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Friday, April 19, 2013

Create Your Own Smartphone App With Infinite Monkeys – No Coding Knowledge Required

Create Your Own Smartphone App With Infinite Monkeys

It would be great if we all had the time, skills, and patience to learn computer coding, especially since technology pervades so many areas of our life. But thankfully, there are applications and web developers out there who provide ways for the rest of us to produce apps with little or no coding skills.
Back in June, I reviewed one such web application called Buzztouch, which is designed to allow anyone to create their own smartphone application. Now a similar program has just been released called Infinite Monkeys, a web-based tool geared toward niche communities who want to share content on the iPhone and Android platforms. Infinite Monkeys is not as polished theme wise as Buzztouch, but unlike the latter, Infinite Monkeys, says the developers, “Is completely web-based, and works on any computer or tablet device. You never touch the source code and don’t have to know what it is or how it works.” There are several other differences that also might make Infinite Monkey more accessible to non-programmers than Buzztouch. But you’re free to explore both and see which fits your needs.

Web-based GUI

Infinite Monkeys’ web-based graphic user interface allows users to incorporate existing web content from social networking sites like Twitter, Flickr, YouTube, and blogging sites.
how do you create an app
These web-based apps of course don’t compare to more advanced apps like Angry Birds, but they are great for small niche communities and businesses, such as school associations, sports teams, churches, musicians and restaurants, who want to share content privately or publicly.

Building An App

Infinite Monkey provides a seriously easy step-by-step process for creating a smartphone app in less than an hour; that is if you have an ample amount of content already posted on the web.
how to create an app
The great thing about using a web-based platform is that you can constantly add content and updates to your app via your blog site, YouTube channel, photo sharing site, etc.
The Infinite Monkey web application uses a familiar drag-and-drop process. You start off by giving your app a title, followed by choosing a privacy setting. You can make the app public, or private for closed community access which will prompt users to enter a password to view content.
how to create an app
You can of course customize the background image and splash screen, as well as the font colors for the title and other text.

Core Content

The core content of your app consists of primarily news and third-party feeds such as your blog site(s) and specific URLs.
create an app
Infinite Monkeys includes additional content models for music and books, food and beverages, events, sports, reference materials, and location services such as a map and directions.
With the click of a button you can easily preview your app at any point in the development process. The online app also includes an embedded short video tutorial for each of the three part steps and multifunction tools.
You have poor control over the content of your app, including links to streaming videos, live chatrooms, shared calendars for upcoming events, shopping links to recommended products, and tap–t0–call phone contact information.

Publishing App

The free version of Infinite Monkeys allows you to instantly post your HTML 5 version immediately to the web so that anyone with a web-enabled smartphone can access it through the assigned URL.
how do you create an app
Since your app is ad-supported, Infinite Monkeys will host it for free on their server. While it is not nearly as polished as professional apps that you will find in say the iTunes App Store, it does provide a way for anyone to get their content into this space.

Let us know what you think of Infinite Monkeys in the comments below. Does it cater to your needs or does an alternative app do a much better job?

Thursday, April 18, 2013

10 Serious Mistakes in Car Maintenance with Solutions


There are a lot of dangerous, irresponsible and downright ridiculous things you can do to a car while "fixing" it.
(Lise Gagne/Getty Images)
When a car does what it's supposed to do, it's pretty easy to take it for granted. But things can (and do) go wrong with no notice at all. Sometimes parts fail without any kind of warning -- without a grace period that would let you know something's wrong so that you might have a chance to fix it. But let's face it; most drivers are guilty of ignoring problems with their vehicles at some point or another. And that's the first (potentially) fatal flaw. But it gets even worse when the problem is "fixed" improperly. We've compiled a list of some common car maintenance problems to watch for, whether you service your car yourself or even if you pay a pro to do it for you. And don't worry, it's fine if you choose to outsource your car care -- we won't judge.

Roaming Around with Burned-out Lights

It's relatively simple to replace your car's headlights.
(4X-image/Getty Images)
Compared to most other car maintenance, it's relatively easy and inexpensive to replace light bulbs. So do it. You should know pretty quickly if your headlights or high beams burn out since you won't be able to see, and the turn signal indicators on your dash should clue you in if something's wrong there. Running lights, taillights and brake lights aren't quite as obvious, so just take a look every now and then.
And when they do burn out, pull out your owner's manual and replace them. It's not hard; it's not dangerous. Getting pulled over for a burned-out light is just extra stress you don't need, and getting hit because another driver couldn't see you is just ridiculous. Both of these likely outcomes will be a lot more expensive, too.

  Attempting a Jump Start Without Really Knowing How

So easy, even a dummy can do it.
(Caspar Benson/Getty Images)
Putting jumper cables in your trunk doesn't mean you automatically know how to jump-start a car, but at least you did it before your battery died, right? But if you don't use jumper cables properly, you can fry your car ... or yourself. Though the procedure is really simple, you should learn how to do it before you actually need to. Not standing on the side of the highway while reading this article on your phone. That's dangerous.
Here's the stuff a step-by-step guide might leave out: First, get out of the way of traffic. Common sense (or self-preservation instinct) should tell you not to smoke. Less obvious, but otherwise logical, you should wear eye protection, make sure the two cars are parked so they're close but not touching and ensure no cables or connector ends touch anything other than the correct terminals. Don't keep cranking if it doesn't fire up -- just give it a little more time. And make sure the ignition is switched off in both cars before you start attaching cables. Even the dead one.

If you don't know what you're doing, it's probably best to call a pro for assistance with automotive wiring.

Assuming Bald Tires will last a bit Longer

Even if the tread looks decent, rubber deteriorates over time.
(Chris Fertnig/Getty Images)
It's always tempting to try to squeeze a few more miles out of your rubber, but it's certainly not wise. You need to give your car what it needs to maintain proper contact with the road. Think of all you ask your car to do for you, every single day. Now imagine picking up the kids from school in a snowstorm wearing flip-flops, or taking the dog for a run while wearing stilettos. It's all wrong. Your feet need better equipment to get the job done. So does your car.
If you don't know how old your car's tires are (you bought your car secondhand, or you're not a meticulous receipt- or record-keeper) chances are you're probably due for a new set. Even if the tread looks decent, rubber deteriorates over time. The damage might not be easy to see, but miniscule cracks cause loss of structural rigidity, which means the tire can't perform as designed. If the rubber disintegrates where the tread joins the tire, the tread can separate (yup, just like a semi-truck). Not really worth taking the chance, is it?
 
There are a lot of dangerous, irresponsible and downright ridiculous things you can do to a car while "fixing" it.
(Lise Gagne/Getty Images)
When a car does what it's supposed to do, it's pretty easy to take it for granted. But things can (and do) go wrong with no notice at all. Sometimes parts fail without any kind of warning -- without a grace period that would let you know something's wrong so that you might have a chance to fix it. But let's face it; most drivers are guilty of ignoring problems with their vehicles at some point or another. And that's the first (potentially) fatal flaw. But it gets even worse when the problem is "fixed" improperly. We've compiled a list of some common car maintenance problems to watch for, whether you service your car yourself or even if you pay a pro to do it for you. And don't worry, it's fine if you choose to outsource your car care -- we won't judge.

If you don't know what you're doing, it's probably best to call a pro for assistance with automotive wiring.
(Steven Puetzer/Getty Images)
You wouldn't tackle a wiring project in your house without turning off the power at the source and then double-checking at the site of the problem, right? (Well, let's hope you wouldn't, anyway.) Same thing with your car. A little laziness might get you zapped.
Some automotive pros say that the current in your car isn't strong enough to really hurt you but it's always better to be on the safe side, which means assuming that you could sustain injury [source: AA1Car]. Even if you don't suffer an electrical shock, you could easily start an electrical fire, or possibly overload your car's wiring or other electrical components. So, you should know what you're dealing with ahead of time. Make sure your car is off when it needs to be off (which would be most of the time) and remember to disconnect (and then isolate) the battery's negative cable. And if you drive a hybrid car with a high-voltage battery, avoid touching the battery at all costs. Since hybrids are designed specifically for heavy-duty electrical power, the battery has much more shock potential than an average car and can cause injury on contact.
Even if the tread looks decent, rubber deteriorates over time.
(Chris Fertnig/Getty Images)
It's always tempting to try to squeeze a few more miles out of your rubber, but it's certainly not wise. You need to give your car what it needs to maintain proper contact with the road. Think of all you ask your car to do for you, every single day. Now imagine picking up the kids from school in a snowstorm wearing flip-flops, or taking the dog for a run while wearing stilettos. It's all wrong. Your feet need better equipment to get the job done. So does your car.
If you don't know how old your car's tires are (you bought your car secondhand, or you're not a meticulous receipt- or record-keeper) chances are you're probably due for a new set. Even if the tread looks decent, rubber deteriorates over time. The damage might not be easy to see, but miniscule cracks cause loss of structural rigidity, which means the tire can't perform as designed. If the rubber disintegrates where the tread joins the tire, the tread can separate (yup, just like a semi-truck). Not really worth taking the chance, is it?

Sloppy Lube Job During Brake Repair

If axle grease or caliper lube gets on the friction surface of the brake pads or rotors, your car's brakes won't work.
(Michal Saganowski/Getty Images)
Even though brake jobs typically aren't (strictly speaking) all that difficult, a lot of amateur mechanics like to hire a pro for this kind of work. And it's understandable. Screwing up a brake job can have pretty serious consequences, for obvious reasons. Your car's brakes work because of friction. It's not entirely that simple, but that's the basic principle. When you press (or slam) the brakes, hydraulic pressure in the system makes your brake calipers and brake pads squeeze in, and this friction causes your wheels to slow down.
That's a lot of friction, and it depends on a lot of moving parts. Moving parts require lube, or else they'll seize. So when you're taking brake components apart and putting them back together, you'll need to use brake-system-specific grease to make sure everything's operating at top-notch capacity. And if you're working with the axles, there's a strong chance you'll be using oily substances in the brake vicinity. Either way, you'll want to be extremely careful with lube application -- it's crucial. It requires the precision of carving a really expensive steak, or giving someone a tattoo. If axle grease or caliper lube gets on the friction surface of the brake pads or rotors, your car's brakes won't work. Not at all.

Forgetting to Torque the Lug Nuts


A pile of lug nuts at the Charlotte Motor Speedway in Concord, N.C.
(David Taylor/Allsport/Getty Images)
Even though Popular Mechanics has this handy tutorial that explains how to achieve the proper amount of force for lug nuts, don't let that intimidate you. If you managed to change out a wheel (or rotate all four corners) without dumping the car off the jack, you should be able to handle simple lug nut installation. Just read your owner's manual for the proper specs and use a torque wrench. That's what they're made for.
But apparently, plenty of people can't seem to get this right. So, after going through all the effort of moving the wheels around for a tire rotation or replacement, they scurry off with the wheels insufficiently bolted on. Guess what -- they won't be on for long. Note also the very real possibility of over-tightening the lug nuts -- it may be a little less obvious than under-tightening, but it has similar consequences. Instead of a loose wheel simply wobbling until it works its way off, all the tension of driving compounds to further stress out the over-tense lugs. Improper amounts of metal-on-metal friction ensue, and over time, something's gotta give. The lug nut or the wheel stud, being the smallest parts of the equation (and likely damaged by over tightening), may eventually snap-off. Not good.

Forgetting to Replace Drained Fluids

It's a good idea to double-check (or even triple-check) that you replaced whatever fluid you drained out of your car.
(Thinkstock/Getty Images)
Fluids have a lot of purpose in a car -- and believe it or not, most of them are equally as important as gasoline. True, without fuel, you're not going anywhere ... but that's probably the worst that'll happen (assuming you're out of harm's way when you actually start to sputter out). Your car's other liquids actually bear a heavy burden, too. Maybe even heavier than the expensive stuff you burn to keep going.
You always need oil -- if your engine's moving parts go dry, they'll seize up for good. Same with the transmission fluid. Brake fluid helps maintain proper pressure within the braking system. And your car's coolant (aka antifreeze) keeps things from getting too hot or too cold -- running out of any of these fluids can be disastrous.
And everyone's heard horror stories about a minimum-wage tech at the local outpost of the national lube chain who forgot to refill the oil after a change, right? Well, those things happen. It can happen to the so-called pros and it can happen to you, too. So if you're DIY-ing it up in your garage, double- and then triple-check that you replaced whatever liquids you drained. It doesn't hurt to check after your mechanic's done, either. If you screw that up, it won't matter that you're always out of windshield washer fluid.

Forgetting to Tighten the Oil Filter

You should be able to install your oil filter by hand; however, once the filter is hand-tight you'll need the wrench to crank it down the final half-turn.
(Carlos Gawronski/Getty Images)
It comes right on the heels of similar advice, but still, we can't emphasize this enough: If your engine isn't circulating the proper amount of oil, it won't be long before you're calling for a tow truck.
Mike Allen, of Popular Mechanics, says it's important to have the right size wrench to remove and replace your oil filter -- if the wrench wraps around the canister too loosely, it might feel like you're cranking hard without actually making any progress. If you switch filter types, your old wrench might not work anymore. Make sure you check the fit before you leave the parts counter.
You should be able to install your oil filter by hand; however, once the filter is hand-tight you'll need the wrench to crank it down the final half-turn. It's really important to make sure you do that last part. A loose filter will soon send your engine's oil spewing everywhere. In that case, yes, your engine could seize; but it's more likely that a fire under the hood will put an end to your drive before that happens.

 Ignoring Warning Light

It's pretty easy to get desensitized to those dashboard warning lights.
(Martin Hospach/Getty Images)
Warning lights are kind of like the little boy who cried wolf -- you know you need an oil change, but that check engine light comes on all the time, right? The sad truth is this: It's pretty easy to get desensitized to those dashboard warning lights. A lot of the time, there's really nothing wrong ... or at least, you think you know what's wrong and you'll get around to it -- eventually. There's nothing wrong with getting to know your car this way. In fact, it's good. But when your car is trying to tell you something, you really should listen, even if you'd really rather not hear what its saying. And that's exactly what warning lights are for. Conundrum!
At the very least, you should know what all the warning indicators mean -- if one comes on and it's not familiar to you, look it up in your owner's manual. If it's something you can easily fix yourself (low tire pressure would be a good example), go do it. Sooner is better than later. See? You fixed it! How satisfying! And if a warning light indicates something more complicated is going on, it's a good idea to have your car looked at by a professional. Becoming immune to your car's cries for help might be less expensive in the short run, but definitely not in the long run.

Flaunting Safety Recalls|

If your car is ever part of a safety recall, the manufacturer (or the dealership) will attempt to contact you by mail.
(Reza Estakhrian/Getty Images)
Sometimes safety recalls happen because an automaker finds a problem. Sometimes a recall is ordered by the National Highway Traffic Safety Administration (NHTSA), which keeps detailed records of consumer automotive complaints. The recalls might be major safety concerns -- like exploding tires or self-accelerating gas pedals. Others might seem superficial in comparison -- peeling clear coat on your wheels isn't pretty, but it won't lead to your imminent demise.
Major recalls usually make the news. Your car's manufacturer or the dealership will probably try to contact you by mail. You can also look online, or call your dealership -- which is especially useful if you bought a used car because the dealership can run your car's VIN to see if there are any other outstanding recalls on that make and model year. And if you ever have to pay for the dealership to fix a safety issue that isn't already part of a recall, save your paperwork -- if your car is recalled in the future for related issues, you might be eligible for reimbursement. Occasionally, someone else is willing to take responsibility for your car -- don't squander such a rare opportunity.



President Obama and NASA Reviews

Private Antares Rocket & Cygnus Spacecraft Explained.

Find out about Orbital Sciences' new Antares rocket and Cygnus cargo ferry spacecraft in this SPACE.com Infographic.
Virginia-based Orbital Sciences holds a $1.9 billion NASA contract to make eight unmanned supply runs to the International Space Station with its Antares rocket and Cygnus cargo ferry.
The two-stage Antares launch vehicle burns liquid oxygen (LOX) and kerosene (RP-1). The rocket's height overall is 131 feet (40 meters). Its liftoff weight is 530,000 pounds (240,000 kilograms). The Antares rocket was originally called Taurus 2. [Photos: Orbital's Antares Rocket and Cygnus Capsule]

The Cygnus pressurized cargo module can carry up to 5,952 pounds (2,700 kg) of payload to the International Space Station.

At the rear of Cygnus is a service module containing avionics, power, communications and command and control hardware. On the outside of the service module are twin fixed-wing gallium arsenide solar arrays  capable of putting out 3.5 kilowatts of electricity.

Future Cygnus spacecraft will be enhanced with a larger pressurized cargo module and lightweight solar panels.
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Monday, April 15, 2013

KNOW MORE ABOUT MISSILE

You may ask your self what missile ARE?
 In a modern military, a missile is a self-propelled guided weapon system. Missiles have four system components: targeting and/or guidance, flight system, engine, and warhead. Missiles come in types adapted for different purposes: surface-to-surface and air-to-surface missiles (ballistic, cruise, anti-ship, anti-tank), surface-to-air missiles (anti-aircraft and anti-ballistic), air-to-air missiles, and anti-satellite missiles.
An ordinary English-language usage predating guided weapons is simply any thrown object, such as items thrown at players by rowdy spectators at a sporting event.
A V-2 missile launch by the British during Operation Backfire

Etymology and usage

The word missile comes from the Latin verb mittere, meaning "to send".
In military usage, munitions projected towards a target are broadly categorised as follows:
  • A powered, guided munition that travels through the air or space is known as a missile (or guided missile.)
  • A powered, unguided munition is known as a rocket.
  • Unpowered munitions not fired from a gun are called bombs whether guided or not; unpowered, guided munitions are known as guided bombs or "smart bombs".
  • Munitions that are fired from a gun are known as projectiles whether guided or not. If explosive they are known more specifically as shells or mortar bombs.
  • Powered munitions that travel through water are called torpedoes (an older usage includes fixed torpedoes, which might today be called mines).
  • Hand grenades are not usually classed as missiles.
A common further sub-division is to consider ballistic missile to mean a munition that follows a ballistic trajectory and cruise missile to describe a munition that generates lift.

Early development

The first missiles to be used operationally were a series of missiles developed by Nazi Germany in World War II. Most famous of these are the V-1 flying bomb and V-2, both of which used a simple mechanical autopilot to keep the missile flying along a pre-chosen route. Less well known were a series of anti-shipping and anti-aircraft missiles, typically based on a simple radio control system directed by the operator. However, these early systems in World War II were only built in small numbers.

Technology

Guided missiles have a number of different system components:

Guidance systems

Missiles may be targeted in a number of ways. The most common method is to use some form of radiation, such as infrared, lasers or radio waves, to guide the missile onto its target. This radiation may emanate from the target (such as the heat of an engine or the radio waves from an enemy radar), it may be provided by the missile itself (such as a radar) or it may be provided by a friendly third party (such as the radar of the launch vehicle/platform, or a laser designator operated by friendly infantry). The first two are often known as fire-and-forget as they need no further support or control from the launch vehicle/platform in order to function. Another method is to use a TV camera—using either visible light or infra-red—in order to see the target. The picture may be used either by a human operator who steers the missile onto its target, or by a computer doing much the same job. One of the more bizarre guidance methods instead used a pigeon to steer the missile to its target.
Many missiles use a combination of two or more of the above methods, to improve accuracy and the chances of a successful engagement.

Targeting systems

Another method is to target the missile by knowing the location of the target, and using a guidance system such as INS, TERCOM or GPS. This guidance system guides the missile by knowing the missile's current position and the position of the target, and then calculating a course between them. This job can also be performed somewhat crudely by a human operator who can see the target and the missile, and guides it using either cable or radio based remote-control, or by an automatic system that can simultaneously track the target and the missile.

Flight system

Whether a guided missile uses a targeting system, a guidance system or both, it needs a flight system. The flight system uses the data from the targeting or guidance system to maneuver the missile in flight, allowing it to counter inaccuracies in the missile or to follow a moving target. There are two main systems: vectored thrust (for missiles that are powered throughout the guidance phase of their flight) and aerodynamic maneuvering (wings, fins, canards, etc.).

Engine

Missiles are powered by an engine, generally either a type of rocket or jet engine. Rockets are generally of the solid fuel type for ease of maintenance and fast deployment, although some larger ballistic missiles use liquid fuel rockets. Jet engines are generally used in cruise missiles, most commonly of the turbojet type, due to its relative simplicity and low frontal area. Turbofans and ramjets are the only other common forms of jet engine propulsion, although any type of engine could theoretically be used. Missiles often have multiple engine stages, particularly in those launched from the surface. These stages may all be of similar types or may include a mix of engine types - for example, surface-launched cruise missiles often have a rocket booster for launching and a jet engine for sustained flight.
Some missiles may have additional propulsion from another source at launch; for example the V1 was launched by a catapult and the MGM-51 was fired out of a tank gun (using a smaller charge than would be used for a shell).

Warhead

Missiles generally have one or more explosive warheads, although other weapon types may also be used. The warhead or warheads of a missile provides its primary destructive power (many missiles have extensive secondary destructive power due to the high kinetic energy of the weapon and unburnt fuel that may be on board). Warheads are most commonly of the high explosive type, often employing shaped charges to exploit the accuracy of a guided weapon to destroy hardened targets. Other warhead types include submunitions, incendiaries, nuclear weapons, chemical, biological or radiological weapons or kinetic energy penetrators. Warheadless missiles are often used for testing and training purposes.

Basic roles

Missiles are generally categorized by their launch platform and intended target. In broadest terms, these will either be surface (ground or water) or air, and then sub-categorized by range and the exact target type (such as anti-tank or anti-ship). Many weapons are designed to be launched from both surface or the air, and a few are designed to attack either surface or air targets (such as the ADATS missile). Most weapons require some modification in order to be launched from the air or surface, such as adding boosters to the surface-launched version.

Surface-to-Surface/Air-to-Surface

Ballistic

An R-36 ballistic missile launch at a Soviet silo
After the boost-stage, ballistic missiles follow a trajectory mainly determined by ballistics. The guidance is for relatively small deviations from that.
Ballistic missiles are largely used for land attack missions. Although normally associated with nuclear weapons, some conventionally armed ballistic missiles are in service, such as ATACMS. The V2 had demonstrated that a ballistic missile could deliver a warhead to a target city with no possibility of interception, and the introduction of nuclear weapons meant it could efficiently do damage when it arrived. The accuracy of these systems was fairly poor, but post-war development by most military forces improved the basic inertial platform concept to the point where it could be used as the guidance system on ICBMs flying thousands of kilometers. Today the ballistic missile represents the only strategic deterrent in most military forces, however some ballistic missiles are being adapted for conventional roles, such as the Russian Iskander or the Chinese DF-21D anti-ship ballistic missile. Ballistic missiles are primarily surface launched from mobile launchers, silos, ships or submarines, with air launch being theoretically possible with a weapon such as the cancelled Skybolt missile.
The Russian Topol M (SS-27 Sickle B) is the fastest (7,320 m/sec) missile currently in service[2]

Cruise missile

The V1 had been successfully intercepted during World War II, but this did not make the cruise missile concept entirely useless. After the war, the US deployed a small number of nuclear-armed cruise missiles in Germany, but these were considered to be of limited usefulness. Continued research into much longer ranged and faster versions led to the US's Navaho missile, and its Soviet counterparts, the Burya and Buran cruise missile. However, these were rendered largely obsolete by the ICBM, and none were used operationally. Shorter-range developments have become widely used as highly accurate attack systems, such as the US Tomahawk missile, the Russian Kh-55 the German Taurus missile and the Pakistani Babur cruise missile.The BrahMos cruise missile which is a joint venture between India and Russia.
Cruise missiles are generally associated with land attack operations, but also have an important role as anti-shipping weapons. They are primarily launched from air, sea or submarine platforms in both roles, although land based launchers also exist.

Anti-ship

The French Exocet missile in flight
Another major German missile development project was the anti-shipping class (such as the Fritz X and Henschel Hs 293), intended to stop any attempt at a cross-channel invasion. However the British were able to render their systems useless by jamming their radios, and missiles with wire guidance were not ready by D-Day. After the war the anti-shipping class slowly developed, and became a major class in the 1960s with the introduction of the low-flying jet- or rocket-powered cruise missiles known as "sea-skimmers". These became famous during the Falklands War when an Argentine Exocet missile sank a Royal Navy destroyer.
A number of anti-submarine missiles also exist; these generally use the missile in order to deliver another weapon system such as a torpedo or depth charge to the location of the submarine, at which point the other weapon will conduct the underwater phase of the mission.

Anti-tank

U.S. Army soldiers firing an FGM-148 Javelin
By the end of WWII all forces had widely introduced unguided rockets using HEAT warheads as their major anti-tank weapon (see Panzerfaust, Bazooka). However these had a limited useful range of a 100 m or so, and the Germans were looking to extend this with the use of a missile using wire guidance, the X-7. After the war this became a major design class in the later 1950s, and by the 1960s had developed into practically the only non-tank anti-tank system in general use. During the 1973 Yom Kippur War between Israel and Egypt, the 9M14 Malyutka (aka "Sagger") man-portable anti-tank missile proved potent against Israeli tanks. While other guidance systems have been tried, the basic reliability of wire-guidance means this will remain the primary means of controlling anti-tank missile in the near future. Anti tank missiles may be launched from aircraft, vehicles or by ground troops in the case of smaller weapons.

Surface-to-air

Anti-aircraft

MIM-104 Patriot missile being launched
By 1944 US and British air forces were sending huge air fleets over occupied Europe, increasing the pressure on the Luftwaffe day and night fighter forces. The Germans were keen to get some sort of useful ground-based anti-aircraft system into operation. Several systems were under development, but none had reached operational status before the war's end. The US Navy also started missile research to deal with the Kamikaze threat. By 1950 systems based on this early research started to reach operational service, including the US Army's Nike Ajax, the Navy's "3T's" (Talos, Terrier, Tartar), and soon followed by the Soviet S-25 Berkut and S-75 Dvina and French and British systems. Anti-aircraft weapons exist for virtually every possible launch platform, with surface-launched systems ranging from huge, self-propelled or ship-mounted launchers to man portable systems.

Anti-ballistic

Like most missiles, the Arrow missile, S-300, S-400, Advanced Air Defence and MIM-104 Patriot are for defense against short-range missiles and carry explosive warheads.
However, in the case of a large closing speed, a projectile without explosives is used, just a collision is sufficient to destroy the target. See Missile Defense Agency for the following systems being developed:

Air-to-air

Soviet RS-82 rockets were successfully tested in combat at the Battle of Khalkhin Gol in 1939.
German experience in World War II demonstrated that destroying a large aircraft was quite difficult, and they had invested considerable effort into air-to-air missile systems to do this. Their Me-262's jets often carried R4M rockets, and other types of "bomber destroyer" aircraft had unguided rockets as well. In the post-war period the R4M served as the pattern for a number of similar systems, used by almost all interceptor aircraft during the 1940s and '50s. Lacking guidance systems, such rockets had to be carefully aimed at relatively close range to successfully hit the target. The US Navy and U.S. Air Force began deploying guided missiles in the early 1950s, most famous being the US Navy's AIM-9 Sidewinder and USAF's AIM-4 Falcon. These systems have continued to advance, and modern air warfare consists almost entirely of missile firing. In the Falklands War, less powerful British Harriers were able to defeat faster Argentinian opponents using AIM-9G missiles provided by the United States as the conflict began. The latest heat-seeking designs can lock onto a target from various angles, not just from behind, where the heat signature from the engines is strongest. Other types rely on radar guidance (either on-board or "painted" by the launching aircraft). Air to Air missiles also have a wide range of sizes, ranging from helicopter launched self-defense weapons with a range of a few kilometers, to long range weapons designed for interceptor aircraft such as the Vympel R-37.

Anti-satellite

ASM-135 ASAT missile launch in 1985
In the 1950s and 1960s, Soviet designers started work on an anti-satellite weapon, called the "Istrebitel Sputnik", which meant literally, interceptor of satellites, or destroyer of satellites. After a lengthy development process of roughly 20 years, it was finally decided that testing of the Istrebitel Sputnik be canceled. This was when the U.S. started testing their own systems. The Brilliant Pebbles defense system proposed during the 1980s would have used kinetic energy collisions without explosives. Anti satellite weapons may be launched either by an aircraft or a surface platform, depending on the design. To date, only a few known tests have occurred.