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Missouri’s planned Route 66 solar road is a good template to go off of.As part of Missouri’s “Road to Tomorrow” initiative, the state is planning to build its first solar road.Solar roads uses photovoltaic cells rather than conventional pavement for its construction. This particular stretch of road will use technology from a company called Solar Roadways based in Idaho. Each lane mile of solar road is estimated to generate around 300,000 MWh per year when installed. For this pilot trial, Missouri is planning to test out the technology by installing a 240 square foot section at the welcome center in Conway.In addition to the respectable power generation, this company also utilizes some differentiated technology in their solar road products including:Integrated heating elementsTraffic managementAnti-theftThe heating elements are aimed at preventing the accumulation of snow and ice. When the temperature drops below 0 degrees Celsius, the heating element will activate. It is hoped that this feature will eliminate the need for snowplows. The elements are powered from the solar road itself.When it comes to traffic management, the panels can be produced with an array of LED’s to convey information to drivers.The LED’s are connected to a main data center, and can perform tasks such as:Display lane markingsWarn drivers about accidents on the road aheadRearranging parking spacesThe anti-theft feature in these panels consist of a wireless transmitter to report tampering back to the main data center.Despite the power generation and advanced features of this technology, the Solar Consultant team has a few concerns regarding this design:It might require too much power for the LED’s to be visible during the middle of a sunny day.The heating elements may use up too much of the produced energy for the solar road to be productive in the winter months.It is not known how quickly the glass on the solar cell surfaces will deteriorate under real life conditions.

Airplanes don’t know, and don’t have to.Pilots have to know, and the science and art of navigation has been developed entirely for that purpose.Navigation in aviation means knowing where you are at this moment, and how to go from here to there.▲The navigational challenge: how do you get to the airport?Navigation first started with pilotage: the pilot looks at the ground features below and identifies them on a map to tell him/her where she is.▲Look down and……▲…follow the railroad tracks!▲Advertisement of Strandard Oil Company for their aerial markers.▲Early rooftop markings for pilots, in 10-foot letters.▲Pre-World War II rooftop marking▲Early rooftop neon signsMarking Aerial HighwaysBy the end of the Second World War, the US was well along the way to laying out markers on the ground for aerial navigation:THE United States system of air markers —which consists of orientation symbols painted on roofs and sides of buildings and on highways and water towers—may become a world-wide boon to private pilots as a result of recommendations recently adopted by the International Civil Aviation Conference at Chicago.The conference, adopting a committee report setting forth the standard American marker as a model for other countries, said such air guides should be placed wherever necessary to determine aircraft position, and specified that “every city and town may be marked.”The air marker, which is now recognized as standard for this country and is expected to serve as the pattern for an international system, is more complete than markers erected before the war.The major difference is that symbols for latitude and longitude have been added.Today’s air marker includes the name of the town in which it is located—or the nearest town, if the marker is outside city limits—latitude and longitude in degrees and minutes, an arrow pointing true north, and another arrow pointing toward the nearest airport having paved runways.Special symbols may be added to direct pilots to air parks.Letters and symbols, with a few exceptions, are chrome yellow on a black background.Ten feet is the minimum height for letters on roofs of buildings and ground markers must be at least 20 feet high.The United States already has far more air guides for private flyers than other countries but is only “off to a good start” toward providing an adequate system of markers throughout the country.The CAA-sponsored program to install air markers began in 1935, and 30,000 markers were completed by December, 1941.The program to erect air markers was halted soon after Pearl Harbor when the Army ordered all markers removed along the east, west, and gulf coasts.Nearly 2,500 markers—representing six years’ work—were blacked out in six weeks with labor crews provided by the Army.But the wartime setback was not without benefit to the marker program.The fact that the War Department thought the markers would help invaders landing on the coasts did more than anything else to sell the nation on their value.With the air marking program discontinued at the outset of the war, the Army found—as early as the spring of 1942—that many pilots flying near training bases were getting lost and cracking up.Consequently, a call went out to CAA for air markers in 50-mile areas around the training fields.Air markers went up in 50-mile areas around Alabama’s Maxwell Field, Thunderbird and Falcon Fields in Arizona, Langley Field in Virginia, and scores of other training fields in Texas, North Carolina, Florida, and other states.The program calls for markers in every town and village.Cities require several markers, at least one on each side of the city.A projected goal of 100,000 markers throughout the country is “far too conservative” to meet the needs of private pilots.Air markers mean to private flyers what the nation’s highway signs mean to automobile drivers—there can’t be too many.In order to speed the installation of aerial highway signposts, she gives technical assistance to interested local groups on request.Complete directions for erecting markers are contained in the CAA Air Marking Bulletin No. 12, available on request.WPA funds were formerly allocated for the national air marking program, but no federal funds are now available.Financing is now a function of state aeronautical associations and local groups—Rotary clubs, pilot clubs, and business groups.CAA is now marking the roofs of its hundreds of range and communications station buildings in accordance with the new system as a maintenance job, and state and local groups are undertaking their own programs with the CAA extending technical assistance when needed.Amelia Earhart was the original sponsor of the federal air-marking program.She and Phoebe Omlie, another aviation pioneer now with CAA, devised the pro-gram and Miss Earhart sold it to the Government on the theory that private flying must be made safe before it could become popular with the average citizen.Thus, in 1935, a nation-wide air marking program was launched under sponsorship of the old Bureau of Air Commerce.WPA labor and funds were used as were contributions of state aeronautical commissions, committees, and local groups.Some 30,000 markers were sprinkled through all states in the six years preceding Pearl Harbor at an average cost of about $100 per marker.They went a long way toward eliminating the wide-spread practice of buzzing railroad depots to peer at the names of towns placed under eaves, a direct cause of numerous crack-ups, injuries, and deaths.As a result of intensive studies during the past three years, post-war signposts will be much better than pre-war.Inclusion of latitudes and longitudes enable pilots to “pinpoint” their locations and make it possible for the air marking system, as known in the United States, to be used internationally. An improved type of block lettering has been devised for increased visibility.International orange and white, and a variety of other colors, including silver, have been used for markers in the past.But chrome yellow on black, which can be seen from 3,000 feet, has been proved to have greater visibility than any other color combination and is suitable for more different backgrounds of varying terrain.When terrain tends to obscure colors, whitepainted crushed stone or concrete markers are favored.Chrome yellow on black was chosen following a series of tests and flight observations during which nearly all color combinations were checked in different areas of the country.In planning a suitable distribution air markers, the CAA divided the cot try into “grids,” each 15 miles square markers to be placed near the con of each grid so that a flyer cannot out of sight of a marker any considerable length of time.The original “grid” plan has been modified somewhat, as it I became apparent that the most travellled routes require more markers and that very large cities should have as many a dozen.While painted rooftop markers are “the best possible type” from a visibility standpoint, other types are more suitable for certain sections of the country.The rooftop marker is best in mild climates where there is not much snow.In northern sections, where snows may last a long time, markers should be painted on the sides rather than the tops of buildings so that they are not obscured by snow.Markers in regions with heavy snowfall may also be painted on sides of silos, grain elevators, or water towers.Letters and arrows formed of crushed rock and painted white are recommended for mountain sides.In desert areas, letters should be made of metal strips with enamel coating and mounted on posts a few feet above the ground so that sand drifts will not obscure them.Air markers may also be placed on highways in areas where there is not too much snow, and a large number of these highway markers have already been installed.They are not considered as satisfactory as rooftop markers, however. Another variation of the air marker is formation of letters and symbols with small shrubs on lawns, road intersections and cloverleaf drives.In climates where shrubs lost their leaves in winter they should be evergreen. In all cases, ground markers must have letters at least 20 feet in height, while 10 feet is the minimum for rooftop markers.Many markers erected before the war were too small. If the name of a town is long, it is better to abbreviate the name than to reduce the size of the letters.Width of the letters should be one-eighth of the height.Wider letters may blur, however. In selecting a rooftop, the following factors should be considered: the roof should be in good condition; it should be a prominent roof near the center of the community or near a main highway or road; the view should not be obstructed by overhanging trees or tall adjacent buildings; it should be located where it will not be obstructed by smoke.These rules also apply to highway air markers.The CAA will advise as to a suitable location for markers, but no CAA approval of the site is necessary.All air markers installed before the war now need repainting, and latitudes and longitudes should be added.The 2,500 markers which were blacked out need replacement and more than 70,000 new ones must be installed.Maintenance of markers is not expected to be a serious problem.Rooftop markers need repainting about every three years, depending on weather conditions.Highway markers must be repainted whenever necessary, and CAA recommends that they be inspected at least twice a year for signs of wear.Ground markers of crushed stone bound together with cement require only an occasional repainting with a white cement and skimmed milk mixture.Other ground markers, constructed of loose aggregate, should be repainted at least once a year.Pruned shrub markers require constant care and upkeep.CAA has made no recommendations as to how communities shall maintain their markers, but it is suggested that civic groups may volunteer for the job.CAA flight surveys to check condition of all markers may soon be authorized.In many states, plans for extensive air marking systems are well advanced—work has already been started on some.The Army last fall removed its ban on markers on the east and gulf coasts and only the area 150 miles inland along the west coast is now subject to the restrictions.Although labor and equipment shortages are hindering installations elsewhere to some extent, there is much enthusiasm for the program.State aeronautical commissions in Tennessee, Alabama, South Carolina, Minnesota, Nebraska, Illinois, West Virginia, and Connecticut have their programs ready and some work started. In Massachusetts, North Carolina and Missouri—states which have no aeronautical commissions—committees have planned state-wide programs in which cities will participate by placing their own markers.The Civil Air Patrol is backing the program in North Carolina, and the CAP in Texas has begun a project to mark 500 Texas towns.Chambers of commerce in the state are also cooperating.Pennsylvania has a well-advanced program.In many other states, legislation providing funds and working methods is under way.Illuminated air markers are included in the post-war sky-sign program.These will be much more expensive to construct, maintain, and operate, but they will be the last word in aerial signposts.Two general illumination systems are applicable: direct light, in which markers are outlined by exposed incandescent lamps or gaseous-discharge tubes, placed along the center line of letters and symbols; and reflected light, in which case either floodlight projectors with spread lenses or industrial reflectors are arranged to give a uniform distribution of light over the entire surface of the markers.The direct light method is more effective than floodlighting because it gives greater brilliance.Either method may be used for roof markers, while reflected light is considered best for ground markers.Oil companies have installed a very few illuminated markers—a general installation program is not an immediate prospect.Incidentally, while the exact origin of air markers is somewhat clouded, Mrs Noyes believes the idea originated with large oil companies.Several years before the national air marker program was launched, several oil companies began to mark all the towns where they had gas stations.The Standard Oil Company of Ohio constructed many markers, while Standard Oil of California and the Richfield Oil Company had large pre-war air marking programs on the west coast—and did their own obliterating after the Army’s ban was imposed.To aid groups planning air marker installations, CAA has designed a set of three plywood templates with which unskilled laborers can lay out any letter of the alphabet or any figure from 10 to 20 feet in height.Templates are available to interested groups.The air marking bulletin tells how to use the templates, how to mix paint, how to select the site, and gives other pointers needed by groups embarking on air marking programs.Air markers now offer the simplest, cheapest, and most effective guides for private flyers and it is anticipated that they will be needed for a number of years.Eventually, radio aids may be perfected for the private pilot so that the system of air markers will no longer be required—but that day, according to CAA, is a long way off.How far the international marker program will be extended in the immediate future is a question that will have to go unanswered until a final agreement is approved by all nations concerned.This should be on the books by mid-1945.▲Giant shrubbery marker, 1945▲Metal marker in the desert, 1945In the early days of flying, towns had their names painted on big white letters on top of their water tanks, so pilots passing over could read those from up above and know where they were.Today. getting from here to there is no longer a matter of raising a wet finger to determine the direction of the wind and flying from bonfire t0 bonfire through the dark night.Since aerial navigation began with pilotage, here is something for aviation fans.An Ode to Pilotage(The following clearly does not apply to commercial airline aviation, since they have heavy-duty equipment, heavy-duty procedures, and heavy-duty training in the usage of that equipment, and therefore airliners never get lost.)Pilotage, the most basic navigational technique available to pilots, is the technique that falls into disuse soonest after pilots discover the ability of VORs to lead them by the hand from one place to another.Pilotage involves drawing a line from your departure airport to your destination on a sectional chart and marking checkpoints along the line.Once you launch, you hold a predetermined—or adjusted—compass course as you monitor your progress across the ground and over your checkpoints.It is the technique that falls into disuse soonest after pilots discover the ability of VORs to lead them by the hand from one place to another.There are, nevertheless, times when the old ways are necessary, and even times when they are better than the new ones.VORs do not serve well in mountainous terrain, for instance.Sometimes they are too widely spaced or in the wrong places: the airport at which you want to land may be far from a VOR, or you may be making a trip into a foreign country where a VOR, or even an ADF, is as much a bemusing oddity as a navigational aid.Or weather may force you down to an altitude so low that radio reception is lost or undependable.Pilotage is indispensable for low-level flying in weather—although it is also most difficult under those conditions.On the other hand, in the sense that they enable a pilot to fly in a straight line where VORs may lead him on a zigzagging course, it can serve as free area navigation.There’s another thing that one forgets too easily: that is the pleasure of attending to the ground as you fly.Most pilots are inclined to fly higher and higher, because high altitudes offer a number of attractions: generally better fuel efficiency, higher speeds, smoother and cooler air, better radio reception and, to the extent that they use it, better visibility for pilotage.But flying high is also quite boring.Peter Garrison, a private pilot who writes for many aviation publications, writes:There is a certain point at which scenery ceases to give pleasure, and it isn’t too far up.From 7,000 or 8,000 feet above the ground, even great scenic chestnuts like the Grand Canyon are stale.From 500 or 1,000 feet, however, even flat, monotonous farmlands become a fascinating panorama, and the sight of cows grazing, and of the web of their paths to and from water, gives a benign satisfaction.Just be sure you know the location of all the tall towers.At that low an altitude, time passes quickly.When your attention is riveted by the passing scene, you forget to be bored.Nothing makes an airplane faster than a good distraction, and the few miles an hour you lose by descending from the empyrean are dwarfed by your feeling of surprise when you find yourself at your destination after a flight that seems to have only just begun.The best of both worlds, actually, is to combine pilotage with the radios, but not to allow yourself to become completely dependent on the avionics.You might, for instance, plan a flight to make a straight course from departure to destination, passing over or near one or two VORs on the way, but otherwise relying on pilotage.Non-directional beacons or AM radio station transmitters can also be used, if you have an ADF, to help keep you on course.You don’t have to fly over them; it’s sufficient to keep track of your progress by verifying when you pass to the right or left, and to get some sense of your position by comparing your heading with the bearing of the ADF needle.Though you can time the swing of the needle as you pass abeam a station and compute the station’s distance, a little bit of practice gives you a feel for “close,” “medium” and “far” in terms of fast, medium and slow needle swings.More precision than that is rarely necessary, unless you’re completely lost.Pilotage requires almost continuous attention.The whole point is to know exactly where you are on the map at all times, and to do this you constantly have to compare the chart with the terrain below.If you let ambiguities or doubtful identifications creep in, you can quickly get lost.If you can’t find enough landmarks, or if cloud cover obscures the scenery, you have to fall back on dead reckoning.Dead reckoning takes its ominous name from the word “deductive”; it ought really to be “ded” reckoning. It is a supremely rational style of navigation.It argues that if you know your speed, your direction and the time you have been maintaining them, then you know where you are and, conversely, that to get somewhere it is sufficient to know your speed and direction, and then to navigate entirely by the clock.Pilots are sceptical of dead reckoning, but only because they don’t use it enough.The story of Lindbergh dead reckoning for 20 hours across the Atlantic and making his landfall in Ireland precisely where he had planned is somewhat overworked—it was as much luck as anything else—but the principle is sound, and ferry pilots daily repeat his trick, with more meaningful success because they know the winds with greater certainty than Lindbergh did.One feels astonished to make a perfect landfall after 10 hours without a navigational fix, but there is no reason to.Direction, speed and time determine position absolutely.Dead reckoning only supplements pilotage, however; visual navigation begins and ends with pilotage, and only fills in its gaps with dead reckoning.In hazy weather, where slant visibility may be only a mile or two, a ground track must be held with great accuracy or a landmark may slide by unnoticed.The same is true when flying at very low altitude: 1,000 or 2,000 feet above the ground, a pilot can see only a few miles to either side of his course, and landmarks that might be obvious from a higher altitude may not be recognizable.But if the pilot knows ground-speed, flies a heading precisely and keeps up with timing—the sine qua nons of dead reckoning—the chances of the next check-point being visible are best.Direction, speed and time determine position absolutely.Dead reckoning only supplements pilotage, however; visual navigation begins and ends with pilotage, and only fills in its gaps with dead reckoning.In hazy weather, where slant visibility may be only a mile or two, a ground track must be held with great accuracy or a landmark may slide by unnoticed.The same is true when flying at very low altitude: 1,000 or 2,000 feet above the ground, a pilot can see only a few miles to either side of his course, and landmarks that might be obvious from a higher altitude may not be recognizable.But if the pilot knows ground-speed, flies a heading precisely and keeps up with timing—the sine qua nons of dead reckoning—the chances of the next check-point being visible are best.Picking landmarks that fence you in is important in places where there aren’t a lot of strong features on the ground.In Alaska, northern Canada or South America, occasional roads and rivers may be the only recognizable features in the landscape.In order to find a destination, it may be necessary to aim well to one side of the course, fly until reaching a certain river or road, and then turn to follow it.The more you intend to rely on pilotage and the less on radio, the more sense it makes to alter your straight course to take advantage of natural pathways.When you’re planning a cross-country for your private license, you may be encouraged to draw a straight line from origin to destination and to pick landmarks near the line to navigate by.Sometimes, however, it’s better to be humbler, and let the landmarks draw the line themselves.Especially in mountain flying, a detour—even a large detour—to bring you near some unmistakable landmark is preferable to the efficiency of a straight line on which you may get lost.Some aerial pathways serve better than others.Highways and railroad tracks are usually unambiguous; rivers are less so, al-though a large river may be as good as an interstate.Valleys in the mountains can be very poor; the topological coloration on charts implies that a valley will appear very clearly defined when in reality it might be barely discernible.Mountain peaks also make mediocre landmarks, unless they are isolated; among a group of peaks, differences in height may be disguised by differences in distance.Landmarks are even harder to find if you use a chart with too small a scale.Except under the best conditions—such as following a coastline—sectional charts are vastly preferable for pilotage to world and oversee charts. The clock is no less important than the compass in navigation.During long legs, it’s wise to note on the map the time of passage of each landmark, and to look ahead at future landmarks and note the time you expect to pass them.If you lose track of your position, you will then at least have a record of your last definite fix.When you are using landmarks that lie athwart your track, like highways or rivers, it’s surprisingly easy to lose track of your lateral position.I had a striking demonstration of that last fall, during a vacation in South America.On a flight from Lima, Peru to Bogota, Colombia, we crossed the Andes just north of Lima, briefly received a couple of radio beacons in eastern Peru, and then dead reckoned for about three hours over the headwaters of the Amazon.It was extremely hazy, and the slant visibility was three or four miles at best.Visibility hardly mattered, however, because there were few identifiable features below anyway.There was only jungle, broken here and there by rivers that seemed determined to mimic all other rivers.Sometimes dark rainsqualls swung across our path. In this situation there was only one way to proceed: hold heading, keep track of time, and wait for something recognizable to appear.The uncertainty seemed endless, but finally—and this is the common, though not inevitable outcome of navigating through seemingly featureless wastes—an unmistakable landmark appeared, a little town called Putumayo with an airstrip, an island and a hook in the river all its own.We had enough fuel to take us all the way up to the Caribbean, if need be, so no matter how ineptly I had navigated, we eventually would have figured out where we were.When the conditions for pilotage are particularly bad, it’s always essential to have some sure-fire landmark somewhere ahead. In the United States, that sure-fire landmark is almost always available in the form of a radio beam.Visual navigation is one of the basic skills that we allow to rust when technology frees us from dependence on them.But technology is never entirely reliable, and at any rate, a skill is a skill; we should not let something so hard-won slip away.Those skills are the foundations of our training in navigation.Besides, it’s good to renew one’s acquaintance with a landscape that, between air pollution and creeping urbanization, is becoming harder and harder to find.❑

Honestly possible with the exception of th Cylons , Cybermen and Daleks, the Storm Troopers are the greatest combat oriented only tactical threat in all of Sci FI…. and I would argue based on the lawsuit that the Cylons and Star Wars Storm Troopers are very identical (that is a bit of Star Wars History for you , you can find more in one of my other answers comparing Star Wars and Star Trek)First keep in mind that the Imperial forces basically breaks down into Pilots, Navy and Storm Troopers. Basically everyone who is not a pilot or Navy is a Storm Trooper this includes Biker Scouts, Aquatic Soldiers and the Imperial Guard (though elite of elite of Storm Troopers still technically Storm Troopers if you do not believe me then check out the referenced link at the end about Storm Trooper Training)I know when we think of Storm Troopers we think of this :Or we think of :But despite their depictions they were basically Delta forced trained Naval Seal Gestapo Nazi SS who combined brutal intense multi-operation training with advance body armor / environmental survival gear and one of the most lethal fire arms every produced . In addition to all the facilities of their suit, the deadliness and variety of their arms and situational combat training and skills, they were augmented with a utility belt that provided basically everything need for a basis siege situation .In Short, and in modern Terms a single Storm Trooper could replace a single modern Special Forces Squad with its additional SOC support or an entire standard platoon with its logistic support.In modern terms, no more than a platoon of Storm Troopers could have accomplished the Normandy Invasion.In StarWars A New Hope we get first introduced through this scene where Strom Troopers actually quickly overtake a deadly funnel.Here is the extended breach from Rogue One:Here is another even better version :To put this imagined scene in real context, once I was assigned to play Op4 which is short for Opposition Force, these are the soldiers of your unit assigned to train scenarios against who are usually very good at the UNIT SOP and tactics to make life hard.I was able inside a shoot house (we were playing with the Laser Tag stuff, SARS I think is the acro. ) were I was able to lay down against the inside edge of the hallway giving me partial cover from carving the corner, I had a very low profile so basically I was at the blind side of a deadly funnel, I was able to take out an entire platoon before they called no joy and said they would have just relied on ordinance not available ie grenade. This is exactly the same situation with one person the Storm Troopers are entering with at least a Squad they loose only a few and quickly take the entire entry and gain control of the ship in moments.Keep in mind I was able to get a coin for racking up like 20 kills in a row in the same situation the Storm Troopers are charging into and I was just one person opposing the force.Also Keep in mind after the tractor beam that it is Imperial Storm Troopers that execute the reset of the operation to include breaking into the ship.Also Keep in mind both Kylo Ren and Darth Vader despite having their choice of any are always flanked with standard squad of Storm Troopers.This is a long answer as it first talks about the basic Armor, then it talks about the actual standard issue weapon, as well as training.Storm Troopers totally. I know people often mock Storm Troopers and I have even authored some of those memes.But the reality of it is …Storm Troopers are fairly elite especially battle hardened units.“The Morvogodine stormtrooper training facility was a stormtrooper training facility located on Morvogodine, headed by the infamous stormtrooper commander Kayn Somos. The facility was notorious for being extremely vicious, even by stormtrooper training facility standards. Often, its students are sent by Somos on "peacekeeping" missions as a final test of whether they had the means of becoming part of the Stormtrooper Corps.” Stormtrooper Corps/Legends Stormtrooper Corps/LegendsFor a modern comparisons we should think of it as a major infantry school like FT Benning Georgia where you can go from basic, through one station on to air Assault, Airborne and Ranger all in consecutive cycle, thought I would additionally add Pathfinder and Sapper though those schools are not located at FT Benning. I would additionally qualify it by saying that the training depicted in StarShip Troopers was both gentler and safer than we are allowed to believe that Storm Trooper training would be / was ./ is.(Not Storm Trooper: StarShip Trooper Do not get confused used to give a visual reference )“Trainingedit | edit sourceMain article: Imperial AcademyAfter the Stormtrooper Corps implemented a recruitment policy to replace the cloning stock, the program implemented a strict recruitment requirement for conformity standards to maintain the program's integrity as compensation for losing clones and constrain diverse and undirected human genetic stock. In particular, their genetic suitability compared to a human genome-type clone template needs to be 97.5% or higher, their height needed to be within 1.79-1.85 meters, their weight needed to be in the range of 78-85 kilograms, their body mass/musculature rating needed to have a Scala scoring of 22.x5 at maximum, their tactical intelligence rating needed a Marrev testing result of at least 790, and their receptivity to indoctrination's rating needs to have a minimum class of C. According to Nala Se, the resulting recruitment standards were such that they met the same minimum physical benchmarks as Kamino-grown clones, and the recruitment program was such that it allowed for interchangeable uniforms and armor as a bonus.After passing recruitment standards, Stormtrooper recruits were deployed for training at one of the stormtrooper academies. At least two are known:The first, Academy of Carida, was one of the more well-known facilities, which focused on training stormtrooper officers. As part of their training, the recruits at Carida undergo wilderness survival; desert warfare simulations; underwater battle tactics; experimental weapons testing; flash-memory instruction in military history; self-discipline through emotional suppression; and education in the principles of the Emperor's New Order.In addition, the Stormtrooper training composed of both grueling physical tests (which were caused in part by the planet Carida having a stronger than average gravity field) as well as extensive indoctrination, which was strong enough to produce unswerving loyalty to the Empire, and leaving very few successful attempts to bribe, blackmail, or seduce them.Leia also noted that the indoctrination was extremely thorough to such an extent that they can't even be reasoned with, let alone deprogrammed, and as such, makes the ideology terrifying.In addition, this training was also credited as a large part of why the Stormtrooper Corps were victorious, in addition to their uniformity and ability to bring to bear overwhelming firepower.Their training was rigorous enough in its conditioning that Stormtroopers tended to favor their right side and adopt identical kneeling positions.It is also implied that, besides wilderness survival, desert warfare simulations, and underwater battle tactics, recruits to the Stormtrooper Corps also were extensively trained to survive in any environment, including those that harbored climates hostile to that of humans.[14] Stormtrooper armor/LegendsI know this diagram is for a First Order Storm Trooper but the armor is basically the same between New Hope series and New Order Series , :Despite small aesthetic variations in stormtrooper armor during the Age of the Empire, the changes were not large enough to denote a new phase of armor like the previous Galactic Republic's phase I clone trooper armor and phase II clone trooper armor. As a result, Imperial armor changes were largely due to production purposes. Stormtrooper armor[14]First, among the basic features of the suit itself is electronic targeting, environmental stability , multi channel communications , and respirator support.This is really hard to make out in Quora dimensions so here is the link to the actual picture: First Order Stormtrooper Schematics - Callouts by Ravendeviant on DeviantArtHere is a quick break down of what the Armor alone has, in Bold Italics is the full version and complete compliment :The Armor itself not only protects against direct blaster fire but indirect blast fire. Where as all but multiple direct fire or close range blaster fire from a military grade weapon will allow for survivability of the trooper. Indirect fire usually has no effect on consciousness, It should be also noted that the suit itself has the ability kind of like Iron Man to administer various stimulants and what not during battle. Kind of an internal medical kit. While not directly sited on Wookipedia it comes up in several expansion novels.The Helmet has :Surface to Surface , Surface to Air and Surface to Space Communication ability (Surface to Space requires relay)Night VisionThermal visionVideo RecordingBroadcast abilitytargetingof course complete protectionThe utility belt has everything you would need for a small invasion of a secured area and is conquerable in equipment and …well … utility to Batman’s but you know significantly more power and includes as basic ordinances a thermal detonator which means when all else fails I can blow up you and your squad .Here is the functionality of the battle armor for both Legends and Cannon as listed by wookipedia.,com. Yes, it is a lot of bold and italics but I am not going to rewrite large amounts of specifications that have already been done, nor respond to semantic arguments in comments based on not following the links, nor deal with appeals because self appointed autocrats have decided to take it upon themselves to decide what an unpublished citation policy for Quora should be , and the only reason why I am wasting every ones time with this huge parenthetical digression is because of Melina Shena trying to get some clap back on another one of my answers and would ask everyone to enthusiastically mute her, if nothing else because she makes it necessary to create this long note in a middle of answer that has nothing to do with anything.Helmetsedit | edit sourceView from inside a helmet in night-vision modeStormtrooper helmets had a four-layer construction. The outer layer was made of plastoid composite armor, the next layer was an anti-blaster mesh, followed by magnetic shielding, and finally an inner insulator. [5]Cellular padding helped prevent head injury.[1]During the height of the Galactic Empire, the standard-issue helmet included a rubber guard strip that acted as the border between the face and the cranium of the helmet. The cranium "shell" portion of the helmet was made of plasteel, and contained osmotic filter plates on the sides and back of the helmet. The rear osmotic filters contained heat-dispersion vents. The front of the helmet contained a pair of Soldex automatic polarizing filters. The characteristic frown on the helmets acted as natural air vents. In addition, heat-dispersion vents were located near the Soldex filters. Dymak Exhaust Filters were likewise located near the rim of the helmet. The vocoder direct speaker interface was on the "chin" of the helmet, between two Bliar induction filters. Near the back of the helmet was a 3814-7 auto-seal conduit. On the sides of the helmet were auditory sensors, which were connected to a lateral conduit housing. Inside the helmet was a ComTech Series IV speaker system within the auditory sensor, which was equipped with a three-phase Sonic motivator and was connected via power conduits to atmospheric processing units, which included a Motivator sending unit and ventral power units. In the ventral area of the helmet's interior, the edges were lined with Reifflex cellular padding. The interior of the helmet's faceplate contained a voice-activator housing, and the user would speak via a ComTech sensa-mic. The same equipment also came with a dermal cross link. The equipment was between two Atmospheric transduction nozzles, which connected the Bliar filters to the atmospheric processing units.The ComTech vocoder altered the stormtrooper's natural voice into a more processed tone.Overall, the helmet featured the same plastoid composite as the rest of the armor, although it also incorporated an inner layer of magnetic shielding.[2 Various sensors, specifically those relating to threat targeting, were also incorporated into the helmet, although these were only active when its designated owner wore the helmet, as a security measure to ensure they could not be used by their enemies, as well as reducing the uniform's value on the black market. These features included filters that screened out chemical and biological contaminants, heat-dispersal vents that maintained a consistent temperature, polarized lenses that collected non-visual data for display on the helmet's holographic head-up display as well as adjusting for various environmental conditions (i.e., automatically darkening to prevent retinal damage from explosions), and auditory sensors which could record and play back sounds. However, Rebel Alliance member Wedge Antilles implied that the visual sensors for stormtrooper helmets had blind spots. The helmet also contained an IFF transponder readout that allowed a stormtrooper to identify his squadmates.[2] Over time, the helmets evolved and implemented new technology. For example, earlier models included only simple eye lenses with very few visual modes available, such as infrared and standard targeting systems, but as technology increased, the helmets began to feature more advanced visual targeting systems including:Automatic polarizing and anti-flash blinding lenses protected the trooper against intense glare and provided them with enhanced combat vision or "Holographic Vision Processors" (which allowed vision through many barriers such as smoke, darkness and fire).Cite error: Invalid <ref> tag;invalid names, e.g. too manyMulti-Frequency Targeting and Acquisition System (MFTAS) helped with the stormtroopers' perception in darkness as well as smoke and other visibility-obscuring conditions.Additionally, stormtrooper helmets contained features such as:Built-in comlink (see below)Advanced Breathing Filters (which acted as protection against chemical and biological attacks, as well as toxins)Cooling and atmosphere control systemsCite error: Invalid <ref> tag;invalid names, e.g. too manyBy 130 ABY, stormtrooper helmets included updated sensors. The helmet's appearance was slightly modified to appear as a cross between the Phase II clone trooper armor and the original stormtrooper helmets. A number of variations were also introduced to accommodate alien species that were newly allowed to enroll in the Stormtrooper Corps. Still, stormtrooper helmets shared a very common difficulty. A helmet needed to be powered by using a general code provided by a central system. This was meant to prevent piracy or stealing of helmets. By doing this, if for any reason the helmet was stolen, the thief could not be able to access any of the visual modes of the helmet, making it very difficult to see through it.Audio/visualedit | edit sourceA video recording from a stormtrooper's helmetA comlink with frequency-changing options was built into the trooper's helmet. The comlink used linked encoding sequences to rotate frequencies every few seconds while keeping all troopers in the unit synchronized. If a trooper's helmet was removed without the trooper first hitting the comlink's control stud (most likely found on the under-rim of the helmet), the frequency coding routine was automatically deleted from that helmet.The Comtech Series IV helmet speaker used three-phase sonic filtering for clear soundCite error: Invalid <ref> tag; invalid names, e.g. too many (for troopers, it was connected to the audio pickup). It also had a vocoder for talking to non-stormtroopers. Video recorders were included in some helmets.Utility belt and backpackedit | edit sourceStormtroopers were equipped with a utility belt. This would include:A high-tension wireTwo grappling hooksFour spare E-11 blaster rifle power packsThree ion flaresEnergy rationsA spare C1 military comlink hardwired against jammingThree water packsTwo medpacsTwo blast energy sinksA thermal detonatorCombat de-ionizerwrist binders for capturing prisonersElectronic lock scrambler/descramblerThe backplate of the standard armor contained a power pack as well as a small supply of air (see above).Cite error: Invalid <ref> tag; invalid names, e.g. too many In certain deployments, stormtroopers were equipped with backpacks. These backpacks would contain:[5]An extended air supply that permitted a stormtrooper to survive up to twenty minutes in vacuumAdditional communications gearCooling systemsMortar launchersA heater (contained in the snowtrooper backpack)Additional rationsAn encrypted telemetry transmitter, a small embedded disc that allowed troopers to identify friend from foe amidst identically armored stormtroopers[2]Rechargeable cells that fed energy to the armor's electronic components, with a standard charge lasting 240 hours[2]The stander Storm Trooper Blaster: AKA : E-11 Blaster :The E-11 blaster rifle was a light but powerful blaster rifle manufactured by BlasTech Industries. It served as the standard issue weapon of Imperial stormtroopers. The blaster rifle was the successor to BlasTech's E-10 blaster rifle and was based on the DC-15A blaster carbine used by clone troopers during the Clone Wars. E-11 blaster rifle[6The BlasTech Industries E-11 blaster rifle, also referred to as the E-11 BlasTech Standard Imperial Sidearm, the Stormtrooper Armament Blaster Rifle (BlasTech E-11), and the E-11 Military Issue Blaster Rifle, was a blaster rifle used during the time of the Galactic Empire. It was the standard-issue blaster rifle of the Imperial Stormtroopers. A powerful, light and compact weapon, the E-11 was used widely through the galaxy.E-11 blaster rifle/LegendsThe E-11 blaster rifle combined lethal firepower with impressive range and a versatile design. Featuring three power settings; lethal, stun, and sting, the rifle proved useful for a variety of combat situations. An advanced cooling system resulted in the blaster's superior performance, especially useful for its fully automatic fire setting. The E-11 also included a telescopic range-finding sight and a folding three-position stock, which could convert the blaster into a full-length rifle and could be modified to house a glowrod. Its standard issue power cells carried energy for 200 shots however the rifle could also be loaded with plasma cartridges that could last for more than 500 shots. E-11 blaster rifle“…The E-11 possessed select-fire capability allowing a user to choose between semiautomatic and pulse-fire settings, as well as a rapid-fire setting that exchanged accuracy for an expanded firing area. Some stormtroopers preferred to use the carbine model instead of the original E-11, complaining that the latter had excessive recoil that diminished its accuracy in firefights.It also had a stun mode that could be set to varying levels depending on the target, with humanoid being one of these settings. The blaster's stun bolts were blue rings of energy with a larger aperture than standard explosive bolts, a product of the stun setting's wasted photonic energy byproducts.The basic three-piece folding stock rode along the left side, under the power cell. When collapsed, the stock could be used as a foregrip to increase accuracy while also allowing the wielder to fire the weapon one-handed if they chose.It could also be clipped onto the utility belt of a stormtrooper's armor for ease of carrying.All moving and/or metal parts were fitted with a corrosion-proof, vacuum-rated dry lubricant, and required regular cleaning. The top of the receiver had a factory-standard universal quick-detach sight rail, typically mounted with a ring reticle 2x optical scope that could interface with the tactical head-up display within a stormtrooper's helmet.The scope was computer-enhanced, allowing it to compensate for dark, hazy, or smoky conditions, with a supplementary computer enabling it to display data specific to the weapon's current operating mode.The E-11 could also be fitted with multiple attachments such as an additional scope with about 8x maximum zoom that allowed it to serve as a small-scale sniper rifle - though it was not as effective in this role as the E-11s sniper rifle - and an electroscope that apparently linked with the weapon's systems to over-energize the bolts fired for additional range and damage. It could also mount a projectile launcher capable of firing various special-purpose ammunition such as grenades, flares, darts, and grappling hooks.The weapon was so popular that BlasTech authorized SoroSuub and Merr-Sonn to manufacture them under license in order to meet demand, and stocks across the Empire would often possess E-11s that had been manufactured by all three manufacturers mixed indiscriminately among their inventory. E-11 blaster rifle/LegendsThe E-11 blaster rifle combined lethal firepower with impressive range and a versatile design. Featuring three power settings; lethal, stun, and sting, the rifle proved useful for a variety of combat situations. An advanced cooling system resulted in the blaster's superior performance, especially useful for its fully automatic fire setting.The E-11 also included a telescopic range-finding sight and a folding three-position stock, which could convert the blaster into a full-length rifle and could be modified to house a glowrod.[8] Its standard issue power cells carried energy for 200 shots however the rifle could also be loaded with plasma cartridges that could last for more than 500 shots.[1]Variants and lineageedit | edit sourceE-10 blaster rifle – a late forerunner[9]E-10R blaster rifle – a robust variant of the E-10 blaster rifle[9]E-11D blaster rifle – a variant of the E-11 blaster rifle with reinforced barrel[10][11]E-11s sniper rifle – a sniper rifle variant of the E-11[12]E-22 blaster rifle – a double barrel variant[11][9]F-11D blaster rifle – the replacement in the First Order's armory[13]F-11ABA heavy blaster cannon – a successor to the F-11D used by Sith jet troopersST-W48 blaster – a later model of blaster used by Sith troopers[14][source?]Stormtrooper Corps/LegendsStormtrooper armor/LegendsE-11 blaster rifleE-11 blaster rifleE-11 blaster rifle/LegendsStormtrooperStormtrooper armor/LegendsWookieepedia