Chassis Plans is a recognized leader in manufacturing fully configured turn-key rugged industrial and military rackmount computer systems and transit case and rack system integration for the industrial computer, rugged rackmount computer, and military computer markets. We domestically manufacture rugged rackmount systems tailored exactly to customer application requirements. We also manufacture a full line of industrial and military LCD display monitors and LCD keyboard drawers.
Chassis Plans CCX-19 LCD After Blowing Sand and Dust Test – Method 510.5
We’ve found there is a lot of confusion regarding MIL-STD-810G and this Chassis Plans White Paper should help clarify the situation a bit. See ‘MIL-STD-810G – What it is‘ for the white paper.
Designed be a state-of-the-art secure information device, the CPZ-156T is designed from the beginning for security, first and foremost. Utilizing the industry standard PCoIP Protocol (Teradici Chipset), Chassis Plans’ Zero Clients are designed to be compliant with currently available Desktop Zero Clients but in a rugged form factor for deployment abroad. To further ensure security, the Chassis Plans’ CPZ-156T is powered through the IEEE-802.3at Power over Ethernet connection. This means a single push-pull connector is all that is required to lose all display information on the Ruggedized Client. As in all true Zero Client Architectures, no information is ever contained on the Client, it is just an encrypted rendering of the actual Virtualized Desktop (VDI) on the server.
In order to address a need for a Secure Ruggedized Data Terminal for the DOD, a system architecture was devised to provide a single connection to a PCoIP™ based Zero Client. This was made possible by selecting ultra-low power components (Laptop display and Touch Panel as well as a Low Power Zero Client). This enabled implementing the IEEE-802.3at Standard which provides for Ethernet connectivity, Power and Human Interface with a 25.5 Watt Power Envelope. The unit is designed to be the State of Art in security, as there is only one connection to the device and the unit is tethered. The moment that link is broken, there stops Ethernet activity as well as removing power from the device which requires re-authentication once the connection is re-established. This follows the Army “Approved Thin Client/Zero Client Computing Reference Architecture v1.)” dated 1 May 2013 which is to be used for SIPRNet and NiPRNet implementations.
Information is available at CPZ-156T Zero Client .
EPI Technologies is a best-in-class sales and marketing organization that represents industry leaders in wireless, wireline, public safety, military, security and test equipment solutions.
EPI Technologies utilizes the seasoned experience of four outside sales personnel, as well as an exceptional inside sales team, to represent Chassis Plans.
See www.epitechnologies.com website for more information.
VIPER/T is a long-duration program with the USMC and is using the Chassis Plans’ custom portable computer to upgrade the system’s capabilities. The VIPER/T system consists of VXI analog, digital and RF instrumentation controlled by the Chassis Plans’ rugged portable computer.
The system includes a plug-in SBC with an Intel i7 processor, Q87 chip set and 8GB of RAM, expandable to 32GB. The SBC is plugged into a 14-slot passive backplane providing one x16 and five x4 PCIe slots and seven 32-bit PCI slots. The customer required all connections to the system be mil-compliant so mil-circular connectors were provided where appropriate for interfacing to the legacy VXI test equipment and military weapons systems under test.
Power to the system is provided by a custom wide-range 18VDC to 36VDC 760W DC/DC power supply. An AC supply is optionally available.
A full-feature, full-travel fold-down keyboard protects the LCD while the unit is being transported. An included touch pad is used for cursor control.
The computer system is designed specifically for rugged military environments and transportation and is designed to be MIL-STD-810G compliant for assured reliability. One of the selling points is the multi-year program support offered by Chassis Plans to assure future hardware availability for long life-cycle programs such as the VIPER/T.
The Marine Corps has 200 VIPER/T systems in the field scheduled for upgrade with an additional 200 on contract for delivery. Additional acquisitions are on-going.
Chassis Plans is known for custom system design and integration. Variants of the VIPER/T portable computer system are available for other projects.
An included TFX1-19 rackmount display provides three 19-inch 1280×1024 LCD displays. This is a rugged rackmount LCD display system specifically designed for transit case installation and provides exceptional display real-estate in a compact portable package.
Also included is a CKX 1U waterproof rackmount keyboard. This unit provides a sealed full-travel keyboard and a 38mm sealed trackball. The display and keyboard are specifically mounted with friction slides to prevent motion while in use which is especially critical in airborne installations.
Each of the components in this system has been designed to meet or tested to MIL-STD-810G for assured reliability in the harshest conditions.
Chassis Plans provided a fully integrated and tested transit case system for rapid deployment by the customer.
Method 526 is also not intended for testing small, individually packaged material that would normally be shipped when mounted on a pallet or as part of a larger shipment. It is intended for testing items such as tanks, trucks, etc., that are transported by rail.
The rail impact test is intended to test materiel that will be transported by rail; to determine the effect of railroad car impacts that may occur during rail shipment, to verify the structural integrity of the materiel, to evaluate the adequacy of the tiedown system and the tiedown procedures, and to assess transportability1 by the Military Surface Deployment and Distribution Command Transportation Engineering Agency (SDDCTEA). All items are to be tested at their maximum gross weight (fully loaded) rating unless otherwise specified in the transportability requirements for the materiel.
Subjecting materiel to a lab shock test or performing an analytical simulation does not eliminate the requirement to conduct a rail impact test.
Method 526 is not intended for railcar crash conditions.
Rail impact shock has the potential for producing adverse effects on the physical and functional integrity of transported materiel. The following are examples of problems that could occur when materiel is exposed to the rail impact environment.
Tests are performed with rail cars.
Loaded cars are preferred for use as the buffer or struck cars. However, empty cars may also be used. In either case, the total weight of the buffer cars is to be at least 113,400kg (250,000 lb). The first buffer car must be a standard draft gear car. The remaining buffer cars should have standard draft gear, if possible. Draft gear is the shock absorber which is part of the coupler.
The test railcar is equipped with chain tiedowns and end-of-car cushioned draft gear, unless other railcar types are approved by Director, SDDCTEA. SDDCTEA is the designated DoD agent for land transportation. Some materiel may require other types of railcars for testing to be representative of the intended shipping methods.
A locomotive and at least 200 feet of dry, level track is used to get the rail cars up to the required speed as below. At the desired speed, the test load car is released so it rolls freely into the buffer cars with the couplings open. An alternative method of testing is to use an inclined track of sufficient length and gradient to achieve the test speeds.
The test item secured to the test railcar should be at gross weight with the fuel tanks at least 3/4 full.
Subject the test item to four impacts, the first three of which are in the same direction and at speeds of 4, 6, and 8 mph respectively. Perform the fourth impact at 8 mph (+0.5, -0.0 mph) impacting the opposite end of the test car from the first three impacts. If it is not possible to turn the test car because of track layout, this may be accomplished by running the test item car to the opposite end of the buffer cars and impacting as above.
Method 526 is also not intended for testing small, individually packaged material that would normally be shipped when mounted on a pallet or as part of a larger shipment. It is intended for testing items such as tanks, trucks, etc., that are transported by rail.
The rail impact test is intended to test materiel that will be transported by rail; to determine the effect of railroad car impacts that may occur during rail shipment, to verify the structural integrity of the materiel, to evaluate the adequacy of the tiedown system and the tiedown procedures, and to assess transportability1 by the Military Surface Deployment and Distribution Command Transportation Engineering Agency (SDDCTEA). All items are to be tested at their maximum gross weight (fully loaded) rating unless otherwise specified in the transportability requirements for the materiel.
Subjecting materiel to a lab shock test or performing an analytical simulation does not eliminate the requirement to conduct a rail impact test.
Method 526 is not intended for railcar crash conditions.
Rail impact shock has the potential for producing adverse effects on the physical and functional integrity of transported materiel. The following are examples of problems that could occur when materiel is exposed to the rail impact environment.
Tests are performed with rail cars.
Loaded cars are preferred for use as the buffer or struck cars. However, empty cars may also be used. In either case, the total weight of the buffer cars is to be at least 113,400kg (250,000 lb). The first buffer car must be a standard draft gear car. The remaining buffer cars should have standard draft gear, if possible. Draft gear is the shock absorber which is part of the coupler.
The test railcar is equipped with chain tiedowns and end-of-car cushioned draft gear, unless other railcar types are approved by Director, SDDCTEA. SDDCTEA is the designated DoD agent for land transportation. Some materiel may require other types of railcars for testing to be representative of the intended shipping methods.
A locomotive and at least 200 feet of dry, level track is used to get the rail cars up to the required speed as below. At the desired speed, the test load car is released so it rolls freely into the buffer cars with the couplings open. An alternative method of testing is to use an inclined track of sufficient length and gradient to achieve the test speeds.
The test item secured to the test railcar should be at gross weight with the fuel tanks at least 3/4 full.
Subject the test item to four impacts, the first three of which are in the same direction and at speeds of 4, 6, and 8 mph respectively. Perform the fourth impact at 8 mph (+0.5, -0.0 mph) impacting the opposite end of the test car from the first three impacts. If it is not possible to turn the test car because of track layout, this may be accomplished by running the test item car to the opposite end of the buffer cars and impacting as above.
