View allAll Photos Tagged Iteration
some Quarantime fun on the Miro Whiteboard, far right for 5/22 today: The left scribble: how to transcend traditional engineering and exceed human understanding though iterative algorithms (e.g. directed evolution, machine learning, generative design).
One of the topics we discussed was the activation energy of disruptive change, and how a good crisis can catalyze exploration, like a supply chain disruption leading to a search for more sustainable alternatives... like some faced when the grocery stores ran out of fresh meat. Some tried the new fake meats and loved them. Imagine the shift when a better, cheaper, healthier form of slaughterless meat arrives from Memphis Meats and others?
Folks pointed me to a poignant NYT Op Ed: "Our hand has been reaching for the doorknob for the last few years. Covid-19 has kicked open the door. At the very least it has forced us to look. When it comes to a subject as inconvenient as meat, it is tempting to pretend unambiguous science is advocacy, to find solace in exceptions that could never be scaled and to speak about our world as if it were theoretical.
Some of the most thoughtful people I know find ways not to give the problems of animal agriculture any thought, just as I find ways to avoid thinking about climate change and income inequality, not to mention the paradoxes in my own eating life. One of the unexpected side effects of these months of sheltering in place is that it’s hard not to think about the things that are essential to who we are.
We cannot protect against pandemics while continuing to eat meat regularly. Much attention has been paid to wet markets, but factory farms, specifically poultry farms, are a more important breeding ground for pandemics. Further, the CDC reports that three out of four new or emerging infectious diseases are zoonotic — the result of our broken relationship with animals.
Factory farming is to actual farming what criminal monopolies are to entrepreneurship. If for a single year the government removed its $38-billion-plus in props and bailouts, and required meat and dairy corporations to play by normal capitalist rules, it would destroy them forever. The industry could not survive in the free market.
Perhaps more than any other food, meat inspires both comfort and discomfort. That can make it difficult to act on what we know and want. Can we really displace meat from the center of our plates? This is the question that brings us to the threshold of the impossible. On the other side is the inevitable."
VTOL - Hypersonic Plane - High Supersonic - Scramjet - IO Aircraft - Iteration 4
Early preview (Iteration 4) of an entirely new type of aircraft, no info is on the net yet and won't be for a while. RANGER - 2 Passenger VTOL Hypersonic Plane
Drew Blair
www.linkedin.com/in/drew-b-25485312/
Vertical take off and landing - High Supersonic into Hypersonic Realm. Economy cruise above Mach 4, and can accelerate to beyond Mach 8. Non VTOL, could reach LEO. With a range of 5,000+ nm (8,000-10,000nm non vtol). Fuel H2, reducing fuel weight 95%.
Length, 35ft (10.67m), span 18ft (6m).
Propulsion, 2 Unified Turbine Based Combined Cycle. 2 Unified thrust producing gas turbine generators that provide the power for the central lifting fan (electric, not shaft driven) and the rear VTOL.
Estimated market price, $25-$30 million in production. New York to Dubai in an hour.
All based on my own technology advances in Hypersonics which make Lockheed and Boeing look ancient.
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boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Because somewhere in passing this down we stripped it all of meaning, and reduced it all to what is saleable. We sentimentalized genius because we recognised this as making it more accesible, more saleable even; everyone loves a tortured genius.
Pragmatically, heart sells and head doesn't. Along comes Mr Duchamp and laughs gloriously at the notion of the suffering artist, realising that head and heart were inseperable, were essentially the same matter, he stated that he wanted to grasp an idea the way the penis is grasped by the vagina. Marcel knew, better than most, that there was an infinite space between torture and joy, and that this space, being what he termed infra-thin; that infinite space between both sides of the same sheet of paper, generating that infinite space both within and without itself, with the infinitely large swallowing the infinitely small, and visa versa, Ouroboros-like. He knew what absolute equality meant, and he laughed. He suggested that we use a Rembrandt as an ironing board, it being reciprocal suggests that we also use an Ironing board as a Rembrandt, and a Van Gogh, and a Vermeer. There is no idea simpler than this. The artist, being equal to every Joe Schmo (and in reality being the same Joe Schmo) realises that every Joe Schmo will get it. He intuits it. Strangely, the supposedly impenetrable conceptual artist is probably the most universally accessible.
Apollinaire was remarkably prescient in his appraisal : "It perhaps lies in store for an artist as detached from aesthetic preoccupations, as preoccupied with energy as Marcel Duchamp, to reconcile Art and the People".
I know...Mr Apollinaire could sometimes be a tad lofty! I myself would choose the low case in both.
The funny thing is that most of these souvenirs are not of details of actual Van Gogh's but copies (probably painted in China), subtley changed to avoid copyright issues, they are facsimilies, just as the knock offs flodding the western market from China are also 'originals'. This is how I intend to construct the Rembrandt (and Van Gogh, Vermeer) board. They will be, in themselves, originals, derivative of, refering to the original original, but painted by me. That this tradition, of artists painting from the masters, gives a type of lineage to this project. This circularity is central to the piece and will be echoed in the implied intention to then have copies printed of these 'originals' to be represented as originals in China, and then to be shipped back to the country of origin (of the idea) and then sold back to China as manifestations of Western individualism.
Cantor, "Rewired": Outdoor Iterations of a Dance by Parijat Desai
Choreography by Parijat Desai, IDA Artist, Winter 2009
This project is an amplification of Parijat Desai's "Rewired," originally a trio fusing two concert forms: Classical Indian Bharata Natyam and Post-modern Dance. Here, it is a triple trio cast of nine dancers. The dance material is fractured, layered, structured in response to the architectural and landscape features of the Cantor Museum and grounds. The Cantor iterations are arranged by Diane Frank.
Set during her IDA residency Winter Quarter 2009, Desai reconstructed "Rewired" as a complementary project to her IDA choreography. "Rewired" is, in essence, the artifact of Desai's exploration of the kinetic information, the mining that underlies the choreographic processes when creating a fusion form. Desai investigates both the gestural and rhythmic signatures of Southeast Asian forms and the body connectivity and spatial drive of contemporary concert dance, in effect "rewiring" the body to dance the kinetic information of both forms simultaneously. The elaborate and innovative phrases of "Rewired" are the rich result of her investigation.
Both forms also have a relationship to site-specific outdoor dance -- in temples and courtyards, in landscapes and grounds. The Cantor Arts Center, so varied architecturally and so elegantly landscaped, provides striking environments for the formal permutations that a triple trio allows. Dancers assemble, disperse, and re-assemble throughout the grounds as the afternoon unfolds, allowing museum visitors to do the same.
# 4
Available:
Printed on s/steel plate (3 x 2.4)
Wall mounted, signed on reverse.
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Sounds for internal use only;
Screen shot of the current iteration of my Home Theater PC Windows Vista desktop (1920x1080) along with some of the tools I used to implement it.
1. Dark Wood wallpaper from Deviant Art.
2. Stardock Objectdock to implement the Mac OSX like dock.
3. Rainmeter (now aka Rainlendar) with the HUD.Vision skin to embed live updating system parameters on the desktop. These are slightly customized versions by myself to change some sizes and alignment and to use the SpeedFan plugin to display temperatures with some of the items.
The network meter isn't quite accurate and I couldn't get the Windows Performance Monitor plugin version working correctly. If you have experience with this please let me know. The instance name for my network interface was ridiculously long and didn't seem to take correctly in the ini file.
Cantor, "Rewired": Outdoor Iterations of a Dance by Parijat Desai
Choreography by Parijat Desai, IDA Artist, Winter 2009
This project is an amplification of Parijat Desai's "Rewired," originally a trio fusing two concert forms: Classical Indian Bharata Natyam and Post-modern Dance. Here, it is a triple trio cast of nine dancers. The dance material is fractured, layered, structured in response to the architectural and landscape features of the Cantor Museum and grounds. The Cantor iterations are arranged by Diane Frank.
Set during her IDA residency Winter Quarter 2009, Desai reconstructed "Rewired" as a complementary project to her IDA choreography. "Rewired" is, in essence, the artifact of Desai's exploration of the kinetic information, the mining that underlies the choreographic processes when creating a fusion form. Desai investigates both the gestural and rhythmic signatures of Southeast Asian forms and the body connectivity and spatial drive of contemporary concert dance, in effect "rewiring" the body to dance the kinetic information of both forms simultaneously. The elaborate and innovative phrases of "Rewired" are the rich result of her investigation.
Both forms also have a relationship to site-specific outdoor dance -- in temples and courtyards, in landscapes and grounds. The Cantor Arts Center, so varied architecturally and so elegantly landscaped, provides striking environments for the formal permutations that a triple trio allows. Dancers assemble, disperse, and re-assemble throughout the grounds as the afternoon unfolds, allowing museum visitors to do the same.
The Holden Commodore (VK) is a mid-size car that was produced by the Australian subsidiary of General Motors, Holden, from 1984 to 1986. It was the first iteration of the first generation of this Australian made model and introduced the luxury variant, Holden Calais (VK) sedan.
Overview
The VK series was the first Commodore to have plastic (polypropylene) bumpers and introduced rear quarter windows for a six-window design (styled by Holden, but similar in appearance to the Opel Senator) as opposed to the four-window design on previous Commodore models. Apart from the bumpers and "glasshouse", other changes for the VK Commodore included a front grille redesign and revamped dashboard instrumentation that included a full digital (vacuum fluorescent display) arrangement for the new luxury version, the Calais.
The exterior of the VK Commodore was also updated with a more modern and aggressive appearance. This included a new grill design very different from previous models, with three bold strips rather than a metallic grill, the now plastic front and rear bumpers/skirts replacing the obsolete metal guards, and a new rear tail light assembly, whereby they now spread from one side to another with a black panel in between. This all added up to a more prominent, sharper look for the 1980s. Changes were also made to the interior whereupon the panel of instruments were now square-shaped rather than the more conventional circular layout. In total, 135,705 VK Commodores were built.
Models
The VK range introduced new names for the specification levels, with Executive now a stand-alone nameplate alongside the base model SL. The Commodore Executive was basically a Commodore SL appointed with automatic transmission and power steering, and was aimed at capturing the fleet market, a market that Holden had lost its share in when the smaller bodied Commodore originally replaced the Kingswood. Also introduced was the Commodore Berlina (replacing the SL/X) and the Holden Calais (replacing the Commodore SL/E). The station wagon body style was available in SL, Executive or Berlina variants only, however the limited edition Vacationer name plate was also continued over for a period from the VH Commodore. Other variants produced were the Commodore SS sedan which featured its own specification – courtesy of HDT – high-performance 4.9-litre V8, and the limited edition – available only through affiliated HDT Holden dealers – LM 5000, SS Group 3, SS Group A (502 made) and Calais Director sedans.
Engines
Engine choices (not necessarily available on all cars in the VK range) were two versions of a 5.0-litre 308 cui Holden V8 engine (replaced by the 4.9-litre 304 cui V8 when Group A rules entered Australian motorsport in 1985) and two versions of a 3.3-litre inline 'black' Straight-6 engine (essentially a refined 'blue' I6 with slight increases in power and efficiency), the latter of which was available with either a carburetor or fuel injection. The 3.3 EST carburetor engine was standard equipment for most VK Commodores, with the 3.3 EFI injection engine nominated as standard equipment for the Calais sedan.
The 2.85-litre six-cylinder and the 4.2-litre V8, mainstays of the previous Commodore ranges were dropped, hence unavailable to the VK, however Holden's 1.9L Starfire 4-cylinder unit was offered on New Zealand market VK models.
SS Group A
The Commodore SS Group A was heavily modified by Holden's official performance tuner, originally the Holden Dealer Team. The SS Group A existed primarily as a homologation special, created specifically so a racing optimised version of the Commodore could be utilised for Group A touring car motor racing. The regulations set down by the international governing body FISA for Group A motor racing specified that a minimum of 500 cars were to be built to a certain specification prior to said vehicle being allowed to compete. Group A regulations governed many touring car series at the 1980s and 1990s including series in Australia, New Zealand, Great Britain, Japan, Italy, Germany and the European Touring Car Championship as well as the one-off 1987 World Touring Car Championship as well as significant races like the Bathurst 1000, Spa 24 Hours and the RAC Tourist Trophy. The SS Group A model run ran from 1985 until 1992. The four models have since become highly collectible amongst Holden and performance enthusiasts.
Unique amongst all products produced by both the Holden Dealer Team and Holden Special Vehicles, these cars were referred to as Holdens, rather than as HDTs or HSVs.
As the first model to be produced (1985 – February 1986) represented Holden's increasing efforts in Group A racing. Available only in blue associated with the corporate colours of the Holden Dealer Team's principle sponsor Mobil, which gave rise to the cars nickname, the "Blue Meanie". Production began in early 1985, but part supply problems saw the HDT fail to build the required number of 500 and it missed the 1 August deadline for it to be eligible for racing that year. Production still continued and the VK SS Group A was available for motor racing from 1 January 1986. 502 cars were available only through Holden Dealer Team-affiliated Holden dealerships.
Visually the VK Group A SS had the addition of a rear spoiler, larger front air dam and a more aggressive front grill over the standard VK Commodore. Other changes included a double row timing chain (eliminating the car's inherent weakness of 1985, a single row chain), as well as stronger conrods and suspension mountings.
Power for the road going Group A SS with its 4.9 litre engine was rated at 196 kW (263 hp) at 5,200 rpm, with a top speed of 215 km/h (134 mph). Transmission options were M21 4-Speed manual, or T5 5-Speed (optional). The car was assembled at Dandenong, Victoria (Holden) and modified at Port Melbourne, Victoria (HDT).
[Text from Wikipedia]
en.wikipedia.org/wiki/Holden_Commodore_%28VK%29
This miniland-scale Lego Holden VK Commodore SS Group-A 'Blue Meanie' has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.
Raven - Model B Mach 8-10 - Supersonic / Hypersonic Business Jet - Iteration 6
Seating: 22 | Crew 2+1
Length: 100ft | Span: 45ft 8in
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000 ft @ Mach 8-10
Air frame: 75% Proprietary Composites
Operating Costs, Similar to the hourly operating costs of a Gulfstream G650 or Bombardier Global Express 7000 Series
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
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supersonic business jet, hypersonic business jet, hypersonic plane, hypersonic aircraft, hypersonic commercial plane, hypersonic commercial aircraft, hypersonic airline, Aerion, Aerion Supersonic, tbcc, glide breaker, fighter plane, hyperonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
- 11 AM -
No changes were made to the final logo, aside from finalizing the type placement.
As for the colors, I really wanted to try to have a variety of options, some being more fun and playful, and others being more literal. I think the blues/purples/yellows help with the whole nighttime/"awaken your craving" concept, so I am definitely leaning more towards those.
The 2014 iteration of McLaren's supercar. Successor to the 12C, which was the second name for the "MP4/12C", itself the successor to the McLaren F1. The F1 had a 6 litre BMW V-12 motor, which made more hp for street use than racing at Le Mans. The MP4/12C has a bespoke two turbo V8, 3.8litres, 500 foot-pounds of torque from 3000 rpm to the 8000ish redline. In this latest guise, 650ps, 650ish Horse Power, hence the name, 650S. You're confused? You should be. But the car itself is said to be VERY nice, extremely light, carbon fibre and aluminum, less than 1400kg. Note cross-drilled and ventilated carbon brake discs. Quoted figures are stupidly fast accelerating or decelerating.
F1, MP4/12C, 12C, 650S, are not a series of names that imply great continuity. That the last three have the same engine, basic chassis and rear bodywork is only suggested by two of the names. But they're all easier to figure out than Lamborghini's fighting bulls or other exotica, or Ferrari's various 3 digit numbers which encapsulate cylinder displacement in cc, 166, 250, 350, total displacement in litres and number of cylinders (156, 512, 310), something else (641), or "F" and a number of years since the founding of the firm. Or a noun name like "Mythos" or "La Ferrari".
When McLaren find something worth staying steady with, I'm sure they will do so. Mk 1-Mk 30 covered a lot of racing cars, MP4/1 through MP4/30 has covered 35 years of F1 cars.
Image slightly lightened, contrast very slightly reduced.
To create a Koch Curve, start with a line segment, subdivide it into three equal segments, and replace the center segment with a triangular peak. The original line segment goes from having three equal parts to having four, increasing the perimeter by 33%. Applying the algorithm an infinite number of times yields the true curve, which has infinite length but encloses a finite area.
If we start with an equilateral triangle and apply this algorithm to all three sides, we get the well-known Koch Snowflake fractal.
What is the third-dimensional analog of this "snowflake" figure? Perhaps instead of starting with a line segment, we might start with a triangle, subdividing it into four equal triangles and replacing the central triangle with a tetrahedral peak. Thus the original triangle goes from having four equal parts to having six, increasing the surface area by 33%. And, of course, applying the algorithm an infinite number of times would create a curve with an infinite surface area though it would still enclose a finite volume.
If we start with a regular tetrahedron and apply this algorithm to all four faces, we get...something. But what?
Naturally, I'm not the first person to ask this question. As far as I can tell, the consensus is that this shape, or something like it, is the answer. All of the peaks end up touching each other and leaving no gaps, so the 3D analog of the Koch Snowflake ends up being a plain old, ordinary cube (albeit one with infinite surface area). You wouldn't even be able to tell that it was a fractal from a distance. How very disappointing!
In order to keep things interesting, I modified the algorithm. I would generate the initial peak in the first iteration, yes, but instead of applying the algorithm to all six of the new faces, I would "lock" the three outer triangles (the large triangles in the photo) and only subdivide the three triangles belonging to the central peak. This would give the nascent polyhedron some much-needed "breathing room" and keep the peaks from touching one another in that boring, interlocking way. And while this process could be continued indefinitely, I decided to only fold a representation of this shape at its second iteration for the sake of my own sanity and paper supply.
One more thing: instead of starting with a run-of-the-mill tetrahedron, I decided to start with an icosahedron just for the heck of it. The result would obviously no longer be self-similar throughout and would thus be unworthy of the name "fractal". Oh, well!
Rich Travisbot is rich
One change, added cheese to the legs
Previous iteration:
www.flickr.com/photos/getdamonkey/10384558494/in/pool-233...
The third iteration of the original Leica M4, the M4-P, is the successor to the M4-2 or the rangefinder that saved Leitz's rangefinder line of cameras. Produced in Midland, Ontario, by Ernst Leitz Canada and released in 1980. The M4-P offers up auto-adjusting frame lines for a set group of focal lengths and is often called the inexpensive M-Series Rangefinder.
The total review drops in September 2023!
Leitz Leica M4-P - 7Artisans DJ-Optical 35/2 - Kodak Tri-X 400 @ ASA-320
Ilford Ilfotec HC (1+47) 8:30 @ 20C (Constant Rotation)
Meter: ReveniLabs Incident Meter
Scanner: Epson V700 + Silverfast 9 SE
Editor: Adobe Photoshop CC
Concept Artists
Guided by production designer Stuart Craig, dozens of concept artists, illustrators and art directors created every environment, prop and character of the Harry Potter series. Each design went through several different iterations as it was tweaked and finally perfected. Then the artwork went off to draughtsmen, model makers and digital artists to be developed and constructed for filming.
People the world-over have been enchanted by the Harry Potter films for nearly a decade. The wonderful special effects and amazing creatures have made this iconic series beloved to both young and old - and now, for the first time, the doors are going to be opened for everyone at the studio where it first began. You'll have the chance to go behind-the-scenes and see many things the camera never showed. From breathtakingly detailed sets to stunning costumes, props and animatronics, Warner Bros. Studio Tour London provides a unique showcase of the extraordinary British artistry, technology and talent that went into making the most successful film series of all time. Secrets will be revealed.
Warner Bros. Studio Tour London provides an amazing new opportunity to explore the magic of the Harry Potter films - the most successful film series of all time. This unique walking tour takes you behind-the-scenes and showcases a huge array of beautiful sets, costumes and props. It also reveals some closely guarded secrets, including facts about the special effects and animatronics that made these films so hugely popular all over the world.
Here are just some of the things you can expect to see and do:
- Step inside and discover the actual Great Hall.
- Explore Dumbledore’s office and discover never-before-seen treasures.
- Step onto the famous cobbles of Diagon Alley, featuring the shop fronts of Ollivanders wand shop, Flourish and Blotts, the Weasleys' Wizard Wheezes, Gringotts Wizarding Bank and Eeylops Owl Emporium.
- See iconic props from the films, including Harry’s Nimbus 2000 and Hagrid’s motorcycle.
- Learn how creatures were brought to life with green screen effects, animatronics and life-sized models.
- Rediscover other memorable sets from the film series, including the Gryffindor common room, the boys’ dormitory, Hagrid’s hut, Potion’s classroom and Professor Umbridge’s office at the Ministry of Magic.
Located just 20 miles from the heart of London at Warner Bros. Studios Leavesden, the very place where it all began and where all eight of the Harry Potter films were brought to life. The Studio Tour is accessible to everyone and promises to be a truly memorable experience - whether you’re an avid Harry Potter fan, an all-round movie buff or you just want to try something that’s a little bit different.
The tour is estimated to take approximately three hours (I was in there for 5 hours!), however, as the tour is mostly self guided, you are free to explore the attraction at your own pace. During this time you will be able to see many of the best-loved sets and exhibits from the films. Unique and precious items from the films will also be on display, alongside some exciting hands-on interactive exhibits that will make you feel like you’re actually there.
The magic also continues in the Gift Shop, which is full of exciting souvenirs and official merchandise, designed to create an everlasting memory of your day at Warner Bros. Studio Tour London.
Hogwarts Castle Model - Get a 360 degree view of the incredible, hand sculpted 1:24 scale construction that features within the Studio Tour. The Hogwarts castle model is the jewel of the Art Department having been built for the first film, Harry Potter and the Philosopher’s Stone. It took 86 artists and crew members to construct the first version which was then rebuilt and altered many times over for the next seven films. The work was so extensive that if one was to add all the man hours that have gone into building and reworking the model, it would come to over 74 years. The model was used for aerial photography, and was digitally scanned for CGI scenes.
The model, which sits at nearly 50 feet in diameter, has over 2,500 fibre optic lights that simulate lanterns and torches and even gave the illusion of students passing through hallways in the films. To show off the lighting to full effect a day-to-night cycle will take place every four minutes so you can experience its full beauty.
An amazing amount of detail went into the making of the model: all the doors are hinged, real plants are used for landscaping and miniature birds are housed in the Owlery. To make the model appear even more realistic, artists rebuilt miniature versions of the courtyards from Alnwick Castle and Durham Cathedral, where scenes from Harry Potter and the Philosopher’s Stone were shot.
Images rendered using mugen, a system (written in Processing) for exploring fractals and iterated function systems, that I've been developing for a few years. See more weird stuff at my fractals gallery.
Three excursions into patterns using squares and diverging into different textures. Made from photo fragments on an iPad Air in PhotoWizard and Procreate.
New iteration for Raven SSTO, Single Stage to Orbit. This isn't the heavy, Discovery. But the smaller one. For example, SpaceX's dragon capsule is 378 Cu Ft, Payload bay of Raven is 1078 Cu Ft. www.ioaircraft.com/hypersonic/raven.php
Iteration 10, almost clean sheet. U-TBCC propulsion, 6000F thermal resistance, 3D printed graphene airframe, Note the elimination of "blunt nose". Turn around time under 24 hours total from landing to ready for next flight. No external boosters.
Forward Thruster Bay, other then conventional orbital thrusters, also includes a reverse thruster which decelerates the aircraft pre re-entry into atmosphere from 16,500+ mph ground speed to apx 12,000 mph ground speed. Engines re-ignite once in atmosphere so it can fly to it's landing destination, ie not glide.
#ssto #singlestagetorobit #space #newspace #afrl #afwerx #usaf #darpa #onr #arl #boeing #lockheedmartin #raytheon #northropgrumman #aerojet #dynetics #esa #bae #afosr #hypersonics #hypersonic #scramjet #reactionengines #sabre #starship #falcon9 #dragoncapsule #innovation #graphene #hydrogen #spacex #ula #virginorbit #rocketlab #artemis #orion #sls #nasa #snc #sierranevadecorporation #dreamchaser #astra #sdo #sda #spaceforce #dod #icao #dassault #bombardier #gulfstream #cessna #bigalow
Here is the final iteration of my Crab MBT. I have decided to scrap my fleet of six Crabs and two super crabs in favor of newer designs. I am taking many pictures of them before they are scrapped. I will be taking enough photos to make instructions for them at some point. A few elements of the Crab will be used in an upcoming tank moc, so the design will live on in a way.
Here are some more pics. If anyone wants to try and build a Crab of their own, go for it.
The department has been building up a library of design related reference books over the last few years. Pupils are encouraged to make use of these books on a regular basis. The photographs here demonstrate the tremendous wealth of content contained therein.
The sequence has been shot in such a way that the cover of the book is shown first and a few sample pages are included to give the student an idea of the content the book contains. Pupils may then approach staff and request a short term loan.
Soldiers from the 3rd Squadron, 2d Cavalry Regiment breach an obstacle and clear a trench during the night blank firing iteration of the Squadron's validation exercise at the Bemowo Piskie Trainig Area, Poland, Mar. 24, 2018. These Dragoons will transition into live fire lanes tonight in order to complete the VALEX successfully.
For the challenge to illustrate three things that I am thankful for that were not around when my parents were young.
Back when my parents were born, digital computers did not exist. The first computers were built in the 1940s to solve specific problems, such as code breaking or calculating ballistic tables. True general-purpose stored program computers did not arrive until the late 1940s, and remained cumbersome mainframe machines until the advent of personal computers such as the Apple II and the IBM PC in the late 70s and early 80s.
As an engineer, I am thankful that I have access to so much freely available computing power to help me solve problems. Many engineering problems involve things like differential or partial differential equations, which cannot normally be solved by textbook integration unless you are very lucky or can make some simplifying assumptions. Nowadays, I can perform simple numerical integrations in Excel; for something more complicated, there are any number of software packages that I could use to get the results that I'm looking for.
Since I can't really illustrate my point with anything from work, I have resorted to plotting fractals instead. This image is of part of a Julia set fractal, which requires an iterative calculation involving complex numbers to be performed for each individual pixel, to determine what colour it should be. Thanks to modern PC processing power, it plotted in hardly more than a second!
Iteration 10 - Raven B Model - Mach 8-10, 22 Passenger hypersonic business jet. New iteration reflects design changes from Raven A Model, which is an SSTO, a real one. ALL technologies associated "are" developed. It is also ZERO CARBON.
More Info: www.ioaircraft.com/hypersonic/raven-business.php
Not a graphics design or graphics rendering, but sanitized cad screenshots. This is not a concept, but ready for serial production. Not really looking for investors and such. Everything DOD is funding for hypersonic fixed aircraft is OLD and rehashed perpetually for 40+ years at 10X the price. Others, pushing supersonics and hypersonics, also very old technologies at very expensive prices and operating costs. This, about the same as a G650 or Global Express costs and operating costs and normalized Mach 10 dynamics in all regards in atmosphere.
#afrl #afwerx #defensewerx #usaf #darpa #onr #arl #boeing #lockheedmartin #airbus #raytheon #northropgrumman #aerojet #dynetics #easa #bae #afosr #hypersonic #supersonic #scramjet #reactionengines #innovation #graphene #hydrogen #spacex #ula #virgingalactic #rocketlab #nasa #snc #sierranevadecorporation #dreamchaser #sdo #sda #spaceforce #dod #icao #dassault #bombardier #gulfstream #cessna #bigalow #boomsuprsonic #aerion #esa #airplane
Discovery STO - 70 Ton, Single Stage to Orbit Fixed Wing Aircraft - Space Plane - Hypersonic Plane, U-TBCC / Unified Turbine Based Combined Cycle & Aerospike
Iteration 1, Mach 8-10 in amtmosphere, 195ft long, Heavy Lift Single Stage To Orbit Fixed Wing Aircraft. 70 TONS, ie 140,000 LBS, 60 ft X 15ft X 15ft payload bay. Up in the Falcon Heavy and Delta IV class, except not $400 million to launch giant payloads into orbit, but below $250 per lbs, or about $28 million to launch giant payloads, and normalized orbital flight, as normal as a 737 commercial flight. Load up, refuel, take off in an afternoon. I estimate this aircraft would cost about $750 million each for space capable. In atmosphere commercial, roughly $300 million each for a 200 passenger M8-10 (not designed yet)
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www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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tbcc, glide breaker, fighter plane, hyperonic fighter, stealth fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Rani stands next to the 5 iterations of a single screen we designed (and re-designed) over the last 48 hours. We mark up all the prints and show early adopters for feedback.
We're close enough to roll to stage... and starting using the damn thing.
Every funky pixel, grid, and design jumps out on big prints.
Print big or get out!
Menger sponge
From Wikipedia, the free encyclopedia
An illustration of M4, the sponge after four iterations of the construction process
In mathematics, the Menger sponge (also known as the Menger cube, Menger universal curve, Sierpinski cube, or Sierpinski sponge)[1][2][3] is a fractal curve. It is a three-dimensional generalization of the one-dimensional Cantor set and two-dimensional Sierpinski carpet. It was first described by Karl Menger in 1926, in his studies of the concept of topological dimension.[4][5]
Construction
The construction of a Menger sponge can be described as follows:
Begin with a cube.
Divide every face of the cube into nine squares, like a Rubik's Cube. This sub-divides the cube into 27 smaller cubes.
Remove the smaller cube in the middle of each face, and remove the smaller cube in the center of the more giant cube, leaving 20 smaller cubes. This is a level-1 Menger sponge (resembling a void cube).
Repeat steps two and three for each of the remaining smaller cubes, and continue to iterate ad infinitum.
The second iteration gives a level-2 sponge, the third iteration gives a level-3 sponge, and so on. The Menger sponge itself is the limit of this process after an infinite number of iterations.
An illustration of the iterative construction of a Menger sponge up to M3, the third iteration
Properties
Hexagonal cross-section of a level-4 Menger sponge. (Part of a series of cuts perpendicular to the space diagonal.)
The n nth stage of the Menger sponge, M n M_{n}, is made up of 20 n {\displaystyle 20^{n}} smaller cubes, each with a side length of (1/3)n. The total volume of M n M_{n} is thus ( 20 27 ) n {\textstyle \left({\frac {20}{27}}\right)^{n}}. The total surface area of M n M_{n} is given by the expression 2 ( 20 / 9 ) n + 4 ( 8 / 9 ) n {\displaystyle 2(20/9)^{n}+4(8/9)^{n}}.[6][7] Therefore, the construction's volume approaches zero while its surface area increases without bound. Yet any chosen surface in the construction will be thoroughly punctured as the construction continues so that the limit is neither a solid nor a surface; it has a topological dimension of 1 and is accordingly identified as a curve.
Each face of the construction becomes a Sierpinski carpet, and the intersection of the sponge with any diagonal of the cube or any midline of the faces is a Cantor set. The cross-section of the sponge through its centroid and perpendicular to a space diagonal is a regular hexagon punctured with hexagrams arranged in six-fold symmetry.[8] The number of these hexagrams, in descending size, is given by a n = 9 a n − 1 − 12 a n − 2 {\displaystyle a_{n}=9a_{n-1}-12a_{n-2}}, with a 0 = 1 , a 1 = 6 {\displaystyle a_{0}=1,\ a_{1}=6}.[9]
The sponge's Hausdorff dimension is log 20/log 3 ≅ 2.727. The Lebesgue covering dimension of the Menger sponge is one, the same as any curve. Menger showed, in the 1926 construction, that the sponge is a universal curve, in that every curve is homeomorphic to a subset of the Menger sponge, where a curve means any compact metric space of Lebesgue covering dimension one; this includes trees and graphs with an arbitrary countable number of edges, vertices and closed loops, connected in arbitrary ways. Similarly, the Sierpinski carpet is a universal curve for all curves that can be drawn on the two-dimensional plane. The Menger sponge constructed in three dimensions extends this idea to graphs that are not planar and might be embedded in any number of dimensions.
The Menger sponge is a closed set; since it is also bounded, the Heine–Borel theorem implies that it is compact. It has Lebesgue measure 0. Because it contains continuous paths, it is an uncountable set.
Experiments also showed that cubes with a Menger sponge structure could dissipate shocks five times better for the same material than cubes without any pores.[10]
New iteration for Raven SSTO, Single Stage to Orbit. This isn't the heavy, Discovery. But the smaller one. For example, SpaceX's dragon capsule is 378 Cu Ft, Payload bay of Raven is 1078 Cu Ft. www.ioaircraft.com/hypersonic/raven.php
Iteration 10, almost clean sheet. U-TBCC propulsion, 6000F thermal resistance, 3D printed graphene airframe, Note the elimination of "blunt nose". Turn around time under 24 hours total from landing to ready for next flight. No external boosters.
Forward Thruster Bay, other then conventional orbital thrusters, also includes a reverse thruster which decelerates the aircraft pre re-entry into atmosphere from 16,500+ mph ground speed to apx 12,000 mph ground speed. Engines re-ignite once in atmosphere so it can fly to it's landing destination, ie not glide.
#ssto #singlestagetorobit #space #newspace #afrl #afwerx #usaf #darpa #onr #arl #boeing #lockheedmartin #raytheon #northropgrumman #aerojet #dynetics #esa #bae #afosr #hypersonics #hypersonic #scramjet #reactionengines #sabre #starship #falcon9 #dragoncapsule #innovation #graphene #hydrogen #spacex #ula #virginorbit #rocketlab #artemis #orion #sls #nasa #snc #sierranevadecorporation #dreamchaser #astra #sdo #sda #spaceforce #dod #icao #dassault #bombardier #gulfstream #cessna #bigalow
The second iteration of the BMW M4 (codenamed G82) is largely based on the standard 4 Series (G22 generation), which was previewed by the BMW Concept 4. It is a high performance version of the standard G22 4 Series
The more notable upgrades for the G82 M4 is a 35 kW increase over the previous M4, as well as adopting the twin-kidney grille from the 4 Series.
M4 Competition
At launch in 2020, the M4 Competition model was unveiled alongside the standard M4 model. Compared to the standard M4, the M4 Competition increases power output by 22 kW to a total of 375 kW and torque is increased by 100 N⋅m to 650 N⋅m, and it is offered exclusively with an 8-speed M Steptronic Sport automatic transmission. The M4 Competition also features a separate transmission oil cooler, black chrome exhaust tips, forged M light-alloy wheels, automatic brake hold function, and high-gloss black mirrors.
xDrive
Competition models equipped with xDrive are significantly quicker from 0-60 mph when compared to RWD models, clocking in at just 2.8 seconds, as compared to 3.6 seconds for RWD.
The department has been building up a library of design related reference books over the last few years. Pupils are encouraged to make use of these books on a regular basis. The photographs here demonstrate the tremendous wealth of content contained therein.
The sequence has been shot in such a way that the cover of the book is shown first and a few sample pages are included to give the student an idea of the content the book contains. Pupils may then approach staff and request a short term loan.
Document name:Jul29wma1g.FWrk
Fractal type:mandelbrot
Plot size (w,h):2210,2210
Maximum iterations:41000
Center Point (real, imaginary):-0.083458414471751,0.65694855301279 i
Plot Width (real):6E-12
Color scheme name:Crimson
Color scheme last modified:2008-07-29 14:04:08 -0700
Plot uses DE:Yes
Plot uses fractaional iterations:Yes
Plotted with symmetry:Yes
Plotted with boundary following:Yes
Plotted with multiple processors:Yes
Total plot time:0.000 seconds
Total iterations:3900954249
Iterations/second:2147483647
Pixels skipped:0
Iterations skipped:0
Percent of pixels calculated:100
Percent of iterations calculated:100
Plot height:1
Peak steepness:1
Plot flipped:Yes
Camera x:0
Camera y:0
Camera z:-1.9
Ambient light:0.2
Directional light:0.716
Specular light:0.193
Surface shininess:100
Light x direction:0.795
Light Y direction:-0.114
Light z direction:5
Background color red: 50
Background color green: 31
Background color blue: 34
Discovery! - Iteration II (2017) acrylic and charcoal on paper 1730x915mm
In collaboration with Tony DeVarco
Tony Devarco www.flickr.com/photos/tonydevarco/
CoLab with Mayako Nakamura
www.flickr.com/photos/tonydevarco/sets/72157649519692395/...
ReGenerations
www.flickr.com/photos/tonydevarco/albums/72157666448906835
☆Sold☆
FCH-150 Hydrogen Fuel Cell Commercial Aircraft - IO Aircraft - Iteration 2
Iteration 2, Some refinements. Similar size as a 737 Max 10 apx 1/2 the operating costs - Wings and Canard fold to 100' Span, Fuselage Length 150', Configuration (Current) 184 Econ and 1st class, 5,000+ NM Range, Does not use liquid hydrogen. Uses 8,000 PSI Compressed H2 or CNG for 95% fuel weight reduction. Airframe, 3D Printed Graphene (technology already developed), kevlar and carbon fiber. Almost no metal used in the airframe 50%+ airframe weight reduction & 10+ X the strength.
I focus on Hypersonics and vtol, not this one. This applied many of those technologies to create the foundation of a true zero carbon commercial aircraft.
LengthL 150ft | Span 120.6ft | Cruise M.88-.92
Cruise: 35,000-38,000ft | Ceiling 41,000-45,000ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimated T/O Weight (Full Fuel and Passengers/Baggage) 134,000 LBS
Estimated MTOW: 195,000
Fuel: 30,000 Gallons 8,000+ Max PSI Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology, 500,000PSIA Integrity
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Liquid Fueled)
Current Passenger Configuration: 184 / 12 1st Class & 172 Main Cabin
Operating Costs: $2,500 - $3,500 hr
Estimated Maintenance Costs, Apx 1/2 Compared to 737's, A320's, etc
Estimated Unit Price in Production: Apx $105 Million
Reduction in Operating/Maintenance Costs Over the Life Cycle of the Aircraft, $20-$50 Million or greater.
Motors, zero maintenance required for greater then 5,000 operating hours.
-----------------------------------
100% viable Electric Commercial aircraft, in a 737 MAX class. Compressed Hydrogen Fueled (Not liquid [obsolete]), 100% electric. NO carbon foot print. Even the hydrogen can be generated on the ground via water electrolysis on top of terminals. Also saving operators $20-$50 million or more, over an aircraft's life cycle.
Non, zero carbon, could use CNG, then reformation to extract the Hydrogen.
Ready to build today, all tech is already developed. Makes ALL commercial aircraft in existence obsolete. PLUS all hybrid aicraft on the drawing board right now with Boeing, Airbus, etc.
Airframe is 3D printed Graphene wafering, 33X stronger then titatnium; and carbon fiber/kevlar.
Specs:
Length: 150 ft | Span: 120.6 ft | Cruise M.9-.92)
Ceiling: Estimate 45,000 ft. Cruise: 38,000 ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimate T/O Weight (Full fuel and passengers): 134,000 LBS
MTOW Estimate: 195,000 LBS
Fuel: 30,000 Gallon 8,000 PSI Max Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Jet A liquid)
Current Passenger Configuration: 184 passengers; 172 Main Cabin & 12 1st Class
Operating Costs, apx $2,500-$3,500 hr.
Estiumated Maintenance Costs: Apx 1/2 current commercial aircraft.
Estimate Unit Price in Production: Apx $105 million
Reduction in Operating Costs Over the Aircrafts Life Cycle: $20-$50 Million (Or More) in Savings.
#hybrid #sustainability #hydrogen #hydrogenfuelcell #commercialaircraft #airbus #boeing #comac #innovation #lockheed #raytheon #bae #bombardier #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #3dprinting #supersonic #collinsaerospace #rockwell #generalatomics #cessna #dassault #arl #navair #diu #dia #usaf #unitedtechnologies #bae #cessana #piper #saab #defenseadvancedresearchprojectagency #graphene #additivemanufacturing #gkn #eaa #aopa #icao #tesla #nikolamotors #zerocarbon #embraer #electricaircraft
hybrid, sustainability, hydrogen, hydrogen fuel cell, hybrid commercial aircraft, hybrid commercial plane, commercial aircraft, airbus, boeing, comac, innovation, lockheed, raytheon, bae, bombardier, northop grumman, general dynamics, utc, ge, afrl, onr, afosr, usaf, darpa, mda, rolls royce, nasa, tesla, safran, embraer, 3d printing, supersonic, collins aerospace, rockwell, general atomics, cessna, dassault aviation, arl, navair, diu, dia, usaf, united technologies, bae, cessana, piper, saab, defense advanced research project agency, graphene, additive manufacturing, gkn, eaa, aopa, icao, tesla, nikola motors, zero carbon, embraer, electricaircraft, Composite Aircraft, Composite Commercial Aircraft,
boeing, airbus, embraer, ge aviation, rolls-royce, dassault aviation, bae raytheon, collins aerospace, lockheed martin, bombardier, Gulfstream Aerospace, safran, ge aviation, united technologies, united airlines, virgin airlines, All Nippon Airways, Delta Air Lines, british airways, southwest airlines, ryanair, virgin atlantic, qatar airways, emirates, lufthansa, etihad airways, KLM, Guillaume Faury, Greg Hyslop, Lynne Hopper, Paul Perera, Bruno Clermont, Tim Deaver, Paul Eremenko, Jean-Brice Dumont, Dirk Hoke, Marillyn Hewson, Richard Ambrose, Charles Woodburn, Philippe PETITCOLIN, Stéphane CUEILLE
I spent most of this weekend just past attending the latest iteration of the Naked Heart literary festival, organized by Glad Day Bookshop and run out of several venues in Church and Wellesley including the 562 Church Street event space and the Buddies in Bad Times theatre.
The sessions I picked this year tended more towards an exploration of the mechanics of writing for publication, with a few readings.
* My first session Saturday morning was The Writer's Hustle, a panel discussion with three other writers exploring how they make writing work for them as a chosen career despite its dismal economics. (Day jobs, among other things, are necessary.)
* Unruly Vision: Writing Unruly Bodies in Fiction was a very enjoying workshop led by Sanchari Sur, who led several dozen writers towards useful strategies for creating and envisioning characters.
* Queer est un mot français! was a very enjoyable reading by three Francophone Ontarian authors, Amélie Dumoulin, Pierre-Luc Landry, and Sylvie Bérard, at Glad Day. This was the first time such a French-language session had been organized for Naked Heart; I hope for more in the future.
* Terrence Abrahams led an informative session, Subject Line: Submission, on looking for potential publishing magazines, on strategies to adopt.
* Spectrums of Sanity: Mental Health and the Writer was another panel discussion at Buddies in Bad Times, with five authors talking about how they took care of themselves as they wrote.
* What's Love Got To Do With It? was an enjoyable panel discussion at 562 Church, with four different authors talking about the way love has been represented in literature in relationship to queer lives. Why not have happy endings?
* Grit Lit was an excellent late-evening series of readings by ten authors at Glad Day, reading passages from their works. These were always direct and raw, never crude.
* Sunday morning, my first session was The Author Foundry: The Un-Artistic Aspects of Your Submission Package at Buddies. Author Sheryl Wright did an incredible job explaining the mechanics of hunting for publishers and the finer details of the literary genre of the submission, details which need to be paid attention to if a work is to have a chance of success.
*Policing the Body - Resistance and Renewal was a great panel discussion looking at the ways in which queer bodies are targeted by a hostile world. How can people fight back?
* Celebrating Marvellous Grounds: Queer of Colour Histories of Toronto was a launch session for two books put out by the Marvellous Grounds collective. I enjoyed the readings of some of the different contributing authors, telling stories about the past and present of Toronto from an angles that I needed to see.
* My final session was First Person - Ethics & Experience, a panel of five writers held at Glad Day. These five all talked about the ways in which they balanced their commitment as writers to the exploration of their truths with their responsibilities to their communities to fairly represent them.
The Holden Commodore (VK) is a mid-size car that was produced by the Australian subsidiary of General Motors, Holden, from 1984 to 1986. It was the first iteration of the first generation of this Australian made model and introduced the luxury variant, Holden Calais (VK) sedan.
Overview
The VK series was the first Commodore to have plastic (polypropylene) bumpers and introduced rear quarter windows for a six-window design (styled by Holden, but similar in appearance to the Opel Senator) as opposed to the four-window design on previous Commodore models. Apart from the bumpers and "glasshouse", other changes for the VK Commodore included a front grille redesign and revamped dashboard instrumentation that included a full digital (vacuum fluorescent display) arrangement for the new luxury version, the Calais.
The exterior of the VK Commodore was also updated with a more modern and aggressive appearance. This included a new grill design very different from previous models, with three bold strips rather than a metallic grill, the now plastic front and rear bumpers/skirts replacing the obsolete metal guards, and a new rear tail light assembly, whereby they now spread from one side to another with a black panel in between. This all added up to a more prominent, sharper look for the 1980s. Changes were also made to the interior whereupon the panel of instruments were now square-shaped rather than the more conventional circular layout. In total, 135,705 VK Commodores were built.
Models
The VK range introduced new names for the specification levels, with Executive now a stand-alone nameplate alongside the base model SL. The Commodore Executive was basically a Commodore SL appointed with automatic transmission and power steering, and was aimed at capturing the fleet market, a market that Holden had lost its share in when the smaller bodied Commodore originally replaced the Kingswood. Also introduced was the Commodore Berlina (replacing the SL/X) and the Holden Calais (replacing the Commodore SL/E). The station wagon body style was available in SL, Executive or Berlina variants only, however the limited edition Vacationer name plate was also continued over for a period from the VH Commodore. Other variants produced were the Commodore SS sedan which featured its own specification – courtesy of HDT – high-performance 4.9-litre V8, and the limited edition – available only through affiliated HDT Holden dealers – LM 5000, SS Group 3, SS Group A (502 made) and Calais Director sedans.
Engines
Engine choices (not necessarily available on all cars in the VK range) were two versions of a 5.0-litre 308 cui Holden V8 engine (replaced by the 4.9-litre 304 cui V8 when Group A rules entered Australian motorsport in 1985) and two versions of a 3.3-litre inline 'black' Straight-6 engine (essentially a refined 'blue' I6 with slight increases in power and efficiency), the latter of which was available with either a carburetor or fuel injection. The 3.3 EST carburetor engine was standard equipment for most VK Commodores, with the 3.3 EFI injection engine nominated as standard equipment for the Calais sedan.
The 2.85-litre six-cylinder and the 4.2-litre V8, mainstays of the previous Commodore ranges were dropped, hence unavailable to the VK, however Holden's 1.9L Starfire 4-cylinder unit was offered on New Zealand market VK models.
SS Group A
The Commodore SS Group A was heavily modified by Holden's official performance tuner, originally the Holden Dealer Team. The SS Group A existed primarily as a homologation special, created specifically so a racing optimised version of the Commodore could be utilised for Group A touring car motor racing. The regulations set down by the international governing body FISA for Group A motor racing specified that a minimum of 500 cars were to be built to a certain specification prior to said vehicle being allowed to compete. Group A regulations governed many touring car series at the 1980s and 1990s including series in Australia, New Zealand, Great Britain, Japan, Italy, Germany and the European Touring Car Championship as well as the one-off 1987 World Touring Car Championship as well as significant races like the Bathurst 1000, Spa 24 Hours and the RAC Tourist Trophy. The SS Group A model run ran from 1985 until 1992. The four models have since become highly collectible amongst Holden and performance enthusiasts.
Unique amongst all products produced by both the Holden Dealer Team and Holden Special Vehicles, these cars were referred to as Holdens, rather than as HDTs or HSVs.
As the first model to be produced (1985 – February 1986) represented Holden's increasing efforts in Group A racing. Available only in blue associated with the corporate colours of the Holden Dealer Team's principle sponsor Mobil, which gave rise to the cars nickname, the "Blue Meanie". Production began in early 1985, but part supply problems saw the HDT fail to build the required number of 500 and it missed the 1 August deadline for it to be eligible for racing that year. Production still continued and the VK SS Group A was available for motor racing from 1 January 1986. 502 cars were available only through Holden Dealer Team-affiliated Holden dealerships.
Visually the VK Group A SS had the addition of a rear spoiler, larger front air dam and a more aggressive front grill over the standard VK Commodore. Other changes included a double row timing chain (eliminating the car's inherent weakness of 1985, a single row chain), as well as stronger conrods and suspension mountings.
Power for the road going Group A SS with its 4.9 litre engine was rated at 196 kW (263 hp) at 5,200 rpm, with a top speed of 215 km/h (134 mph). Transmission options were M21 4-Speed manual, or T5 5-Speed (optional). The car was assembled at Dandenong, Victoria (Holden) and modified at Port Melbourne, Victoria (HDT).
[Text from Wikipedia]
en.wikipedia.org/wiki/Holden_Commodore_%28VK%29
This miniland-scale Lego Holden VK Commodore SS Group-A 'Blue Meanie' has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.
The Holden Commodore (VK) is a mid-size car that was produced by the Australian subsidiary of General Motors, Holden, from 1984 to 1986. It was the first iteration of the first generation of this Australian made model and introduced the luxury variant, Holden Calais (VK) sedan.
Overview
The VK series was the first Commodore to have plastic (polypropylene) bumpers and introduced rear quarter windows for a six-window design (styled by Holden, but similar in appearance to the Opel Senator) as opposed to the four-window design on previous Commodore models. Apart from the bumpers and "glasshouse", other changes for the VK Commodore included a front grille redesign and revamped dashboard instrumentation that included a full digital (vacuum fluorescent display) arrangement for the new luxury version, the Calais.
The exterior of the VK Commodore was also updated with a more modern and aggressive appearance. This included a new grill design very different from previous models, with three bold strips rather than a metallic grill, the now plastic front and rear bumpers/skirts replacing the obsolete metal guards, and a new rear tail light assembly, whereby they now spread from one side to another with a black panel in between. This all added up to a more prominent, sharper look for the 1980s. Changes were also made to the interior whereupon the panel of instruments were now square-shaped rather than the more conventional circular layout. In total, 135,705 VK Commodores were built.
Models
The VK range introduced new names for the specification levels, with Executive now a stand-alone nameplate alongside the base model SL. The Commodore Executive was basically a Commodore SL appointed with automatic transmission and power steering, and was aimed at capturing the fleet market, a market that Holden had lost its share in when the smaller bodied Commodore originally replaced the Kingswood. Also introduced was the Commodore Berlina (replacing the SL/X) and the Holden Calais (replacing the Commodore SL/E). The station wagon body style was available in SL, Executive or Berlina variants only, however the limited edition Vacationer name plate was also continued over for a period from the VH Commodore. Other variants produced were the Commodore SS sedan which featured its own specification – courtesy of HDT – high-performance 4.9-litre V8, and the limited edition – available only through affiliated HDT Holden dealers – LM 5000, SS Group 3, SS Group A (502 made) and Calais Director sedans.
Engines
Engine choices (not necessarily available on all cars in the VK range) were two versions of a 5.0-litre 308 cui Holden V8 engine (replaced by the 4.9-litre 304 cui V8 when Group A rules entered Australian motorsport in 1985) and two versions of a 3.3-litre inline 'black' Straight-6 engine (essentially a refined 'blue' I6 with slight increases in power and efficiency), the latter of which was available with either a carburetor or fuel injection. The 3.3 EST carburetor engine was standard equipment for most VK Commodores, with the 3.3 EFI injection engine nominated as standard equipment for the Calais sedan.
The 2.85-litre six-cylinder and the 4.2-litre V8, mainstays of the previous Commodore ranges were dropped, hence unavailable to the VK, however Holden's 1.9L Starfire 4-cylinder unit was offered on New Zealand market VK models.
SS Group A
The Commodore SS Group A was heavily modified by Holden's official performance tuner, originally the Holden Dealer Team. The SS Group A existed primarily as a homologation special, created specifically so a racing optimised version of the Commodore could be utilised for Group A touring car motor racing. The regulations set down by the international governing body FISA for Group A motor racing specified that a minimum of 500 cars were to be built to a certain specification prior to said vehicle being allowed to compete. Group A regulations governed many touring car series at the 1980s and 1990s including series in Australia, New Zealand, Great Britain, Japan, Italy, Germany and the European Touring Car Championship as well as the one-off 1987 World Touring Car Championship as well as significant races like the Bathurst 1000, Spa 24 Hours and the RAC Tourist Trophy. The SS Group A model run ran from 1985 until 1992. The four models have since become highly collectible amongst Holden and performance enthusiasts.
Unique amongst all products produced by both the Holden Dealer Team and Holden Special Vehicles, these cars were referred to as Holdens, rather than as HDTs or HSVs.
As the first model to be produced (1985 – February 1986) represented Holden's increasing efforts in Group A racing. Available only in blue associated with the corporate colours of the Holden Dealer Team's principle sponsor Mobil, which gave rise to the cars nickname, the "Blue Meanie". Production began in early 1985, but part supply problems saw the HDT fail to build the required number of 500 and it missed the 1 August deadline for it to be eligible for racing that year. Production still continued and the VK SS Group A was available for motor racing from 1 January 1986. 502 cars were available only through Holden Dealer Team-affiliated Holden dealerships.
Visually the VK Group A SS had the addition of a rear spoiler, larger front air dam and a more aggressive front grill over the standard VK Commodore. Other changes included a double row timing chain (eliminating the car's inherent weakness of 1985, a single row chain), as well as stronger conrods and suspension mountings.
Power for the road going Group A SS with its 4.9 litre engine was rated at 196 kW (263 hp) at 5,200 rpm, with a top speed of 215 km/h (134 mph). Transmission options were M21 4-Speed manual, or T5 5-Speed (optional). The car was assembled at Dandenong, Victoria (Holden) and modified at Port Melbourne, Victoria (HDT).
[Text from Wikipedia]
en.wikipedia.org/wiki/Holden_Commodore_%28VK%29
This miniland-scale Lego Holden VK Commodore SS Group-A 'Blue Meanie' has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.
Date: April, 2017
Medium: Digital Photomontage
Location: Tokyo, Japan
Dimensions: 20" x 26.75"
©2017 Tony DeVarco and Mayako Nakamura
Part of the new series Bonnie DeVarco is calling "Figure | Ground" in collaboration with the Japanese Artist Mayako Nakamura incorporating a rotated digital version I made of her "Playground Series IV" painting on canvas on the left with a digital photomontage of mine on the right.
To view Mayako's Playground series please go here: www.flickr.com/photos/ma85/albums/72157681102919935
FCH-150 Hydrogen Fuel Cell Commercial Aircraft - IO Aircraft - Iteration 2
Iteration 2, Some refinements. Similar size as a 737 Max 10 apx 1/2 the operating costs - Wings and Canard fold to 100' Span, Fuselage Length 150', Configuration (Current) 184 Econ and 1st class, 5,000+ NM Range, Does not use liquid hydrogen. Uses 8,000 PSI Compressed H2 or CNG for 95% fuel weight reduction. Airframe, 3D Printed Graphene (technology already developed), kevlar and carbon fiber. Almost no metal used in the airframe 50%+ airframe weight reduction & 10+ X the strength.
I focus on Hypersonics and vtol, not this one. This applied many of those technologies to create the foundation of a true zero carbon commercial aircraft.
LengthL 150ft | Span 120.6ft | Cruise M.88-.92
Cruise: 35,000-38,000ft | Ceiling 41,000-45,000ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimated T/O Weight (Full Fuel and Passengers/Baggage) 134,000 LBS
Estimated MTOW: 195,000
Fuel: 30,000 Gallons 8,000+ Max PSI Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology, 500,000PSIA Integrity
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Liquid Fueled)
Current Passenger Configuration: 184 / 12 1st Class & 172 Main Cabin
Operating Costs: $2,500 - $3,500 hr
Estimated Maintenance Costs, Apx 1/2 Compared to 737's, A320's, etc
Estimated Unit Price in Production: Apx $105 Million
Reduction in Operating/Maintenance Costs Over the Life Cycle of the Aircraft, $20-$50 Million or greater.
Motors, zero maintenance required for greater then 5,000 operating hours.
-----------------------------------
100% viable Electric Commercial aircraft, in a 737 MAX class. Compressed Hydrogen Fueled (Not liquid [obsolete]), 100% electric. NO carbon foot print. Even the hydrogen can be generated on the ground via water electrolysis on top of terminals. Also saving operators $20-$50 million or more, over an aircraft's life cycle.
Non, zero carbon, could use CNG, then reformation to extract the Hydrogen.
Ready to build today, all tech is already developed. Makes ALL commercial aircraft in existence obsolete. PLUS all hybrid aicraft on the drawing board right now with Boeing, Airbus, etc.
Airframe is 3D printed Graphene wafering, 33X stronger then titatnium; and carbon fiber/kevlar.
Specs:
Length: 150 ft | Span: 120.6 ft | Cruise M.9-.92)
Ceiling: Estimate 45,000 ft. Cruise: 38,000 ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimate T/O Weight (Full fuel and passengers): 134,000 LBS
MTOW Estimate: 195,000 LBS
Fuel: 30,000 Gallon 8,000 PSI Max Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Jet A liquid)
Current Passenger Configuration: 184 passengers; 172 Main Cabin & 12 1st Class
Operating Costs, apx $2,500-$3,500 hr.
Estiumated Maintenance Costs: Apx 1/2 current commercial aircraft.
Estimate Unit Price in Production: Apx $105 million
Reduction in Operating Costs Over the Aircrafts Life Cycle: $20-$50 Million (Or More) in Savings.
#hybrid #sustainability #hydrogen #hydrogenfuelcell #commercialaircraft #airbus #boeing #comac #innovation #lockheed #raytheon #bae #bombardier #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #3dprinting #supersonic #collinsaerospace #rockwell #generalatomics #cessna #dassault #arl #navair #diu #dia #usaf #unitedtechnologies #bae #cessana #piper #saab #defenseadvancedresearchprojectagency #graphene #additivemanufacturing #gkn #eaa #aopa #icao #tesla #nikolamotors #zerocarbon #embraer #electricaircraft
hybrid, sustainability, hydrogen, hydrogen fuel cell, hybrid commercial aircraft, hybrid commercial plane, commercial aircraft, airbus, boeing, comac, innovation, lockheed, raytheon, bae, bombardier, northop grumman, general dynamics, utc, ge, afrl, onr, afosr, usaf, darpa, mda, rolls royce, nasa, tesla, safran, embraer, 3d printing, supersonic, collins aerospace, rockwell, general atomics, cessna, dassault aviation, arl, navair, diu, dia, usaf, united technologies, bae, cessana, piper, saab, defense advanced research project agency, graphene, additive manufacturing, gkn, eaa, aopa, icao, tesla, nikola motors, zero carbon, embraer, electricaircraft, Composite Aircraft, Composite Commercial Aircraft,
boeing, airbus, embraer, ge aviation, rolls-royce, dassault aviation, bae raytheon, collins aerospace, lockheed martin, bombardier, Gulfstream Aerospace, safran, ge aviation, united technologies, united airlines, virgin airlines, All Nippon Airways, Delta Air Lines, british airways, southwest airlines, ryanair, virgin atlantic, qatar airways, emirates, lufthansa, etihad airways, KLM, Guillaume Faury, Greg Hyslop, Lynne Hopper, Paul Perera, Bruno Clermont, Tim Deaver, Paul Eremenko, Jean-Brice Dumont, Dirk Hoke, Marillyn Hewson, Richard Ambrose, Charles Woodburn, Philippe PETITCOLIN, Stéphane CUEILLE