JAPANESE SPY CAMERA. SPY CAMERA
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Japanese Spy Camera
- A hidden camera is a still or video camera used to film people without their knowledge. The camera is "hidden" because it is either not visible to the subject being filmed, or is disguised as another object.
- a native or inhabitant of Japan
- the language (usually considered to be Altaic) spoken by the Japanese
- of or relating to or characteristic of Japan or its people or their culture or language; "the Japanese Emperor"; "Japanese cars"
- The language of Japan, spoken by almost all of its population
- A native or national of Japan, or a person of Japanese descent
1/3" Sony Color CCD Indoor and Outdoor Vandal Proof Dome Camera, 3.5mm to 8mm Varifocal Lens, 540 TVL, with 36 LED (White), !!! MADE IN KOREA, NOT CHINA, WITH GENUINE JAPANESE CHIPSET !!!
# SONY 1/3" LSI SUPER HAD Professional CCD II Color Image sensor # Picture element NTSC 752(H) x 582(V) # The 1/3" chip is more sensitive to light Compare to 1/4" Ship # NTSC System # IR LED Count: 36IR Led # Illumination Range: 115Ft (40Mts) # Case: Metal # Vandal Resistant: Yes # Weatherproof: Yes # 540 TV Lines resolution # Mount: Ceiling or Wall # Dimension: 4.3/4"(L)x 2.5/8"(W)x 2.1/2"(H) # Minimum Illumination: 0.1 Lux (Infra-Red Off) 0.00 (Infra-Red On) # 12V DC 400mA (Not included) # Operating temperature -10°C ~ +60 °C
Nakajima J1N1-S Gekko (Moonlight) IRVING
Nakajima Hikoki K. K. J1N1-S Gekkos were the first Japanese aircraft designed and built specifically to intercept and destroy other aircraft at night and in poor weather. Gekkos achieved some notable successes during three years of service with the Japanese Navy. This design took shape in 1938 not as a night interceptor, but as a long-range fighter that could protect bombers. During the war with China, Japanese naval pilots complained of excessive bomber losses to Chinese fighters based beyond the range of Japanese fighters. The navy issued specifications to both Mitsubishi and Nakajima for a 3-seat, twin-engined escort fighter. The aircraft's speed must be at least 518 kph (322 mph) and it had to have a normal range of 2,410 km (1,496 miles) and a maximum range of 3,706 km (2,302 miles). Armament must include forward-firing cannon and machine guns plus a flexible gun to defend against tail attacks. The most important specification ultimately defeated the whole concept. The aircraft had to maneuver well enough to successfully engage single-engine fighters.
The Nakajima design, called the J1N1 and crafted by engineer Katsuji Nakamura, most readily met the navy's requirements and a prototype was flight-tested in May 1941. In the two years since the navy's original demand, Mitsubishi had developed and placed into service the Zero fighter (also in the NASM collection) and this superlative airplane had solved the bomber escort problem. Nakajima nonetheless forged ahead and flew a J1N1 prototype May 2. A year-and-a-half of flight tests proved beyond doubt that this aircraft was inferior to single-engine fighters. Except for range and takeoff distance, the type failed to meet any requirements in the 1938 specifications. The Germans also foolishly clung to the escort fighter concept. Early in the war, Germany placed in service a multi-engine, multi-seat escort fighter similar to the J1N1, the Messerschmitt Bf-110. It too failed disastrously in 1940 during the Battle of Britain when opposed by single-engine, single-seat Hurricane and Spitfire fighters. Like Nakajima, Messerschmitt salvaged this design when they transformed it into a successful night fighter.
The Japanese Navy took an interim step, however, before testing the J1N1 in night operations. The navy authorized Nakajima engineers to convert the design into a high-speed, long-range, naval reconnaissance aircraft based on land. Sweeping changes to the airframe, engines, and armament made the aircraft more reliable and suitable for the new mission. Between April 1942 and March 1943, Nakajima delivered just fifty-four of the new model, the J1N1-C, including four prototypes. U. S. forces first encountered the aircraft during early operations in the Solomon Islands and codenamed it the IRVING. The J1N1-Cs served in limited numbers and flew primarily from the great Japanese base at Rabaul on New Britain. The base was a regular target for night-flying U. S. Army Air Forces Boeing B-17 Flying Fortresses (see NASM collection). Sometime in the spring of 1943, Commander Yasuna Kozono ordered a J1N1-C modified for night interceptor work. Maintenance crews cleaned out the observer's position behind the pilot and mounted two 20 mm cannon fixed to fire above and to the front of the new night fighter at a 30-degree angle. Two more cannons were mounted in similar fashion but fired downward. The experimental airplane was designated the J1N1-C KAI.
On the night of May 21, the modified IRVING intercepted and shot down a pair to B-17 bombers. This immediate success caught the attention of the Naval Staff and they ordered Nakajima to begin full-scale production. The new interceptor was named the J1N1-S Gekko (Moonlight). At this time, no one in Allied intelligence circles expected the Japanese to field an effective night fighter and months passed before anyone discovered what lay behind a string of regular and mysterious losses of both B-17s and Consolidated B-24 Liberator bombers.
Nakajima concentrated on producing the Gekko version of the J1N for the remainder of the war.
In the summer of 1944, U. S. Marine and U. S. Army infantry divisions captured the Mariana Islands during several months of vicious combat. This important victory provided air fields from which to attack all the important Japanese cities and industrial targets in the home islands. U. S. Army Air Forces crews flying Boeing B-29 Superfortresses began flying daylight, precision bombing raids against Japan in November. In January, tactics changed to night, low-altitude attacks and the Gekko was one of many types of Japanese night fighters pressed into defending the homeland. There were some spectacular missions flown by IRVING crews but overall, Japan's night interceptors achieved limited results. The B-29 cruised approximately 80 kph (50 mph) faster than either the B-17 or B-24. Gekko crews usually could rarely make more than a single pass at the fast Superfortresses. Lt. Sachio Endo was credited with destr
Gaston and Rene Caudron were among the earliest aircraft manufacturers in France. After building and testing a few original designs in 1909 and early in 1910, the brothers established a flight training school at Crotoy and an aircraft factory at Rue in 1910. The first factory-produced Caudron was the type A4, a 35-horsepower Anzani-powered tractor biplane in which the pilot sat completely exposed behind the rear spar of the lower wing. The next major Caudron design, the type B, was the first to feature the abbreviated fuselage/pilot nacelle, characteristic of many later Caudron aircraft. It was powered by a 70-horsepower Gnome or 60-horsepower Anzani engine mounted in the front of the nacelle with the pilot immediately behind. Although a tractor, the tail unit of the type B was supported by booms extending from the trailing edge of the wings, an arrangement more commonly featured on pusher aircraft. Lateral control was accomplished with wing warping. The type B established the basic configuration of Caudron designs through the G.4 model.
The first of the well-known Caudron G series aircraft appeared in 1912. Initially designed as a trainer, the type G was developed into the G.2 by the outbreak of the First World War, and saw limited military service in 1914 as single and two-seat versions. By that time the Caudron factory had been relocated to Lyon, where an improved version, designated the G.3, was being produced in significant numbers. Soon a second factory was opened at Issy-les-Moulineaux, near Paris, to meet military demand for the airplane. The G.3 was primarily a two-seat aircraft, but a few were converted to single-seat versions. They were powered variously by 80-horsepower Le Rhone or Gnome rotary engines or a 90-horsepower Anzani radial. A total of 2,450 G.3s were built, including a small number built under license in Britain and Italy.
The Caudron G.4 was a larger, twin-engined version of the G.3, powered by two 80-horsepower Le Rhones or 100-horsepower Anzanis. The Anzani-powered Caudron G.4s served mostly as training aircraft. Some of the Anzani-powered G.4s, but not all, had their engines set up to turn in opposite directions to balance the torque of the whirling propellers. All the Le Rhone-powered Caudrons had both engines rotating in the same direction, clockwise from the pilot's orientation. Also, the two vertical tail surfaces of the G.3 were increased to four on the G.4. The twin-engined configuration increased the range of the Caudron and provided a location for a forward-firing machine gun, typically a Hotchkiss or Lewis, although other types were also used. To protect against attacks from behind, some G.4s were fitted with an additional gun mounted on the top of the upper wing and pointed rearward, but this proved to be ineffective and it was frequently removed from operational aircraft. A number of G.4s had a second gun mounted immediately in front of the pilot on the deck of the nacelle (such as on the NASM Caudron). But more often the pilot and observer simply carried hand-held weapons to respond to attacks from the rear. Some G.4s carried a camera for high-altitude reconnaissance.
The prototype G.4 first flew in March 1915, and 1,358 were built in three major versions: the Caudron G.4A2 for reconnaissance, the G.4B2 for bombing, and the G.4E2 for training. The A2 had a wireless set for artillery spotting missions; the B2 could carry up to 100 kg (220 lb) of bombs; and the E2 had dual controls for instruction. A special armored version of the G.4, designated the G.4IB, was deployed to the top French units, the "B" representing Blindage, the French word for armor. In addition to reconnaissance, bombing, and training, the Caudron G.4 also sometimes served as a long-range escort to other bomber aircraft.
By 1916, the G.4 was replacing the G.3 in most Caudron squadrons. Extensively used as a bomber during the first half of 1916, its deployment in that role was severely reduced by the fall of that year. The Caudron's relative slow speed and inability to defend itself from the rear made it increasingly vulnerable to fighter attack as German air defense improved. But Caudrons continued to be widely used as reconnaissance aircraft well into 1917. By early 1918 virtually all Caudron aircraft still in use were relegated to training duties. In addition to the French, Caudrons were used extensively by British and Italian units, and a few were used by the Russians and the Belgians. Ten Caudron G.4s were sold to the United States in November 1917 and transferred to the U.S. Air Service's 2nd Air Instruction Center at Tours. Used exclusively as trainers, none of these Caudrons saw operational service with American units.
The Caudron G.4 was in many respects a pre-war design, with its wing-warping lateral control, light structure, and limited visibility. Yet it has great significance as an early light bomber and reconnaissance aircraft. It was a principal type used when these critic
japanese spy camera
1/3" SONY SUPER LSI Super HAD 540TVL, Professional 24 leds INFRARED Color CCD Day/Night Black Vandal Dome Camera New CCD SONY 6 Series, CDX3172AR DSP (the image is more clear and natural, Compare to the old SONY 540 TVL Chip) SONY 1/3" LSI SUPER HAD Professional CCD Color Image sensor Picture element NTSC 752(H) x 582(V) The 1/3" chip is more sensitive to light Compare to 1/4" Ship NTSC System IR LED Count: 24IR Led Illumination Range: 65Ft (20Mts) Case: Metal Vandal Resistant: Yes Weatherproof: Yes 540 TV Lines resolution Mount: Ceiling or Wall Dimension: 4"(D)x 3"(H) Minimum Illumination: 0.1 Lux (Infra-Red Off) 0.00 (Infra-Red On) 12V DC 400mA (Not included) Operating temperature -10°C ~ +60 °C
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