Disfunción eréctil submarina.

[k98k]

Las Jaguar son posteriores a la SGM, torpederas para campear en el Báltico a los del pacto de varsovia, luego ya llegaron los misiles a la ecuación.

[PP2000]

Deperming, degaussing, magnetic anomaly detection (MAD)
Deperming, or degaussing, is a procedure for erasing the permanent magnetism from ships and submarines to camouflage them against magnetic detection vessels and enemy marine mines.

A sea-going metal-hulled ship or submarine, by its very nature, develops a magnetic signature as it travels due to a magneto-mechanical interaction with the Earth's magnetic field. This signature can be exploited by magnetic mines, or facilitate the detection of a submarine by ships or aircraft with magnetic anomaly detection (MAD) equipment. Navies use the deperming procedure, in conjunction with degaussing, as a countermeasure against this.

Specialized deperming facilities, such as the United States Navy's Lambert's Point Deperming Station are used to perform the procedure. Heavy gauge copper cables are wrapped around the hull and superstructure of the vessel, and very high electrical currents (as high as 4000 amps) are pulsed through the cables. This has the effect of "resetting" the ship's magnetic signature. It is also possible to assign a specific signature that is best suited to the particular area of the world in which the ship will operate. Over time the deperm will begin to degrade and the procedure must be redone periodically to maintain the desired effect.

During World War II the United States Navy commissioned a specialized class of degaussing ships that were capable of performing this function. One of them, USS Deperm (ADG-10), was named after the procedure.

Researcher Jacques Vallée describes a procedure on board the USS Engstrom (DE-50), which was docked alongside the Eldridge in 1943. The operation involved the generation of a powerful electromagnetic field on board the ship in order to deperm or degauss it, with the goal of rendering the ship undetectable or "invisible" to magnetically-fused undersea mines and torpedoes. This system was invented by a Canadian, and the Royal Navy and other navies used it widely during WWII. British ships of the era often included such degaussing systems built into the upper decks (the conduits are still visible on the deck of HMS Belfast (C35) in London, for example). Degaussing is still used today. However, it has absolutely no effect on visible light or radar. Vallée speculates that accounts of the USS Engstrom's degaussing might have been garbled and confabulated in subsequent retellings, and that these accounts may have influenced the story of the so-called "Philadelphia Experiment".

According to Vallée, a Navy veteran who served on board the USS Engstrom noted that the Eldridge might indeed have travelled from Philadelphia to Norfolk and back again in a single day at a time when merchant ships could not: by use of the Chesapeake and Delaware Canal and the Chesapeake Bay, which at the time was open only to naval vessels.Use of that channel was kept quiet: German submarines had ravaged shipping along the East Coast during Operation Drumbeat, and thus military ships unable to protect themselves were secretly moved via canals to avoid the threat. It should be noted that this same veteran claims to be the man that Allende witnessed "disappearing" at a bar. He claims that when the fight broke out, friendly barmaids whisked him out the back door of the bar before the police arrived, because he was under age for drinking. They then covered for him by claiming that he had disappeared.

The USS Eldridge was not commissioned until August 27, 1943, and it remained in port in New York City until September 1943. The October experiment allegedly took place while the ship was on its first shakedown cruise in the Bahamas, although proponents of the story claim that the ship's logs might have been falsified, or else still be classified.

The Office of Naval Research (ONR) stated in September 1996 that "ONR has never conducted investigations on radar invisibility, either in 1943 or at any other time". Pointing out that the ONR was not established until 1946

The claims of the Philadelphia experiment contradict the known laws of physics. Magnetic fields cannot bend light waves according to Maxwell's equations. While Einstein's theory of general relativity shows that light waves can be bent near the surface of an extremely massive object such as the sun or a black hole, current human technology cannot manipulate the astronomical amounts of matter needed to do this.

No Unified Field Theory currently exists, although it is still a subject of ongoing research. William Moore's book on the "Philadelphia Experiment" claims that Albert Einstein completed, and subsequently destroyed, a theory before his death. Moore bases this on Carl Allen's letter to Jessup in which Allen refers to a conversation between Einstein and Bertrand Russell acknowledging that the theory had been solved, but that man was not ready for it.

Also, shortly before his death in 1943, Nikola Tesla supposedly claimed to have completed some kind of a "Unified Field Theory". It was never published.

These claims are completely at odds with modern physics. While it is true that Einstein attempted to unify gravity with electromagnetism based on classical physics, his geometric approaches called classical unified field theories ignored the modern developments of quantum theory and the discovery of the strong nuclear force and weak nuclear force. Most physicists consider his overall approach to be unsuccessful. Attempts by recent scientists focus on the development of a quantum theory that includes gravitation. It should be noted however that even if a unified field theory were discovered, it still would not present a practical engineering method to bend light waves around a large object like a battleship.

While very limited "invisibility cloaks" have recently been developed using metamaterial, these are unrelated to theories linking electromagnetism with gravity.
Metamaterials are artificial materials engineered to have properties that may not be found in nature. Metamaterials usually gain their properties from structure rather than composition, using small inhomogeneities to create effective macroscopic behavior
The story begins in June of 1943, with the Destroyer Escort, U.S.S. Eldridge, DE-173, being fitted with tons of experimental electronic equipment. This included, according to one source, two massive generators of 75 KVA each, mounted where the forward gun turret would have been, distributing their power through four magnetic coils mounted on the deck. Three RF transmitters (2 megawatt CW each, mounted on the deck), three thousand "6L6" power amplifier tubes (used to drive the field coils of the two generators), special synchronizing and modulation circuits, and a host of other specialized hardware were employed to generate massive electromagnetic fields which, when properly configured, would be able to bend light and radio waves around the ship, thus making it invisible to enemy observers.
At 0900 hours, on July 22nd, 1943, the power to the generators was turned on, and the massive electromagnetic fields started to build up. A greenish fog was seen to slowly envelop the ship, concealing it from view. Then the fog itself is said to have disappeared, taking the U.S.S. Eldridge with it, leaving only undisturbed water where the ship had been anchored only moments before.

The elite officers of the U.S. Navy and scientists involved gazed in awe at their greatest achievement: the ship and crew were not only radar invisible but invisible to the eye as well! Everything worked as planned, and about fifteen minutes later they ordered the men to shut down the generators. The greenish fog slowly reappeared, and the U.S.S. Eldridge began to re-materialize as the fog subsided, but it was evident to all that something had gone wrong.

When boarded by personnel from shore, the crewmembers above decks were disoriented and nauseous. The U.S. Navy removed the crew from that original experiment, and shortly afterward, obtained another crew for a second experiment. In the end, the U.S. Navy decided that they only wanted to achieve radar invisibility, and the equipment was altered.
On the 28th of October in 1943, at 17:15, the final test on the U.S.S. Eldridge was performed. The electromagnetic field generators were turned on again, and the U.S.S. Eldridge became nearly invisible. Only a faint outline of the hull remained visible in the water. Everything was fine for the first few seconds, and then, in a blinding blue flash, the ship completely vanished. Within seconds it reappeared hundreds of miles away, in Norfolk, Virginia, and was seen for several minutes. The U.S.S. Eldridge then disappeared from Norfolk as mysteriously as it had arrived, and reappeared back in Philadelphia Naval Yard. This time most of the sailors were violently sick. Some of the crew were simply "missing" never to return. Some of the crew went crazy. The strangest result of all of this experiment was that five men were found fused to the metal within the ship's structure.
The men that survived were never the same again. Those that lived were discharged as "mentally unfit" for duty, regardless of their true condition.

[Baku]

Haz un abstract, no jodas, que eso no se lo va a leer ni dios.

[PP2000]

Haz un abstract, no jodas, que eso no se lo va a leer ni dios.

...these accounts may have influenced the story of the so-called "Philadelphia Experiment" <- Yonnon fijo que se lo lee... y, que cojones, solo lo he traído por él (me ha salido en una búsqueda por rollos profesionales, 4000 amperios-vuelta en el centro de una bobina de 20 m de radio es como para que se frían los huevos al punto Tesla... suerte que ahora se lleva más la versión embarcada (ininterrumpido, más suave):


ONR - ARLINGTON, Virginia – In a time of increasing irregular warfare threats, the Navy has devised and successfully demonstrated a revolutionary technology to help reduce the risk of naval mine strikes to U.S. Navy ships.
Installed aboard the USS Higgins (DDG 76) in July 2008, the prototype degaussing coil counters underwater mines utilizing superconducting ceramic materials, instead of traditional copper cables, to neutralize the magnetic signature of the ship.
Developed by the Office of Naval Research (ONR) and the Naval Surface Warfare Center Carderock Division (NSWCCD) Ship Engineering Station Philadelphia, the high temperature superconducting (HTS) degaussing coil produced a "full coil effect" April 1 as the Higgins completed a pass over the U.S. Navy Magnetic Silencing Range in San Diego California. This was the first-ever measurement of an HTS degaussing loop installed on a naval combatant.
"We were pleased to have been selected as a test platform," said Cmdr. Carl W. Meuser, USS Higgins commanding officer. "The benefits of HTS degaussing will give us a great warfighting advantage going forward. This technology has a myriad of potential applications that will help make our U.S. Navy even more prepared to conduct prompt and sustained naval operations."
In short, a future HTS degaussing coil system can act like a cloaking device to eliminate the magnetic signature of the ship, interfering with undersea mines' ability to detect and detonate when a large magnetic field – like the one created by a ship – comes within close proximity.
"As on land, mines at sea remain a lingering threat long after they are deployed," said George Stimak, ONR's lead program manager for HTS degaussing. "Finding better ways to mitigate the threat of naval mines is something the whole program team takes a lot pride in because we know our work will save lives. HTS degaussing technology will provide new options to the naval architect in designing future advanced degaussing systems."
Naval mine strikes are the root cause of 77 percent of U.S. Navy ship casualties occurring since 1950. Most recently, the modern warships USS Samuel B. Roberts, USS Princeton (CG-59) and USS Tripoli (LPH-10) were severely damaged by mine warfare during Persian Gulf conflicts. With increased operations in the coastal areas (or littorals) of the world's oceans, U.S. Navy ships potentially face an increasing threat from naval mines.
"The HTS coil is made of ceramic material that replaces the old copper coils," said Brian Fitzpatrick, an engineer working from NSWCCD Philadelphia. "The super conductivity of this new degaussing system means less energy is required, yet it enables greater degaussing performance. Additionally, there is significant weight savings – up to 80 percent in some cases."
HTS coils, cooled by a cryogenic compressor to nearly minus 400 degrees Fahrenheit, can be operated at current densities that are a factor of 100 to 200 times higher than that of room temperature conductors. This allows the magnetic flux generation from the degaussing loop to be generated at a fraction of the weight of room temperature legacy copper wire systems.
"The demonstration of a rugged and reliable HTS degaussing coil is a true milestone," said Michael D. Riley, degaussing warrant holder for the U.S. Navy. "HTS degaussing coils will give the ship designer the ability to lower the weight and size of the degaussing system with all the advantages that entails."
The HTS degaussing systems projected for ship classes with advanced degaussing systems show an estimated 50 to 80 percent reduction in total system weight, which offers significant potential for fuel savings, or options to add different payloads.
"None of this is possible without our partners," Stimak says. "The support from the USS Higgins, Naval Station San Diego and the Magnetic Silencing Range has been invaluable, as well as all the developmental support from NAVSEA and industry."
Partners on the HTS degaussing system include American Superconductor, Nexans GmbH, PHPK Industries, Cryomagnetics, Cryomech, Navy Small Business Innovation Research investments under ONR and the Naval Sea Systems Command.

[poshol na]

https://www.lavanguardia.com/politica/20180718/45954260106/submarinos-armada-espanola-muelle-cartagena.html

Los nuevos submarinos de la Armada no caben en el muelle de Cartagena
Es la misma nave que tuvo que alargarse 10 metros por problemas de flotabilidad

Hola, Ictíneo.

[PP2000]

Será la primera vez que K recomienda una pick-up* con seis ruedas y luego no te cabe en el garach del adosado.


*Puch-upte-lapolla, me susurra la IA de la BlackBerry...

[PP2000]

https://elpais.com/politica/2018/07/17/actualidad/1531846944_777118.html

La obra del Arsenal (sin variación, que nadie sabía como de tocho, o directamente nuclear, será el S-90, y estas cosas se hacen cada siglo) estaba prevista por minisdef (que no provisionada) desde lo menos quince años (antes del contrato firmado una semana antes de los trenes de la muerte)... el artículo es para la parte de abajo (bueno y para echar unas risas en el resto de medios: "alargar el puro" -está bien dicho, esto es industria pero también el sur, o casi-) donde se mete la cuña -el core de este despropósito- que le jode el corazón a gabachos y boches: finalmente nuestras (DOS SOLUCIONES DISTINTAS DOS*) plantas AIP se pueden embarcar y, en definitiva, les llevamos -evidenciable- entre tres (fr.) y cinco años (ge.) de ventaja en el primer bicho en el agua (lo comercialmente impepinable) con una tecnología semejante (lo que hay ahora, para abreviar, o es de juguete y no puedes navegar lejos de tus remolcadores -menciona a Israel, y, tócate los cojones, un precio de amigo-amigo-pagafantas-, o es robusto pero sucio y lo detectan an aguas cristalinas, ósea, todas las menos la navegación bajo tráfico -que es lo que no hay cuando se lía parda-, v.g. marinas de Japón o Singapur)... es un claro ejemplo de news "bienmal" muy bien traída (sobre todo el ultimo párrafo, ...que puta ser méxica, con lo que hay allí sin que pringue nadie).

*una de Técnicas Reunidas con corazón cirílico y otra de Abengoa con corazón cirio y cilicio.

[PP2000]

https://www.youtube.com/watch?v=GzDLzZFxwqs

[PP2000]

Ejercicio para alumnos de sexto de la ESO avezados... o para juristas y filólogos desocupados.
¿Si el puro se alarga casi diez metros y su diámetro es 7,3 m, que os expliquen como la diferencia de desplazamiento (el volumen del cilindro mencionado por 1,026 t/m3 de densidad tipo de agua de mar) son 800 t. y no unos 500 t. y poco...?



....la solución en la wikipedia, por ejemplo (ver desplazamiento en inmersión original y final):
https://en.m.wikipedia.org/wiki/S-80-class_submarine

Spoiler: MostrarOcultar

The new requirement called for a larger submarine with better endurance and land-attack missiles, which became known as the S-80A design. This was an AIP submarine with a hull diameter of 7.3 metres (24 ft) compared to 6.2 metres (20 ft) for the Scorpène family, a submerged displacement of around 2,400 tonnes versus 1,740 tonnes, larger rudder surfaces and a different fin position

[Dan]

No he entendido un pijo, al final cabe y se equivoca el periolisto o la has vuelto a liar.

Y espero que en el monte de la izquierda en el mapa haya unas baterías monstruosas, que según lo veía no podía pensar en otra cosa.

[PP2000]

Cartagena se defiende con cien infantes, hace dos mil años* y hoy... ...pero hoy tienen todo tipo de misiles, en especial lo mejor en antiaéreos (hoy, mañana, ya hablamos con los noruegos de motorizar en ucrania).







*eso pensaba el desgraciado de Asdrubal, no esperaba una operación anfibia y terrestre en pinza (dos murallas, bajas, distintas) y, a lo que se regodean los romanos, sincronizada que ni con reloj atómico (amanecer)...

[Glatts]

Icti, chico, qué has hecho???

[JM]

El submarino de Icti en el programa "Grandes fracasos de la ingenieria"

[Dan]

El submarino de Icti en el programa "Grandes fracasos de la ingenieria"

La madre que te parió, Icti.

A cambio, ya tenemos areopajista más famoso ever, salvo que alguno tenga tiempo para hacer una cagada más gorda. Que lo veo complicado.

[Lacenaire]

Ahora me dirás que nos ves faltos de imaginación para.