Johns Hopkins University, School of Advanced International Studies through the Department of Defense’s Strategic Thinker’s Program. He has worked in a variety of capacities at both the squadron level and MAJCOM staff positions.

[almayarelectric]

The Benefits of Using Modular Switchgear Systems

Why Modern Industries Are Choosing Modular Solutions for Electrical Infrastructure

In today’s fast-paced industrial and commercial environments, electrical safety, efficiency, and scalability are more important than ever. That’s where modular switchgear systems come into play. Designed to meet the evolving needs of various sectors — such as manufacturing, commercial buildings, power utilities, and data centers — modular switchgear offers flexibility, safety, and long-term value.

In this article, we’ll explore the key benefits of using modular switchgear systems, and why they are becoming the preferred choice over traditional switchgear configurations.

What Is a Modular Switchgear System?

A modular switchgear system is a type of switchgear that is built from interchangeable modules or sections. Each module contains electrical components such as circuit breakers, busbars, relays, isolators, and fuses. These modules are pre-engineered and can be easily configured, added, or replaced based on the specific requirements of a facility.

Modular switchgear is used for the protection, control, and isolation of electrical equipment. It is typically found in low voltage (LV) and medium voltage (MV) power distribution systems.

Top Benefits of Modular Switchgear Systems

1. Flexibility and Scalability

One of the most significant advantages of modular switchgear is its flexible design. Whether you’re expanding an existing facility or starting from scratch, modular systems allow you to add or remove units without interrupting the entire system.

· Ideal for facilities expecting future expansion

· Easy to customize layout based on project demands

· Supports phased development in infrastructure projects

2. Enhanced Safety and Reliability

Modern modular switchgear systems are designed with advanced safety features. Segregated compartments, arc fault containment, and reliable insulation materials ensure operator safety and system reliability.

· Reduces risk of electrical faults and arc flashes

· Complies with IEC and ANSI safety standards

· Minimizes downtime during maintenance or upgrades

3. Ease of Installation and Maintenance

Thanks to its pre-fabricated modules, modular switchgear is faster and easier to install compared to conventional systems. It also simplifies troubleshooting and routine maintenance.

· Less on-site wiring and civil work required

· Individual modules can be isolated for servicing

· Reduces maintenance costs and system downtime

4. Compact and Space-Saving Design

With limited space in modern industrial setups, compactness is crucial. Modular switchgear systems are designed for space optimization, making them perfect for high-density environments.

· Vertical and horizontal expansion possible

· Reduced footprint compared to traditional gear

· Neat and organized layout improves cable management

5. Future-Proof and Upgrade-Friendly

Industries evolve, and so should your electrical infrastructure. Modular switchgear supports easy integration of new technologies, such as remote monitoring, IoT-enabled control systems, and energy management solutions.

· Supports integration with SCADA and BMS systems

· Accommodates evolving energy needs

· Long lifecycle with upgrade options

6. Cost-Effective Over the Long Term

Though the initial investment may be higher than conventional switchgear, the long-term benefits of modular systems — including reduced downtime, lower maintenance costs, and scalability — make them a cost-effective solution.

· Lower total cost of ownership (TCO)

· Reduced operational expenses

· Optimized energy efficiency

Applications of Modular Switchgear Systems

Modular switchgear is suitable for a wide range of applications, including:

🏢 Commercial buildings

🏭 Industrial plants

⚡ Power generation and distribution

🖥 Data centers

🏥 Hospitals

🏗 Infrastructure projects and smart cities

Conclusion

If you’re looking for a smart, scalable, and reliable solution for your electrical distribution system, modular switchgear systems are a worthy investment. With benefits ranging from safety and efficiency to cost savings and future readiness, they offer a significant upgrade over traditional switchgear models.

[asteamtechnosolutions]

AVEVA (Wonderware) System Platform

SCADA, HMI, MES, and IIoT applications, AVEVA System Platform (previously Wonderware System Platform) is a unified operations center solution that offers an open, adaptable, and scalable architecture. In manufacturing and infrastructure operations, it provides a common basis for supervisory control, data collection, and real-time display.

Key Features of AVEVA System Platform

Object-Oriented Architecture

Scalability and Flexibility

Centralized Configuration and Deployment

Real-Time Data Handling

Integrated Historian

Security and User Management

Common Use Cases

Supervisory control and monitoring for manufacturing plants.

Energy and utilities operations management.

Water and wastewater facility control.

Oil & gas SCADA systems.

Smart buildings and infrastructure monitoring.

[sonicasura]

On command center of Trypticon, the cyber sleuth scowled as she put together a conference call to report what she had fought.

Null, Knell, and Doof stood in front her.

Pen knew there was no getting around talking to Her, but she hoped the extra two contacts would take the call before she had to report in. Trypticon’s systems rumbled around them all signifying the time she had asked him to keep track of was upon them. A tired sigh escaped her mouth as she finally hit ‘Begin Call’.

Those would encourage her to keep civil…

Maybe.

***************

On another Earth—a Hudie Hacker blinked as a certain Cyber Sleuth’s contact popped up on the Digiline.

In the Agency—Hudiemon sat up in a jolt at the elusive and frankly worrying sleuth’s Digivice number registered requesting a call.

…Greyish-purple eyes crinkled at the fact a certain girl had to unlock her to even call.

.

.

.

The members of Sigma Seventeen Rescue Bot team (and the humans by proxy) looked confused at a call patching through a console. Blades was the only one who remembered her number and informed the others of such.

Optimus’ optical ridges raised upon seeing that Penumbra was attempting to contact them. Cliffjumper hobbled over to see what was up.

———————————

The call went through opening up the ones called in an almost X like configuration. Unbeknownst to the digimon experienced people, two groups of cybertronians were watching the proceedings albeit muted.

Pen glared at no one in particular having decide beforehand having a resting scowl would mean her own expression didn’t slip. “Apologies if contacting some of you disrupted your normal duties.” She expressed with at least a hint of remorse toward Hudiemon and Jamboree. “However, I needed to report in the near dangerous situation I found myself in not even an hour ago. An Eater Legion—“ Hudiemon’s wings tensed up at the mention. “—formed. But, I suspect it was a long time coming…”

“Explain.” Mirei’s cold tone cut off whatever reassurances a certain bio-merge would utter.

She took in a deep breath, then exhaled to bite back the growing irritation whenever she had interact with this devil of a woman. “When the Legion was sufficiently damage, it split into three Stage Twos who had unique abilities.” Pen brought up the relevant images including the peculiar Quadrupedal instinct Ravage spawned. “When my digimon managed to destroy those, they dropped the spark remnants of three cassette minicons. Ones who had otherwise laid dormant in Shockwave’s lab for centuries.”

(“Soundwave’s cassettes?!” Ratchet snarled, being ill at ease upon seeing the clearly dangerous variations of the Eaters. They had already discovered that their presence wasn’t noticeable to the others in this call…)

Hudiemon’s screen distorted until a very concerned looking Erika and Wormmon were shown. “You. You mean?” The hacker stammered, always offput by developments seem in Eater Legions. “You mean this instance festered for years until properly materializing? Feeding off those three?”

“Damn. Normal Legions are a nightmare already and this one was partially developed.” Jamboree commented on his own end. His Veemon and Shoutmon nodded their heads looking like bobble-head figures.

“I assume you have more on this discovery of yours, Sleuth.” Whatever bits of humor that bubbled up from the two dragon mons antics was snuffed at hearing Her icy tone again.

“Cassettes have smaller sparks than typical cybertronians which I can only assume why this Legion took so long to properly render itself.” The cyber sleuth surmised, tone as serious as she felt this next bit would be. “Eaters have already consumed the sparks of Vehicons before… I have to assume the scattered frames of deceased Cybertronians could serve as festering grounds. If not, then the still alive members of the population scattered across the stars. This isn’t regulated to Earth alone.”

(Heatwave’s servos clenched thinking about all the cybertronians unaware of the threat lying in every processor there ever was…)

Jamboree swore under his breath, Erika clutched Wormmon tightly enough to make the digimon spew threads, and Mirei? For once, the icy-mannered head of the Agency looked partially worried over the implications of this.

Pen’s gaze turned into a sharp glare toward the purple-haired woman. “Is this an adequate enough reason to lift the resource limitations you imposed on my team?” Though her tone was the cold, the others could detect the barest hints of satisfaction at back-talking to Mirei.

“…It will be taken under immediate consideration, but the situation at large requires many factors to be considered.” Mirei muttered before dropping the call on her end.

———————————

Having only spoken to Hudiemon before, the Autobots now understood why the cyber sleuth loathed and despised her technical boss. That woman was a step above Silas just barely…Once Hudiemon gave reassurances over Pen handling the situation remarkably well, she too dropped out of the conference call. Jamboree who mentioned discussing things with his own Optimus—probably from another universe?—was glad to see Pen despite the circumstances.

He left the call too…

Which now left the cyber sleuth making a gesture which finally unmuted, showing the Autobots and Rescue Bots who had been listening to the entire conversation.

Penumbra closed her eyes yet didn’t end the call just yet. “I assume you all have questions?”

A cacophony of noise met her as the cybertronians and humans spoke all at once.

This is gonna bite back Mirei super hard. I can only imagine her tune changing if these new Eaters managed to reach the Digital World. Or word reaches the groups responsible for the realm's uptake.

[lboogie1906]

Colonel Frederick Drew Gregory (January 7, 1941) is a former USAF pilot, military engineer, test pilot, and NASA astronaut as well as former NASA Deputy Administrator. He served briefly as NASA’s Acting Administrator.

He was born in DC. His father was Francis A. Gregory was an educator who was assistant superintendent for DC Public Schools as well as the first African American president of the DC Public Library Board of Trustees. His mother was Nora Drew Gregory, a lifelong educator as well as a public library advocate. She was the sister of the surgeon and researcher Dr. Charles Drew

After graduating from the Air Force Academy, he earned his wings after helicopter school, flew in Vietnam, transitioned to fighter aircraft, attended the Navy Test Pilot School, and conducted testing as an engineering test pilot for both the Air Force and NASA. He received an MS in Information Systems from George Washington University.

During his time in the Air Force, he logged approximately 7,000 hours in more than 50 types of aircraft as a helicopter, fighter, and test pilot. He flew 550 combat rescue missions in Vietnam.

He was selected as an astronaut in January 1978. His technical assignments included: Astronaut Office representative at the Kennedy Space Center during initial Orbiter checkout and launch support for STS-1 and STS-2; Flight Data File Manager; lead spacecraft communicator; Chief, Operational Safety, NASA Headquarters, DC; Chief, Astronaut Training; and a member of the Orbiter Configuration Control Board and the Space Shuttle Program Control Board. Notably, he was one of the CAPCOM during the Space Shuttle Challenger disaster. A veteran of three Shuttle missions he has logged about 456 hours in space. He served as a pilot on STS-51B and was the spacecraft commander on STS-33 and STS-44. #africanhistory365 #africanexcellence #sigmapiphi #omegapsiphi

[spiremire]

I am tired of small but worse design changes

Something like 8 years ago I was gifted a set of Bose Quiet Comfort headphones. They are wired, they don't connect to anything via bluetooth, and the noise cancelling part is powered by an external AAA battery. The cable is something like 5 feet long, and has the standard up/down/center button configuration attached to the microphone embedded into the wire. The port connection on the headphones is protected, tucked up into the body of the ear phone. When they're off my head and sitting on the table, the ear cups rest flat against each other. They came with a jack adapter for technology that hadn't been updated to make them back compatible and a case that fit all those components without room to be jostled around.

I really like these headphones. I like these headphones so much that I've repaired them multiple times (I go through the foam pads about once every two years, they're made of plastic leather and they start shredding around then).

I like these headphones so much that I decided to get a wireless pair, to replace the wireless earbuds I have that finally died after 6 years of heavy use (disappointing.... i have a pair of wired $15 skullcandy earbuds that i purchased when i was 13 (12ish years ago now) that I've accidentally washed like 4 times with no impact to the sound quality or microphone quality).

I decided to get the wireless version because the wired version from 8 years ago was so good that I couldn't imagine that the newer version would be worse.

It's a comparable product, but it's not the same. And because I like the old version so much, the new one is, indeed, worse.

The earcups don't sit flat against one another on the table. This 1) puts uneven wear on the pleather and supporting foam. It's going to start to degrade from the bottom, and sooner than the wired counterpart (sigh.....) and also 2) makes the system more prone to damage if they're packed away in a bag (nobody really uses the cases they come with). This is because the non-parallel angle that the ear cups sit at against each other adds stress to the overhead bridge and the hinges while also leaving more crevices inside the earcups exposed to anything in the bag with it (more likely to get caught on stuff)

It came with a wire (which i was surprised about)! The wire is maybe half the diameter of the old wire (more fragile!!!) and significantly shorter. Criminally so, at least a foot/30 cm (haven't broken out the tape measure). While the wired version is meant to be plugged into something on a table and has plenty of length for good cable management, the wireless version's cable only has enough length for the distance between headphones and approximately the front pocket on a pair of pants. Not ideal. Also there's no buttons on the embedded microphone, but that's because they're on the headphones themselves (no redundancies here, folks).

The port connection is not protected and the jack itself is long enough it could get caught and bent on a shoulder. This is only a problem because my next point.

There is no way to listen to anything via bluetooth WITHOUT any noise cancelling at all (called "passive" mode by the manufacturer). Too long using the noise cancelling gives me a migraine (some people call this "ear sucking"???), so it would be nice to use these without that. The closest they give you is having microphones on the outside of the headphones pick up sounds that are then played by the speakers, so you can "hear them". What a waste of power. If you want to use them in passive mode, you have to be plugged into the wire (which, as i mentioned, is shorter and prone to damage). Infuriating. This is fixable by a firmware update and is a known issue. So far, no dice.

Other changes that are not my favorite that I can live with:

Swapping durable fabric on the overhead bridge for pleather. This is going to fall apart. Unlike the foam cups, however, it appears that these pieces of pleather are connected by stitching. I'm sure I will have updates about this as time goes on, particularly because I do not anticipate this portion being self-repairable. Additionally, the material slides on my hair really well, meaning they don’t stay in place very well if I’m moving around (which was kinda the whole point in buying them….)

They're noticeably heavier (to accommodate the internal batteries?)

USB-C charging. This is fine, and the more companies move to a uniform charge port the better, but again the cable is very short. These are not intended to be worn while they are charging despite all the design choices that make it seem like they are. (Charging port is in mirror to the wire port).

Ear cups swivel at a greater angle than before (I don't know why?)

Things I would have liked to see changed:

Less intense noise cancelling (this is an option! but comes at the price of a lack of no noise cancelling at all option)

Better materials and construction on the foam pads on the ear cups. The pleather isn't durable, comes apart in shreds, and the fabric backing isn't strong enough to keep the foam contained on it's own once it does. The fact that the pleather is glued (or melted?) together instead of stitched is part of the problem.

[sierra-cedar]

PeopleSoft Cedar Consulting: Revolutionizing Enterprise Solutions with Expertise and Innovation

In the world of enterprise software solutions, PeopleSoft remains a key player, providing organizations with robust tools for managing human resources, finances, supply chains, and more. However, to fully harness the power of PeopleSoft and tailor it to a company's unique needs, businesses often turn to specialized consulting services. One such provider making waves in this space is Cedar Consulting, a firm that offers top-tier expertise in PeopleSoft and helps organizations optimize their use of this powerful software suite.

Understanding PeopleSoft: A Quick Overview

PeopleSoft, originally developed by PeopleSoft Inc., is a comprehensive suite of applications that help businesses manage a variety of operations, from human resource management to financials, supply chain management, and customer relationship management. PeopleSoft has evolved over time, being acquired by Oracle in 2005, but it remains one of the most widely used ERP (Enterprise Resource Planning) solutions worldwide.

Organizations across various sectors continue to rely on PeopleSoft for its scalability, flexibility, and advanced features. However, to ensure that the platform is implemented effectively and aligns with specific business goals, PeopleSoft consulting has become a critical component for success.

What Makes Cedar Consulting Stand Out?

Comprehensive PeopleSoft Services Cedar Consulting offers a wide range of services centered around PeopleSoft, including:

Implementations: Cedar assists organizations in smoothly deploying PeopleSoft applications, ensuring that the systems are configured to meet specific organizational requirements.

Upgrades: As PeopleSoft continually evolves, businesses need to stay up to date with the latest versions and features. Cedar provides seamless upgrade services to help clients transition to newer versions without disrupting business operations.

Customization and Configuration: Cedar’s experts understand that each business has unique needs. They customize PeopleSoft applications to ensure they work optimally for individual clients, improving functionality and integration with other systems.

Support and Optimization: Cedar’s consultants offer ongoing support to help businesses maximize their PeopleSoft investments, addressing issues as they arise and optimizing system performance over time.

Integration: PeopleSoft often needs to integrate with other enterprise systems. Cedar provides integration services to ensure smooth data flow and seamless operations across different software platforms.

Expert Knowledge and Experience Cedar Consulting distinguishes itself through its team of professionals with extensive PeopleSoft experience. Whether it's implementing new PeopleSoft modules, upgrading existing systems, or troubleshooting complex technical issues, Cedar’s consultants bring a wealth of expertise to the table. This deep knowledge ensures that clients receive not only a working solution but one that is efficient, scalable, and cost-effective.

Tailored Solutions One of Cedar Consulting's core strengths is its ability to provide customized solutions. They take the time to understand the unique challenges faced by each client and design strategies that align with specific business objectives. Cedar is particularly adept at making complex PeopleSoft systems more user-friendly and efficient, helping businesses achieve their full potential.

Proven Track Record of Success Cedar Consulting has built a reputation for delivering results. Their success stories span a wide range of industries, from higher education and healthcare to financial services and government. Organizations trust Cedar for their proven ability to optimize and enhance PeopleSoft systems, driving both operational efficiency and strategic growth.

Focus on Long-Term Relationships Cedar Consulting is not just about implementing a system and walking away. Their approach centers on building long-term relationships with clients. They provide ongoing support and consulting, ensuring that PeopleSoft systems continue to meet the evolving needs of the business. This commitment to customer success is what makes Cedar a preferred consulting partner for many organizations.

Benefits of Partnering with Cedar Consulting for PeopleSoft Solutions

Enhanced Efficiency and Productivity Cedar’s deep expertise ensures that businesses get the most out of their PeopleSoft systems, helping streamline workflows and improve productivity. Whether it’s simplifying user interfaces or automating routine tasks, Cedar’s solutions enable organizations to operate more efficiently.

Reduced Costs By optimizing the existing PeopleSoft system, Cedar helps businesses reduce operational costs. Moreover, their experience with system upgrades and integrations ensures that businesses avoid costly mistakes and delays in deployment.

Scalability and Flexibility Cedar Consulting’s solutions are designed to scale with the organization as it grows. Their custom solutions ensure that businesses can add new functionalities or integrate with new systems as needed, without requiring major overhauls.

Improved Decision-Making Cedar’s data-driven approach helps organizations leverage PeopleSoft’s robust reporting and analytics features. By improving access to critical data, businesses can make more informed decisions, whether it’s about financial planning, human resources, or supply chain management.

Ongoing Support Cedar Consulting provides continuous support to its clients, ensuring that their PeopleSoft systems stay up to date, secure, and effective over time. This proactive support helps organizations avoid costly downtime and disruptions.

Conclusion

As businesses continue to navigate the complexities of modern enterprise operations, the need for specialized PeopleSoft consulting services becomes ever more apparent. Cedar Consulting has established itself as a trusted partner for organizations seeking to unlock the full potential of their PeopleSoft systems. With a focus on tailored solutions, expert knowledge, and long-term customer success, Cedar Consulting stands out as a leader in the PeopleSoft consulting space, driving operational efficiency and delivering lasting value for clients.