View allAll Photos Tagged Manufacturing_process
A United Launch Alliance Atlas V rocket blasts off from Space Launch Complex-41 with NASAs Tracking and Data Relay Satellite (TDRS-K) payload. This was the first of 13 ULA launches scheduled for 2013, the 35th Atlas V mission, and the 67th ULA launch.
Photo courtesy United Launch Alliance
----
CAPE CANAVERAL, Fla. -- The first of NASA's three next-generation
Tracking and Data Relay Satellites (TDRS), known as TDRS-K, launched
at 8:48 p.m. EST Wednesday from Cape Canaveral Air Force Station in
Florida.
"TDRS-K bolsters our network of satellites that provides essential
communications to support space exploration," said Badri Younes,
deputy associate administrator for Space Communications and
Navigation at NASA Headquarters in Washington. "It will improve the
overall health and longevity of our system."
The TDRS system provides tracking, telemetry, command and
high-bandwidth data return services for numerous science and human
exploration missions orbiting Earth. These include the International
Space Station and NASA's Hubble Space Telescope.
"With this launch, NASA has begun the replenishment of our aging space
network," said Jeffrey Gramling, TDRS project manager. "This addition
to our current fleet of seven will provide even greater capabilities
to a network that has become key to enabling many of NASA's
scientific discoveries."
TDRS-K was lifted into orbit aboard a United Launch Alliance Atlas V
rocket from Space Launch Complex-41. After a three-month test phase,
NASA will accept the spacecraft for additional evaluation before
putting the satellite into service.
The TDRS-K spacecraft includes several modifications from older
satellites in the TDRS system, including redesigned
telecommunications payload electronics and a high-performance solar
panel designed for more spacecraft power to meet growing S-band
requirements. Another significant design change, the return to
ground-based processing of data, will allow the system to service
more customers with evolving communication requirements.
The next TDRS spacecraft, TDRS-L, is scheduled for launch in 2014.
TDRS-M's manufacturing process will be completed in 2015.
NASA's Space Communications and Navigation Program, part of the Human
Exploration and Operations Mission Directorate at the agency's
Headquarters in Washington, is responsible for the space network. The
TDRS Project Office at NASA's Goddard Space Flight Center in
Greenbelt, Md., manages the TDRS development program. Launch services
were provided by United Launch Alliance. NASA's Launch Services
Program at the Kennedy Space Center was responsible for acquisition
of launch services.
For more information about TDRS, visit:
NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.
Follow us on Twitter
Like us on Facebook
Find us on Instagram
BOX DATE: None
APPROXIMATE RELEASE DATE: 2007
MANUFACTURER: M.G.A.
BODY TYPE: No date; painted diaper
HEAD MOLD: No date
PERSONAL FUN FACT: Of all the Lil' Angelz characters, I've always had the most luck finding Cloe in the wild. That's probably because her and Yasmin were the two most produced Lil' Angelz characters. Interestingly, MGA put a lot of focus on creating Lil' Angelz versions of Bratz who made few (sometimes only one) appearances, such as Sorya. The main characters in the Bratz pack weren't always included in sets. Jade and Sasha were especially snubbed at times. Due to Cloe's availability, I have several basic versions of her. Admittedly, it's less exciting collecting dolls who don't have special names or lines they are part of. It's hard to remember which doll is which because they are rather generic. While I can remember their origins in my collection, I always have to double check if I am recalling the proper doll. At least this Cloe is easier for me to keep track of, since I got her so many years after my other basic Cloe dolls. It wasn't until I acquired the "Lil' Angelz Palooza Lot" of 2020 that my Lil' Angelz collection blossomed. Between 2012, when I acquired my first doll, and July of 2020 (when we got the lot), my collection had only grown to nine dolls. Cloe was the most prevalent character. The acquisition of the lot kept her on top--I got five more Cloe dolls in the "Lil' Angelz Palooza." This Cloe in particular has a slight paint defect in one of her eyes (the left when looking at her in the photo). Instead of having round eye dots, the paint got a bit smeared/streaked during the manufacturing process. Personally, I love how this looks--it gives her the false illusion of having twinkly eyes!
An old friend of mine who collects older trucks once said to me the thing that fascinated him the most was the amount of butts that have sat in them. While this isn't the oldest car I have ever inventoried, (a 79 Tbird has that honor) it still is a rite of passage experience to release the clutch and give an engine that is older than you some go juice. This 4x4 short bed came equipped with the bulletproof 4.9 inline 6 and even though it wasn't a 5.0 V8 she still sounds much much better than her grandchildren 26 years later. And that isn't the only change that has happened in 26 years. It is truly a shame the path the auto industry has taken today, trying to squeeze every last penny out of the manufacturing process. Ford, GM, Fiat/Chrysler and every other car company is guilty of this, and with Fords recent recall on rupturing brake lines goes to show how even simple safety is subject to capitalisms greed across the board. I am just happy that relics like these roam the pavement and can offer a short taste of "what once was".
NASA’s Tracking and Data Relay Satellites, known as TDRS-K, aboard an Atlas V rocket, was rolled to its launch position, Space Launch Complex 41, Cape Canaveral Air Force Station beginning at 10 a.m. January 29. TDRS-K will augment NASA’s space communications network, providing high data-rate communications to the International Space Station, Hubble Space Telescope, launch vehicles and a host of other spacecraft. “With this launch, NASA has begun the replenishment of our aging space network,” said Jeffrey Gramling, TDRS project manager. “This addition to our current fleet of seven, will provide even greater capabilities to a network that has become key to enabling many of NASA’s scientific discoveries.” The TDRS Project Office at NASA’s Goddard Space Flight Center in Greenbelt, Md., manages the TDRS development program.
----
CAPE CANAVERAL, Fla. -- The first of NASA's three next-generation
Tracking and Data Relay Satellites (TDRS), known as TDRS-K, launched
at 8:48 p.m. EST Wednesday from Cape Canaveral Air Force Station in
Florida.
"TDRS-K bolsters our network of satellites that provides essential
communications to support space exploration," said Badri Younes,
deputy associate administrator for Space Communications and
Navigation at NASA Headquarters in Washington. "It will improve the
overall health and longevity of our system."
The TDRS system provides tracking, telemetry, command and
high-bandwidth data return services for numerous science and human
exploration missions orbiting Earth. These include the International
Space Station and NASA's Hubble Space Telescope.
"With this launch, NASA has begun the replenishment of our aging space
network," said Jeffrey Gramling, TDRS project manager. "This addition
to our current fleet of seven will provide even greater capabilities
to a network that has become key to enabling many of NASA's
scientific discoveries."
TDRS-K was lifted into orbit aboard a United Launch Alliance Atlas V
rocket from Space Launch Complex-41. After a three-month test phase,
NASA will accept the spacecraft for additional evaluation before
putting the satellite into service.
The TDRS-K spacecraft includes several modifications from older
satellites in the TDRS system, including redesigned
telecommunications payload electronics and a high-performance solar
panel designed for more spacecraft power to meet growing S-band
requirements. Another significant design change, the return to
ground-based processing of data, will allow the system to service
more customers with evolving communication requirements.
The next TDRS spacecraft, TDRS-L, is scheduled for launch in 2014.
TDRS-M's manufacturing process will be completed in 2015.
NASA's Space Communications and Navigation Program, part of the Human
Exploration and Operations Mission Directorate at the agency's
Headquarters in Washington, is responsible for the space network. The
TDRS Project Office at NASA's Goddard Space Flight Center in
Greenbelt, Md., manages the TDRS development program. Launch services
were provided by United Launch Alliance. NASA's Launch Services
Program at the Kennedy Space Center was responsible for acquisition
of launch services.
For more information about TDRS, visit:
NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.
Follow us on Twitter
Like us on Facebook
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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the grand scope of World War 2 fighter aircraft there is a little-remembered French design designated the Arsenal "VG-33". The aircraft was born from a rather lengthy line of prototype developments put forth by the company in the years leading up to World War 2 and the VG-33 and its derivatives represented the culmination of this work before the German invasion rendered all further work moot.
The Arsenal de l'Aeronautique company was formed by the French government in 1936 ahead of World War 2. It began operations with dedicated design and development of a fast fighter type until the German conquer of France in 1940 after which the company then focused on engine production after 1945. Then followed a period of design and construction of gliders and missiles before being privatized in 1952 (as SFECMAS). The company then fell under the SNCAN brand label and became "Nord Aviation" in 1955.
The VG-33 was the result of the company's research. Work on a new fast fighter began by Arsenal engineers in 1936 and the line began with the original VG-30 prototype achieving first flight on October 1st, 1938. Named for engineer Vernisse (V) and designer Jean Gaultier (G), the VG-30 showcased a sound design with good performance and speed during the tests, certainly suitable for progression as a military fighter and with future potential.
Development continued into what became the VG-31 which incorporated smaller wings. The VG-32 then followed which returned to the full-sized wings and installed the American Allison V-1710-C15 inline supercharged engine of 1,054 horsepower. The VG-32 then formed the basis of the VG-33 which reverted to a Hispano-Suiza 12Y-31 engine and first flight was in early 1939, months ahead of the German invasion of Poland. Flight testing then spanned into August and serial production of this model was ordered.
The VG-33 was one of the more impressive prewar fighter ventures by the French that included the Dewoitine D.520, understood to be on par with the lead German fighter aircraft of the period - the famous Messerschmitt Bf 109.
Only about forty or so French Arsenal VG-33 fighters were completed before the Fall of France in 1940, with 160 more on order and in different states of completion. Despite the production contract, Arsenal' engineers continued work on the basic design for improved and specialized sub-types. The VG-34 appeared in early 1940 outfitted with the Hispano-Suiza 12Y-45 engine of 935 horsepower, which improved performance at altitude. An uprated engine was installed in VG-35 and VG-36, too. They utilized a Hispano-Suiza 12Y-51 engine of 1,000 horsepower with a revised undercarriage and radiator system.
VG-37 was a long-range version that was not furthered beyond the drawing board, but the VG-38 with a Hispano-Suiza 12Y-77 engine that featured two exhaust turbochargers for improved performance at high altitude, achived pre-production status with a series of about 10 aircraft. These were transferred to GC 1/3 for field trials in early 1940 and actively used in the defence against the German invasion.
The VG-39 ended the line as the last viable prototype model with its drive emerging from a Hispano-Suiza 12Z engine of 1,280 horsepower. A new three-machine-gun wing was installed for a formidable six-gun armament array. This model was also ordered into production as the VG-39bis and was to carry a 1,600 horsepower Hispano-Suiza 12Z-17 engine into service. However, the German invasion eliminated any further progress, and eventually any work on the Arsenal VG fighter family was abandoned, even though more designs were planned, e .g. the VG-40, which mounted a Rolls-Royce Merlin III, and the VG-50, featuring the newer Allison V-1710-39. Neither was built.
Anyway, the finalized VG-38 was an all-modern looking fighter design with elegant lines and a streamlined appearance. Its power came from an inline engine fitted to the front of the fuselage and headed by a large propeller spinner at the center of a three-bladed unit. The cockpit was held over midships with the fuselage tapering to become the tail unit.
The tail featured a rounded vertical tail fin and low-set horizontal planes in a traditional arrangement - all surfaces enlarged for improved high altitude performance.
The monoplane wing assemblies were at the center of the design in the usual way. The pilot's field of view was hampered by the long nose ahead, the wings below and the raised fuselage spine aft, even though the pilot sat under a largely unobstructed canopy utilizing light framing. The canopy opened to starboard.
A large air scoop for the radiator and air intercooler was mounted under the fuselage. As an unusual feature its outlet was located in a dorsal position, behind the cockpit. The undercarriage was of the typical tail-dragger arrangement of the period, retracting inwards. The tail wheel was retractable, too.
Construction was largely of wood which led to a very lightweight design that aided performance and the manufacture process. Unlike other fighters of the 1930s, the VG-38 was well-armed with a 20mm Hispano-Suiza cannon, firing through the propeller hub, complemented by 4 x 7.5mm MAC 1934 series machine guns in the wings, just like the VG-33.
The aircraft never saw combat action in the Battle of France. Its arrival was simply too late to have any effect on the outcome of the German plans. Therefore, with limited production and very limited combat service during the defence of Paris in May 1940, it largely fell into the pages of history with all completed models lost.
Specifications:
Crew: 1
Length: 28.05 ft (8.55 m)
Width: 35.43 ft (10.80 m)
Height: 10.83ft (3.30 m)
Weight: Empty 4,519 lb (2,050 kg), MTOW 5,853 lb (2,655 kg)
Maximum Speed: 398 mph (641 kmh at 10.000m)
Maximum Range: 746 miles (1,200 km)
Service Ceiling: 39,305 ft (12.000 m; 7.458 miles)
Powerplant:
1x Hispano-Suiza 12Y-77 V-12 liquid-cooled inline piston engine
with two Brown-Boveri exhaust turbochargers, developing 1,100 hp (820 kW).
Armament:
1x 20mm Hispano-Suiza HS.404 cannon, firing through the propeller hub
4x 7.5mm MAC 1934 machine guns in the outer wings
The kit and its assembly:
I found the VG-33 fascinating - an obscure and sleek fighter with lots of potential that suffered mainly from bad timing. There are actually VG-33 kits from Azur and Pegasus, but how much more fun is it to create your own interpretation of the historic events, esp. as a submission to a Battle of Britain Group Build at whatifmodelers.com?
I had this project on the whif agenda for a long time, and kept my eyes open for potential models. One day I encountered Amodel's Su-1 and Su-3 kits and was stunned by this aircraft's overall similarity to the VG-33. When I found the real VG-38 description I decided to convert the Su-3 into this elusive French fighter!
The Su-3 was built mainly OOB, it is a nice kit with much detail, even though it needs some work as a short run offering. I kept the odd radiator installation of the Suchoj aircraft, but changed the landing gear from a P-40 style design (retracting backwards and rotating 90°) into a conservative, inward retracting system. I even found forked gear struts in the spares box, from a Fiat G.50. The covers come from a Hawker Hurricane, and the wells were cut out from this pattern, while the rest of the old wells was filled with putty.
Further mods include the cleaned cowling (the Su-3's fuselage-mounted machine guns had to go), while machine guns in the wings were added. The flaps were lowered, too, and the small cockpit canopy cut in two pieces in, for an opened position - a shame you can hardly see anything from the neat interior. Two large antenna masts complete the French style.
Painting and markings:
Again, a rather conservative choice: typical French Air Force colors, in Khaki/Dark Brown/Blue Gray with light blue-gray undersides.
One very inspiring fact about the French tricolor-paint scheme is that no aircraft looked like the other – except for a few types, every aircraft had an individual scheme with more or less complexity or even artistic approach. Even the colors were only vaguely unified: Field mixes were common, as well as mods with other colors that were mixed into the basic three tones!
I settled for a scheme I found on a 1940 Curtiss 75, with clearly defined edges between the paint fields. Anything goes! I used French Khaki, Dark Blue Grey and Light Blue Grey (for the undersides) from Modelmaster's Authentic Enamels range, and Humbrol 170 (Brown Bess) for the Chestnut Brown. Interior surfaces were painted in dark grey (Humbrol 32) while the landing gear well parts of the wings were painted in Aluminum Dope (Humbrol 56).
The decals mainly come from a Hobby Boss Dewoitine D.520, but also from a PrintScale aftermarket sheet and the scrap box.
The kit was slightly weathered with a black ink wash and some dry-painting, more for a dramatic effect than simulating wear and tear, since any aircraft from the VG-33 family would only have had a very short service career.
Well, a travesty whif - and who would expect an obscure Soviet experimental fighter to perform as a lookalike for an even more obscure French experimental fighter? IMHO, it works pretty fine - conservative sould might fair over the spinal radiator outlet and open the dorsal installation, overall both aircraft are very similar in shape, size and layout. :D
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.
The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.
"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."
One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.
"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"
The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.
"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."
The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.
"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."
Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.
"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."
During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).
"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the grand scope of World War 2 fighter aircraft there is a little-remembered French design designated the Arsenal "VG-33". The aircraft was born from a rather lengthy line of prototype developments put forth by the company in the years leading up to World War 2 and the VG-33 and its derivatives represented the culmination of this work before the German invasion rendered all further work moot.
The Arsenal de l'Aeronautique company was formed by the French government in 1936 ahead of World War 2. It began operations with dedicated design and development of a fast fighter type until the German conquer of France in 1940 after which the company then focused on engine production after 1945. Then followed a period of design and construction of gliders and missiles before being privatized in 1952 (as SFECMAS). The company then fell under the SNCAN brand label and became "Nord Aviation" in 1955.
The VG-33 was the result of the company's research. Work on a new fast fighter began by Arsenal engineers in 1936 and the line began with the original VG-30 prototype achieving first flight on October 1st, 1938. Named for engineer Vernisse (V) and designer Jean Gaultier (G), the VG-30 showcased a sound design with good performance and speed during the tests, certainly suitable for progression as a military fighter and with future potential.
Development continued into what became the VG-31 which incorporated smaller wings. The VG-32 then followed which returned to the full-sized wings and installed the American Allison V-1710-C15 inline supercharged engine of 1,054 horsepower. The VG-32 then formed the basis of the VG-33 which reverted to a Hispano-Suiza 12Y-31 engine and first flight was in early 1939, months ahead of the German invasion of Poland. Flight testing then spanned into August and serial production of this model was ordered.
The VG-33 was one of the more impressive prewar fighter ventures by the French that included the Dewoitine D.520, understood to be on par with the lead German fighter aircraft of the period - the famous Messerschmitt Bf 109.
Only about forty or so French Arsenal VG-33 fighters were completed before the Fall of France in 1940, with 160 more on order and in different states of completion. Despite the production contract, Arsenal' engineers continued work on the basic design for improved and specialized sub-types. The VG-34 appeared in early 1940 outfitted with the Hispano-Suiza 12Y-45 engine of 935 horsepower, which improved performance at altitude. An uprated engine was installed in VG-35 and VG-36, too. They utilized a Hispano-Suiza 12Y-51 engine of 1,000 horsepower with a revised undercarriage and radiator system.
VG-37 was a long-range version that was not furthered beyond the drawing board, but the VG-38 with a Hispano-Suiza 12Y-77 engine that featured two exhaust turbochargers for improved performance at high altitude, achived pre-production status with a series of about 10 aircraft. These were transferred to GC 1/3 for field trials in early 1940 and actively used in the defence against the German invasion.
The VG-39 ended the line as the last viable prototype model with its drive emerging from a Hispano-Suiza 12Z engine of 1,280 horsepower. A new three-machine-gun wing was installed for a formidable six-gun armament array. This model was also ordered into production as the VG-39bis and was to carry a 1,600 horsepower Hispano-Suiza 12Z-17 engine into service. However, the German invasion eliminated any further progress, and eventually any work on the Arsenal VG fighter family was abandoned, even though more designs were planned, e .g. the VG-40, which mounted a Rolls-Royce Merlin III, and the VG-50, featuring the newer Allison V-1710-39. Neither was built.
Anyway, the finalized VG-38 was an all-modern looking fighter design with elegant lines and a streamlined appearance. Its power came from an inline engine fitted to the front of the fuselage and headed by a large propeller spinner at the center of a three-bladed unit. The cockpit was held over midships with the fuselage tapering to become the tail unit.
The tail featured a rounded vertical tail fin and low-set horizontal planes in a traditional arrangement - all surfaces enlarged for improved high altitude performance.
The monoplane wing assemblies were at the center of the design in the usual way. The pilot's field of view was hampered by the long nose ahead, the wings below and the raised fuselage spine aft, even though the pilot sat under a largely unobstructed canopy utilizing light framing. The canopy opened to starboard.
A large air scoop for the radiator and air intercooler was mounted under the fuselage. As an unusual feature its outlet was located in a dorsal position, behind the cockpit. The undercarriage was of the typical tail-dragger arrangement of the period, retracting inwards. The tail wheel was retractable, too.
Construction was largely of wood which led to a very lightweight design that aided performance and the manufacture process. Unlike other fighters of the 1930s, the VG-38 was well-armed with a 20mm Hispano-Suiza cannon, firing through the propeller hub, complemented by 4 x 7.5mm MAC 1934 series machine guns in the wings, just like the VG-33.
The aircraft never saw combat action in the Battle of France. Its arrival was simply too late to have any effect on the outcome of the German plans. Therefore, with limited production and very limited combat service during the defence of Paris in May 1940, it largely fell into the pages of history with all completed models lost.
Specifications:
Crew: 1
Length: 28.05 ft (8.55 m)
Width: 35.43 ft (10.80 m)
Height: 10.83ft (3.30 m)
Weight: Empty 4,519 lb (2,050 kg), MTOW 5,853 lb (2,655 kg)
Maximum Speed: 398 mph (641 kmh at 10.000m)
Maximum Range: 746 miles (1,200 km)
Service Ceiling: 39,305 ft (12.000 m; 7.458 miles)
Powerplant:
1x Hispano-Suiza 12Y-77 V-12 liquid-cooled inline piston engine
with two Brown-Boveri exhaust turbochargers, developing 1,100 hp (820 kW).
Armament:
1x 20mm Hispano-Suiza HS.404 cannon, firing through the propeller hub
4x 7.5mm MAC 1934 machine guns in the outer wings
The kit and its assembly:
I found the VG-33 fascinating - an obscure and sleek fighter with lots of potential that suffered mainly from bad timing. There are actually VG-33 kits from Azur and Pegasus, but how much more fun is it to create your own interpretation of the historic events, esp. as a submission to a Battle of Britain Group Build at whatifmodelers.com?
I had this project on the whif agenda for a long time, and kept my eyes open for potential models. One day I encountered Amodel's Su-1 and Su-3 kits and was stunned by this aircraft's overall similarity to the VG-33. When I found the real VG-38 description I decided to convert the Su-3 into this elusive French fighter!
The Su-3 was built mainly OOB, it is a nice kit with much detail, even though it needs some work as a short run offering. I kept the odd radiator installation of the Suchoj aircraft, but changed the landing gear from a P-40 style design (retracting backwards and rotating 90°) into a conservative, inward retracting system. I even found forked gear struts in the spares box, from a Fiat G.50. The covers come from a Hawker Hurricane, and the wells were cut out from this pattern, while the rest of the old wells was filled with putty.
Further mods include the cleaned cowling (the Su-3's fuselage-mounted machine guns had to go), while machine guns in the wings were added. The flaps were lowered, too, and the small cockpit canopy cut in two pieces in, for an opened position - a shame you can hardly see anything from the neat interior. Two large antenna masts complete the French style.
Painting and markings:
Again, a rather conservative choice: typical French Air Force colors, in Khaki/Dark Brown/Blue Gray with light blue-gray undersides.
One very inspiring fact about the French tricolor-paint scheme is that no aircraft looked like the other – except for a few types, every aircraft had an individual scheme with more or less complexity or even artistic approach. Even the colors were only vaguely unified: Field mixes were common, as well as mods with other colors that were mixed into the basic three tones!
I settled for a scheme I found on a 1940 Curtiss 75, with clearly defined edges between the paint fields. Anything goes! I used French Khaki, Dark Blue Grey and Light Blue Grey (for the undersides) from Modelmaster's Authentic Enamels range, and Humbrol 170 (Brown Bess) for the Chestnut Brown. Interior surfaces were painted in dark grey (Humbrol 32) while the landing gear well parts of the wings were painted in Aluminum Dope (Humbrol 56).
The decals mainly come from a Hobby Boss Dewoitine D.520, but also from a PrintScale aftermarket sheet and the scrap box.
The kit was slightly weathered with a black ink wash and some dry-painting, more for a dramatic effect than simulating wear and tear, since any aircraft from the VG-33 family would only have had a very short service career.
Well, a travesty whif - and who would expect an obscure Soviet experimental fighter to perform as a lookalike for an even more obscure French experimental fighter? IMHO, it works pretty fine - conservative sould might fair over the spinal radiator outlet and open the dorsal installation, overall both aircraft are very similar in shape, size and layout. :D
So, you always wanted to know how 85% asbestos magnesia insulation was made? };^) Well, here you go, a detailed diagram outlining the magnesia manufacture process by the company that claims to be the originator of this toxic asbestos material.
Some cool turning manufacturing images:
Image from web page 49 of “The velvet and corduroy business a short account of the a variety of processes connected with the manufacture of cotton pile goods” (1922)
Image by Net Archive Book Pictures
Identifier: velvetcorduroyin00cook
Title:...
(Posted by a Precision Machining China Manufacturer)
* High Modulus Custom Carbon Racing Bicycle Frame
* Italian Bottom Bracket or BB30
* Tapered head tube/fork
* Best Road Bike Available in Formigli Collection
* 20% lighter 27% more rigid than Asiel
MSRP- $5999.99
The Asiel RF is our top of the line, flagship carbon racing frame. It is the result of 20 years of technological advancement, offering superior materials, manufacturing processes, and design. The Asiel RF is hand made with a tapered head tube/fork, BB30 bottom bracket (or Italian thread), and an integrated seat post. This makes for a no-compromises race frame that is unmatched in performance and is 20% lighter and 27% stiffer than the Asiel. A new paint scheme has also been developed to give this high caliber frame a unique and stunning look.
* FRAME Carbon with Carbon drop outs
* FORK Full Carbon Fork 1 1/2 to 1/ 1/8
* HEADSET Integrated *Dedda, Cane Creek or FSA headset included with frame purchase
* BOTTOM BRACKET Italian Thread OR BB30
* SEATPOST Integrated
Availble in one color scheme as shown.
The composite used to build the RF is an IM600 carbon fiber with a tensile strength equal to 48,000 lbs. Utilizing a special nanotechnology, Formigli optimizes the pre-impregnation of epoxy resin into the IM600 carbon fabric resulting in a final product that is 20% lighter and 27% more rigid and responsive than the Asiel.
Geometric Design
The Asiel RF was conceived with the vision to obtain a frame with maximum tensional stiffness. This was achieved through our research in tube design that optimizes the stresses of torque.
Looking at the rear of the frame, you can notice a significant drop in the seat-stays. This solution gave the frame more rigidity in the rear, thus obtaining a greater responsiveness in wheel traction. This drop can be felt especially in the hills and in sprints. It is most noticeable in low gears. Looking at the center of the frame, the bottom of the seat tube near the bottom bracket, the tube has a larger cross-section supporting the weight of the cyclist on a broader base. This gives the frame greater resistance and higher performance under stress.
We decided to build the Asiel RF with an internally integrated seat post with a slight rise of the seat post support and compensating the eventual rise with internal carbon plugs, shaped like the tube. The fork was designed with a tapered steering tube which provides a greater circumference to support the frame, improving the stability of the bike, as well as reducing the vibrations that are formed especially on high speed descents.
Fabric Composition
Layers: 6 layers + 3k cross weave (the upper, visible layer)
Laminate: Layered unidirectional and bidirectional oriented 12k
Resin: Epoxy
Fiber: Polyacrylonitrile (PAN)
Fabric: Preimpregnated fabric yarn (long fiber) molded with a vacuum sealing technique and chemically bonded 120°c.
Mechanical Properties
Tensile Strength: R. 220 Kgmmg
Modulus Elasticity: 38,000 Kgmmg
Fatigue: 100 million cycles/ 1400 MPa maxiumum load
Physical weight of carbon at 18°c is 1.86 kg/ dm3 (30% resin)
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Available at KGS Bikes kgsbikes.com with the added value of our BalancePoint™ positioning system to design your perfect custom bicycle.
VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.
The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.
"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."
One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.
"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"
The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.
"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."
The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.
"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."
Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.
"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."
During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).
"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."
As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.
Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.
Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.
Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.
Follow me on Instagram - bobbex
Leonardo Del Vecchio owns a sizeable 62 meter long luxury motor yacht, Moneikos, the name refers to the Greek word Moneikos which is often considered as the origin of the current name of Monaco.
Accommodation: Created by Codecasa yachts in 2006, Moniekos is a five leveled beautiful yacht, and is able to accommodate up to 14 people on board and has space for 16 qualified crew members. Guests can reach each of the five decks via an internal lift or by stairs. The accommodation boasts four VIP suites, three twin bedded cabins plus the owner cabin with double bed delivering 180 degree visibility over the bow. The top deck is more than a generous lounging area, featuring an oversized pool.
Moniekos wider design collaboration came from Studio Dellarole and Codecasa, and yacht’s elegant interior design is done by design firm Studio Dellarole and Studio Dedalo. Made with aluminum, Moniekos is powered by two responsive caterpillar diesel engines and ca cruise at the speed of 18 knots.
Leonardo Del Vecchio has an estimated net worth of $20.4 billion as of April 2014 according to Forbes. 75 years old and the second richest man in Italy, Leonardo Del Vecchio is a self made man with a net worth of $11 billion, making him listed as 71st richest by Forbes Fortune Global 2011. He is the founder and president of Luxottica, a very well run company that produces its own glasses and is the world leader in the eyeglass universe. Born to an impoverished Milanese family in 1935, Fatherless Leonardo Del Vecchio, at the age of seven lived under the care of nuns in an orphanage. Del Vecchio at the age of 14 started supporting his family by working as an apprentice to a tool manufacturer in Milan. Later, he began studying industrial design in the evening along with work in the day time. Leonardo eventually became passionate about eye glass frames and moved to Agordo, a valley that concentrates all the players of the eye glass industry. Later, with his 6 years of work and experience, Leonardo decides to move into the business of assembly glasses. Further, to expand his founded company Luxottica, he took an important decision to develop his own line of exclusive eye wear and used research to become a leader in the field. Del Vecchio’s futuristic vision to control every step of the eye-glass manufacturing process along with his strategic business decisions, led his Luxottica Group to begin possible acquisitions in the distribution and retail field. Luxottica gradually took over famous Italian brands like Vogue, Persol, Lens Crafters followed by acquiring Ray-Ban, an iconic American brand. Slowly, Luxottica has been acquiring all major eye-glass including the recently bought Oakley for $2.1 billion. Luxottica also manufacturers for biggest luxury brands including Ferragamo, Chanel, Versace, Prada, Armani, Ralph Lauren, Tiffany, and DKNY.
This is my first time trying the Taiwan-based brand Pintoo, which makes puzzles out of plastic. This puzzle was a limited-edition that I only saw available at Planet Puzzles about a year ago (they also had Monet's "Nympheas" in the same size).
I'm finding it an interesting change of pace but I'm not sure that I like this material all that much. The pieces fit very tightly: you really need to force them to snap into place, and I wonder how easy these puzzles would be to take apart. Maybe Pintoo assumes that everyone will want to display their finished puzzle as art after completion.
And this is what the white border is all about: the border pieces are all identical and fit anywhere (well, two types which alternate every other place). If you wanted to you could link this puzzle with another 2000 piece puzzle, or two horizontal 1000s, I suppose. Pintoo makes calendar puzzles where all 12 months could be combined. This feature doesn't really interest me at all.
The flaw I'm finding in the material is that although it's quite rigid, it's still thin enough that the pieces can be bent quite easily. They do seem to bend back, but I'd imagine that disassembling this puzzle would leave many pieces not sitting flat.
The image is printed directly onto the plastic, there is no paper face. The quality of the image is very good, and the pieces have a slight texture to them that helps deflect light. The sheen level of the pieces is low to moderate.
The puzzle size is similar to Epoch's small size 2016 piece series, so the pieces are smaller than average. But the cut is not nearly as neat as Epoch's, so the puzzle cut is only of average difficulty, I'd say (although this Monet is a pretty tough image).
I noticed when doing the inner edge (the partially white pieces) that the puzzle has a repeating pattern with two identical 1000 piece sections. This was also a little disappointing since I'm not sure their manufacturing process has the same limitations as cardboard puzzles. I can't figure out if they are using a press or a mold to form the pieces. I opened the box a while ago but I'm pretty sure there were two separate bags and then another small bag with the white pieces.
It's also worth mentioning that the all-white border pieces are in addition to a total of 2000 inner pieces, which run 40 x 50.
Pintoo is now making plastic puzzles in the 4000 piece size, and even offers custom puzzles on its web site up to 9000 pieces (which run about $400 apiece). Indeed, their puzzles are at least twice as expensive as a cardboard of similar size (the 2000 series retail at $55), another reason I won't be going out of my way to collect this brand.
This is at the 5 hr. mark, with no box reference.
Photo from the North Coast Seed Building Studio web site: pdxseedstudios.com/photos
From their About page:
"North Coast Seed Building
The North Coast Seed Building is actually three separate warehouses constructed over a thirty year period, starting in 1911.
The oldest, a four-story brick building, anchors the corner and opens its freight doors to the railroad track. Until recently, a rope and cable freight elevator served the upper floors. In 2001, automatic controls were finally installed. Previous to this modernization, riders had to pull down on a quarrelsome wire-rope cable to start the elevator up, and lift the cable up to start the elevator down. The grumpy cables often tangled, bringing the lift to a sudden halt. It was not unusual to see nervous artists scrambling out of the lift, stuck half-way between floors. The second warehouse, a two story wood structure on the north side also opens its doors to railcars and shares floor grades and the elevator with the older brick building. The third warehouse, a three-story wood frame structure to the west, completed the 47,000 foot complex in the 1940s. Built seven feet short of the lot line, the construction of a neighboring building in 1958 created a 100 foot long enclosed alley. In recent years, designer-tenant John Amato and his wonderful friend Erin Lynch have transformed this narrow wasteland into a delightful hidden retreat.
For seventy years these buildings housed various feed and seed companies including Acme Seed, The Bad Seed, and the now defunct North Coast Seed Co. In 1983 Carton Service purchased the property to warehouse its surplus inventory. A short time later it began informally renting out extra space to artists, who transformed various rooms and corners into artist studios, as well as “bootlegged” living quarters. Before long, a community of artists spontaneously erupted into a lively creative entity which gave root to the forty plus ‘work only’ studios that exists today. During much of the 1990s, “Photoworks”, a non-profit fine art photography group carried on this Bohemian tradition, largely inspired by their artistic guru, Cherie Hiser.
The Seed Co’s original artist enclave of the mid 1980s, though not legally sanctioned, became the quintessential loft home to a dozen artists, and a large quantity of corrugated boxes. Building events and activities included: movie night, jam sessions, a wedding, a suicide, and the birth of Sophie, Julie Keefe and John Klicker’s first-born girl. In 1992, an unexpected visit from the Fire Marshal brought this unstructured chaos to a screeching halt when he issued a 48 hour eviction notice to all illegal residencies. Portland’s zoning laws were not ready for the North Coast Seed Co.
Thanks largely to the compassionate intervention of Suzanne Vara from the City of Portland’s Bureau of Buildings, permits were issued when, for what may have been the first time, an artist’s work was interpreted as a manufacturing process and therefore an allowable occupancy in an industrial zone. This sensible and generous reading of the code helped provide the legal footing for all future artists’ studios in the City’s industrial zones. With these permits in place, The Seed Building finally became a code-compliant site for artists to work.
- Ken Unkeles"
This resource is an image of the composite manufacturing process; resin transfer moulding. (Slide 6 of 6). The slides are adapted from the University of Liverpool "Composite Materials" lectures [MATS311] by Prof. W. Cantwell. Image courtesy UKCME, the University of Liverpool.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
Raven - B Model - Mach 8-10 - Supersonic / Hypersonic Business Jet - Iteration 6 Integration Perspective
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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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.
New Iteration - Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com
New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.
All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php
Length: 60'
Span: 30'
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
2 360° Thrust Vectoring Center Turbines
Fuel: Kero / Hydrogen
Payload: Up to 4 2,000 LBS JDAM's Internally
Up to 6 2,000 LBS JDAM's Externally
Range: 5,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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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.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
Cardboard, also referred to as corrugated cardboard, is a recyclable material that i recycled by small and large scale businesses to save money on waste disposal costs. Cardboard recycling is the reprocessing and reuse of thick sheets or stiff multilayered papers that have been used, discarded or regarded as waste. Cardboard boxes are usually heavy-duty or thick-sheets of paper known for their durability and hardness. Examples of cardboard include packaging boxes, egg cartoons, shoe boxes, and cereal boxes.
Recycling is good for us as it not only saves our environment from deterioration by reducing pollution but also conserves valuable resources and creates jobs. Cardboard recycling is done as a way of keeping the environment clean and green. The steps below provide an explanation of the cardboard recycling system.
Step-by-Step Process of Cardboard Recycling
1. Collection
Collection is the first step of recycling cardboard. Recyclers and businesses collect the waste cardboard at designated cardboard collection points. Majority of the collection points include trash bins, stores, scrap yards, and commercial outlets that generate cardboard waste. After collection, they are then measured and hauled to recycling facilities, mostly paper mills.
At this point, there are certain types of cardboard that are accepted while some are not depending on how they were used or manufactured. For instance, cardboard that are waxed and coated or used for food packaging are not accepted in most cases as they undergo different specialized recycling process.
2. Sorting
Once the corrugated boxes arrive at the recycling facility, they are sorted according to the materials they are made of. In most cases, they are classified into corrugated cardboard and boxboard. Boxboards are the ones that are thin such as those used for cardboard drink containers or cereals boxes while corrugated cardboard boxes are bigger and stiffer commonly used for packaging transport goods. Sorting is important since paper mills manufacture different grades of materials based on the materials being recovered.
3. Shredding and Pulping
After sorting is done, the next step is shredding then pulping follows. Shredding is done to break down the cardboard paper fibers into minute pieces. Once the material is finely shredded into pieces, it is mixed with water and chemicals to breakdown the paper fibers that turn it into a slurry substance.
This process is what is termed as pulping. The pulped material is then blended with new pulp, generally from wood chips that ultimately help the resulting substance to solidify and become firmer.
4. Filtering, conterminal removal and De-Inking
The pulpy material is then taken through a comprehensive filtering process to get rid of all the foreign materials present as well as impurities such as strings, tape or glue. The pulp further goes into a chamber where contaminants like plastics and metals staples are removed through a centrifuge-like process. Plastics float on top while the heavy metal staples fall to the bottom after which they are eliminated.
The next process, de-inking, involves putting the pulp in a floatation device made up of chemicals that takes away any form of dyes or ink via a series of filtering and screening. This step is also called the cleaning process as it cleans the pulp thoroughly to ensure it is ready for the final processing stage.
5. Finishing for reuse
At this stage, the cleaned pulp is blended with new production materials after which, it is put to dry on a flat conveyor belt and heated cylindrical surfaces. As the pulp dries, it is passed through an automated machine that press out excess water and facilitates the formation of a long rolls of solid sheet from the fibers called linerboards and mediums. The linerboards are glued together, layer by layer to make a new piece of cardboard.
In other cases, the medium is used as the corrugated sheet which is taken through two huge metal rolls with teeth to give it the ridges. Linerboards are then glued to the medium as the thin outer covering. Alternatively, the linerboards and mediums are ferried to boxboard manufacturers where the manufacturing process is completed by use of machines that shape and create crease along pattern folds to make the boxes used for packaging or transporting products.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the grand scope of World War 2 fighter aircraft there is a little-remembered French design designated the Arsenal "VG-33". The aircraft was born from a rather lengthy line of prototype developments put forth by the company in the years leading up to World War 2 and the VG-33 and its derivatives represented the culmination of this work before the German invasion rendered all further work moot.
The Arsenal de l'Aeronautique company was formed by the French government in 1936 ahead of World War 2. It began operations with dedicated design and development of a fast fighter type until the German conquer of France in 1940 after which the company then focused on engine production after 1945. Then followed a period of design and construction of gliders and missiles before being privatized in 1952 (as SFECMAS). The company then fell under the SNCAN brand label and became "Nord Aviation" in 1955.
The VG-33 was the result of the company's research. Work on a new fast fighter began by Arsenal engineers in 1936 and the line began with the original VG-30 prototype achieving first flight on October 1st, 1938. Named for engineer Vernisse (V) and designer Jean Gaultier (G), the VG-30 showcased a sound design with good performance and speed during the tests, certainly suitable for progression as a military fighter and with future potential.
Development continued into what became the VG-31 which incorporated smaller wings. The VG-32 then followed which returned to the full-sized wings and installed the American Allison V-1710-C15 inline supercharged engine of 1,054 horsepower. The VG-32 then formed the basis of the VG-33 which reverted to a Hispano-Suiza 12Y-31 engine and first flight was in early 1939, months ahead of the German invasion of Poland. Flight testing then spanned into August and serial production of this model was ordered.
The VG-33 was one of the more impressive prewar fighter ventures by the French that included the Dewoitine D.520, understood to be on par with the lead German fighter aircraft of the period - the famous Messerschmitt Bf 109.
Only about forty or so French Arsenal VG-33 fighters were completed before the Fall of France in 1940, with 160 more on order and in different states of completion. Despite the production contract, Arsenal' engineers continued work on the basic design for improved and specialized sub-types. The VG-34 appeared in early 1940 outfitted with the Hispano-Suiza 12Y-45 engine of 935 horsepower, which improved performance at altitude. An uprated engine was installed in VG-35 and VG-36, too. They utilized a Hispano-Suiza 12Y-51 engine of 1,000 horsepower with a revised undercarriage and radiator system.
VG-37 was a long-range version that was not furthered beyond the drawing board, but the VG-38 with a Hispano-Suiza 12Y-77 engine that featured two exhaust turbochargers for improved performance at high altitude, achived pre-production status with a series of about 10 aircraft. These were transferred to GC 1/3 for field trials in early 1940 and actively used in the defence against the German invasion.
The VG-39 ended the line as the last viable prototype model with its drive emerging from a Hispano-Suiza 12Z engine of 1,280 horsepower. A new three-machine-gun wing was installed for a formidable six-gun armament array. This model was also ordered into production as the VG-39bis and was to carry a 1,600 horsepower Hispano-Suiza 12Z-17 engine into service. However, the German invasion eliminated any further progress, and eventually any work on the Arsenal VG fighter family was abandoned, even though more designs were planned, e .g. the VG-40, which mounted a Rolls-Royce Merlin III, and the VG-50, featuring the newer Allison V-1710-39. Neither was built.
Anyway, the finalized VG-38 was an all-modern looking fighter design with elegant lines and a streamlined appearance. Its power came from an inline engine fitted to the front of the fuselage and headed by a large propeller spinner at the center of a three-bladed unit. The cockpit was held over midships with the fuselage tapering to become the tail unit.
The tail featured a rounded vertical tail fin and low-set horizontal planes in a traditional arrangement - all surfaces enlarged for improved high altitude performance.
The monoplane wing assemblies were at the center of the design in the usual way. The pilot's field of view was hampered by the long nose ahead, the wings below and the raised fuselage spine aft, even though the pilot sat under a largely unobstructed canopy utilizing light framing. The canopy opened to starboard.
A large air scoop for the radiator and air intercooler was mounted under the fuselage. As an unusual feature its outlet was located in a dorsal position, behind the cockpit. The undercarriage was of the typical tail-dragger arrangement of the period, retracting inwards. The tail wheel was retractable, too.
Construction was largely of wood which led to a very lightweight design that aided performance and the manufacture process. Unlike other fighters of the 1930s, the VG-38 was well-armed with a 20mm Hispano-Suiza cannon, firing through the propeller hub, complemented by 4 x 7.5mm MAC 1934 series machine guns in the wings, just like the VG-33.
The aircraft never saw combat action in the Battle of France. Its arrival was simply too late to have any effect on the outcome of the German plans. Therefore, with limited production and very limited combat service during the defence of Paris in May 1940, it largely fell into the pages of history with all completed models lost.
Specifications:
Crew: 1
Length: 28.05 ft (8.55 m)
Width: 35.43 ft (10.80 m)
Height: 10.83ft (3.30 m)
Weight: Empty 4,519 lb (2,050 kg), MTOW 5,853 lb (2,655 kg)
Maximum Speed: 398 mph (641 kmh at 10.000m)
Maximum Range: 746 miles (1,200 km)
Service Ceiling: 39,305 ft (12.000 m; 7.458 miles)
Powerplant:
1x Hispano-Suiza 12Y-77 V-12 liquid-cooled inline piston engine
with two Brown-Boveri exhaust turbochargers, developing 1,100 hp (820 kW).
Armament:
1x 20mm Hispano-Suiza HS.404 cannon, firing through the propeller hub
4x 7.5mm MAC 1934 machine guns in the outer wings
The kit and its assembly:
I found the VG-33 fascinating - an obscure and sleek fighter with lots of potential that suffered mainly from bad timing. There are actually VG-33 kits from Azur and Pegasus, but how much more fun is it to create your own interpretation of the historic events, esp. as a submission to a Battle of Britain Group Build at whatifmodelers.com?
I had this project on the whif agenda for a long time, and kept my eyes open for potential models. One day I encountered Amodel's Su-1 and Su-3 kits and was stunned by this aircraft's overall similarity to the VG-33. When I found the real VG-38 description I decided to convert the Su-3 into this elusive French fighter!
The Su-3 was built mainly OOB, it is a nice kit with much detail, even though it needs some work as a short run offering. I kept the odd radiator installation of the Suchoj aircraft, but changed the landing gear from a P-40 style design (retracting backwards and rotating 90°) into a conservative, inward retracting system. I even found forked gear struts in the spares box, from a Fiat G.50. The covers come from a Hawker Hurricane, and the wells were cut out from this pattern, while the rest of the old wells was filled with putty.
Further mods include the cleaned cowling (the Su-3's fuselage-mounted machine guns had to go), while machine guns in the wings were added. The flaps were lowered, too, and the small cockpit canopy cut in two pieces in, for an opened position - a shame you can hardly see anything from the neat interior. Two large antenna masts complete the French style.
Painting and markings:
Again, a rather conservative choice: typical French Air Force colors, in Khaki/Dark Brown/Blue Gray with light blue-gray undersides.
One very inspiring fact about the French tricolor-paint scheme is that no aircraft looked like the other – except for a few types, every aircraft had an individual scheme with more or less complexity or even artistic approach. Even the colors were only vaguely unified: Field mixes were common, as well as mods with other colors that were mixed into the basic three tones!
I settled for a scheme I found on a 1940 Curtiss 75, with clearly defined edges between the paint fields. Anything goes! I used French Khaki, Dark Blue Grey and Light Blue Grey (for the undersides) from Modelmaster's Authentic Enamels range, and Humbrol 170 (Brown Bess) for the Chestnut Brown. Interior surfaces were painted in dark grey (Humbrol 32) while the landing gear well parts of the wings were painted in Aluminum Dope (Humbrol 56).
The decals mainly come from a Hobby Boss Dewoitine D.520, but also from a PrintScale aftermarket sheet and the scrap box.
The kit was slightly weathered with a black ink wash and some dry-painting, more for a dramatic effect than simulating wear and tear, since any aircraft from the VG-33 family would only have had a very short service career.
Well, a travesty whif - and who would expect an obscure Soviet experimental fighter to perform as a lookalike for an even more obscure French experimental fighter? IMHO, it works pretty fine - conservative sould might fair over the spinal radiator outlet and open the dorsal installation, overall both aircraft are very similar in shape, size and layout. :D
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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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.
-------------
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.
The fifth person to receive the Freedom of the County Borough of Middlesbrough was Sir Lowthian Bell Bart who was awarded freedom on 2 November 1894. A portrait of Sir Lowthian Bell Bart FRS 1826-1904 is hung in the Civic Suite in the Town Hall. It was painted by Henry Tamworth Wells RA and was presented in 1894 by Joseph Whitwell Pease MP on Tuesday 13 November in the Council Chamber at 3.00pm. Joseph Pease was Chairman of the Sir Lowthian Bell presentation committee.
It was presented to the Corporation of Middlesbrough by friends in Great Britain, Europe and America as a record of their high esteem and to commemorate his many public services and those researches in physical science by which he has contributed to the development of the staple industries of his own country and the world.
ISAAC LOWTHIAN BELL - from "Pioneers of The Cleveland Irontrade" by J. S. Jeans
THE name of Mr. Isaac Lowthian Bell is familiar as a " household word " throughout the whole North of England. As a man of science he is known more or less wherever the manufacture of iron is carried on. It is to metallurgical chemistry that his attention has been chiefly directed; but so far from confining his researches and attainments to this department alone, he has made incursions into other domains of practical and applied chemistry. No man has done more to stimulate the growth of the iron trade of the North of England. Baron Liebig has defined civilisation as economy of power, and viewed in this light civilisation is under deep obligations to Mr. Bell for the invaluable aid he has rendered in expounding the natural laws that are called into operation in the smelting process. The immense power now wielded by the ironmasters of the North of England is greatly due to their study and application of the most economical conditions under which the manufacture of iron can be carried on. But for their achievements in this direction, they could not have made headway so readily against rival manufacturers in Wales, Scotland, and South Staffordshire, who enjoyed a well-established reputation. But Mr. Bell and his colleagues felt that they must do something to compensate for the advantages possessed by the older iron- producing districts, and as we shall have occasion to show, were fully equal to the emergency, Mr. Isaac Lowthian Bell is a son of the late Mr. Thomas Bell, of the well-known firm of Messrs. Losh, Wilson, and Bell, who owned the Walker Ironworks, near Newcastle. His mother was a daughter of Mr. Isaac Lowthian, of Newbiggen, near Carlisle. He had the benefit of a good education, concluded at the Edinburgh University, and at the University of Sorbonne, in Paris. From an early age he exhibited an aptitude for the study of science. Having completed his studies, and travelled a good deal on the Continent, in order to acquire the necessary experience, he was introduced to the works at Walker, in which his father was a partner. He continued there until the year 1850, when he retired in favour of his brother, Mr. Thomas Bell. In the course of the same year, he joined his father-in-law, Mr. Pattinson, and Mr. R. B. Bowman, in the establishment of Chemical Works, at Washington. This venture was eminently successful. Subsequently it was joined by Mr. W. Swan, and on the death of Mr. Pattinson by Mr. R. S. Newall. The works at Washington, designed by Mr. Bell, are among the most extensive of their kind in the North of England, and have a wide reputation. During 1872 his connection with this undertaking terminated by his retirement from the firm. Besides the chemical establishment at Washington, Mr. Bell commenced, with his brothers, the manufacture of aluminium at the same place this being, if we are rightly informed, the first attempt to establish works of that kind in England. But what we have more particularly to deal with here is the establishment, in 1852, of the Clarence Ironworks, by Mr. I. L. Bell and his two brothers, Thomas and John. This was within two years of the discovery by Mr. Vaughan, of the main seam of the Cleveland ironstone. Port Clarence is situated on the north bank of the river Tees, and the site fixed upon for the new works was immediately opposite the Middlesbrough works of Messrs. Bolckow and Vaughan. There were then no works of the kind erected on that side of the river, and Port Clarence was literally a " waste howling wilderness." The ground on which the Clarence works are built where flooded with water, which stretched away as far as Billingham on the one hand, and Seaton Carew on the other. Thirty years ago, the old channel of the Tees flowed over the exact spot on which the Clarence furnaces are now built. To one of less penetration than Mr. Bell, the site selected would have seemed anything but congenial for such an enterprise. But the new firm were alive to advantages that did not altogether appear on the surface. They concluded negotiations with the West Hartlepool Railway Company, to whom the estate belonged, for the purchase of about thirty acres of ground, upon which they commenced to erect four blast furnaces of the size and shape then common in Cleveland. From this beginning they have gradually enlarged the works until the site now extends to 200 acres of land (a great deal of which is submerged, although it may easily be reclaimed), and there are eight furnaces regularly in blast. With such an extensive site, the firm will be able to command an unlimited "tip" for their slag, and extend the capacity of the works at pleasure. At the present time, Messrs.. Bell Brothers are building three new furnaces. The furnace lifts are worked by Sir William Armstrong's hydraulic accumulator, and the general plan of the works is carried out on the most modern and economical principles. As soon as they observed that higher furnaces, with a greater cubical capacity, were a source of economy, Messrs. Bell Brothers lost no time in reconstructing their old furnaces, which were only 50 feet in height ; and they were among the first in Cleveland to adopt the Welsh plan of utilising the waste furnace gases, by which another great economy is effected. With a considerable frontage to the Tees, and a connection joining the Clarence branch of the North-Eastern Railway, Messrs. Bell Brothers possess ample facilities of transit. They raise all their own ironstone and coal, having mines at Saltburn, Normanby, and Skelton, and collieries in South Durham. A chemical laboratory is maintained in connection with their Clarence Works, and the results thereby obtained are regarded in the trade as of standard and unimpeachable exactitude. Mr. I. L. Bell owns, conjointly with his two brothers, the iron -works at Washington. At these and the Clarence Works the firms produce about 3,000 tons of pig iron weekly. They raise from 500,000 to 600,000 tons of coal per annum, the greater portion of which is converted into coke. Their output of ironstone is so extensive that they not only supply about 10,000 tons a- week to their own furnaces, but they are under contract to supply large quantities to other works on Tees-side. Besides this, their Quarries near Stanhope will produce about 100,000 tons of limestone, applicable as a flux at the iron works. Last year, Mr. Bell informed the Coal Commission that his firm paid 100,000 a year in railway dues. Upwards of 5,000 workmen are in the employment of the firm at their different works and mines. But there is another, and perhaps a more important sense than any yet indicated, in which Mr. Bell is entitled to claim a prominent place among the " Pioneers of the Cleveland Iron Trade." Mr. Joseph Bewick says, in his geological treatise on the Cleveland district, that " to Bell Brothers, more than to any other firm, is due the merit of having fully and effectually developed at this period (1843) the ironstone fields of Cleveland. It was no doubt owing to the examinations and surveys which a younger member of that firm (Mr. John Bell) caused to be made in different localities of the district, that the extent and position of the ironstone beds became better known to the public." Of late years the subject of this sketch has come to be regarded as one of the greatest living authorities on the statistical and scientific aspects of the Cleveland ironstone and the North of England iron trade as a whole. With the Northumberland and Durham coal fields he is scarcely less familiar, and in dealing with these and cognate matters he has earned for himself no small fame as a historiographer. Leoni Levi himself could not discourse with more facility on the possible extent and duration of our coal supplies. When the British Association visited Newcastle in 1863, Mr. Bell read a deeply interesting paper " On the Manufacture of Iron in connection with the Northumberland and Durham Coal Field," in which he conveyed a great deal of valuable information. According to Bewick, he said the area of the main bed of Cleveland ironstone was 420 miles, and estimating the yield of ironstone as 20,000 tons per acre, it resulted that close on 5,000,000,000 tons are contained in the main seam. Mr. Bell added that he had calculated the quantity of coal in the Northern coal field at 6,000,000,000 tons, so that there was just about enough fuel in the one district, reserving it for that purpose exclusively, to smelt the ironstone contained in the main seam of the other. When the Yorkshire Union of Mechanics' Institutes visited Darlington in the spring of 1872, they spent a day in Cleveland under the ciceroneship of Mr. Bell, who read a paper, which he might have entitled "The Romance of Trade," on the rise and progress of Cleveland in relation to her iron manufactures; and before the Tyneside Naturalists' Field Club, when they visited Saltburn in 1866, he read another paper dealing with the geological features of the Cleveland district. Although not strictly germane to our subject, we may add here that when, in 1870, the Social Science Congress visited Newcastle, Mr. Bell took an active and intelligent part in the proceedings, and read a lengthy paper, bristling with facts and figures, on the sanitary condition of the town. Owing to his varied scientific knowledge, Mr. Bell has been selected to give evidence on several important Parliamentary Committees, including that appointed to inquire into the probable extent and duration of the coal-fields of the United Kingdom. The report of this Commission is now before us, and Mr. Bell's evidence shows most conclusively the vast amount of practical knowledge that he has accumulated, not only as to the phenomena of mineralogy and metallurgy in Great Britain, but also in foreign countries. Mr. Bell was again required to give evidence before the Parliamentary Committee appointed in 1873, to inquire into the causes of the scarcity and dearness of coal. In July, 1854, Mr. Bell was elected a member of the North of England Institute of Mining and Mechanical Engineers. He was a member of the Council of the Institute from 1865 to 1866, when he was elected one of the vice-presidents. He is a vice-president of the Society of Mechanical Engineers, and last year was an associate member of the Council of Civil Engineers. He is also a fellow of the Chemical Society of London. To most of these societies he has contributed papers on matters connected with the manufacture of iron. When a Commission was appointed by Parliament to inquire into the constitution and management of Durham University, the institute presented a memorial to the Home Secretary, praying that a practical Mining College might be incorporated with the University, and Mr. Bell, Mr. G. Elliot, and Mr. Woodhouse, were appointed to give evidence in support of the memorial. He was one of the most important witnesses at the inquest held in connection with the disastrous explosion at Hetton Colliery in 1860, when twenty-one miners, nine horses, and fifty-six ponies were killed; and in 1867 he was a witness for the institute before the Parliamentary Committee appointed to inquire into the subject of technical education, his evidence, from his familiarity with the state of science on the Continent, being esteemed of importance. Some years ago, Mr. Bell brought under the notice of the Mining Institute an aluminium safety lamp. He pointed out that the specific heat of aluminum was very high, so that it might be long exposed to the action of fire before becoming red-hot, while it did not abstract the rays of light so readily as iron, which had a tendency to become black much sooner. Mr. Bell was during the course of last year elected an honorary member of a learned Society in the United States, his being only the second instance in which this distinction had been accorded. Upon that occasion, Mr. Abram Hewitt, the United States Commissioner to the Exhibition of 1862, remarked that Mr. Bell had by his researches made the iron makers of two continents his debtors. Mr Bell is one of the founders of the Iron and Steel Institute of Great Britain, and has all along taken a prominent part in its deliberations. No other technical society, whether at home or abroad, has so rapidly taken a position of marked and confirmed practical usefulness. The proposal to form such an institute was first made at a meeting of the North of England Iron Trade, held in Newcastle, in September, 1868, and Mr. Bell was elected one of the first vice-presidents, and a member of the council. At the end of the year 1869 the Institute had 292 members; at the end of 1870 the number had increased to 348; and in August 1872, there were over 500 names on the roll of membership. These figures are surely a sufficient attestation of its utility. Mr. Bell's paper " On the development of heat, and its appropriation in blast furnaces of different dimensions," is considered the most valuable contribution yet made through the medium of the Iron and Steel Institute to the science and practice of iron metallurgy. Since it was submitted to the Middlesbrough meeting of the Institute in 1869, this paper has been widely discussed by scientific and practical men at home and abroad, and the author has from time to time added new matter, until it has now swollen into a volume embracing between 400 and 500 pages, and bearing the title of the " Chemical Phenomena of Iron Smelting." As a proof of the high scientific value placed upon this work, we may mention that many portions have been translated into German by Professor Tunner, who is, perhaps, the most distinguished scientific metallurgist on the Continent of Europe. The same distinction has been conferred upon Mr. Bell's work by Professor Gruner, of the School of Mines in Paris, who has communicated its contents to the French iron trade, and by M. Akerman, of Stockholm, who has performed the same office for the benefit of the manufacturers of iron in Sweden. The first president of the Iron and Steel Institute was the Duke of Devonshire, the second Mr. H. Bessemer, and for the two years commencing 1873, Mr. Bell has enjoyed the highest honour the iron trade of the British empire can confer. As president of the Iron and Steel Institute, Mr. Bell presided over the deliberations of that body on their visit to Belgium in the autumn of 1873. The reception accorded to the Institute by their Belgian rivals and friends was of the most hearty and enthusiastic description. The event, indeed, was regarded as one of international importance, and every opportunity, both public and private, was taken by our Belgian neighbours to honour England in the persons of those who formed her foremost scientific society. Mr. Bell delivered in the French language, a presidential address of singular ability, directed mainly to an exposition of the relative industrial conditions and prospects of the two greatest iron producing countries in Europe. As president of the Institute, Mr. Bell had to discharge the duty of presenting to the King of the Belgians, at a reception held by His Majesty at the Royal Palace in Brussels, all the members who had taken a part in the Belgium meeting, and the occasion will long be remembered as one of the most interesting and pleasant in the experience of those who were privileged to be present. We will only deal with one more of Mr. Bell's relations to the iron trade. He was, we need scarcely say, one of the chief promoters of what is now known as the North of England Ironmasters' Association, and he has always been in the front of the deliberations and movements of that body. Before a meeting of this Association, held in 1867, he read a paper on the " Foreign Relations of the Iron Trade," in the course of which he showed that the attainments of foreign iron manufacturers in physical science were frequently much greater than our own, and deprecated the tendency of English artizans to obstruct the introduction of new inventions and processes. He has displayed an eager anxiety in the testing and elucidation of new discoveries, and no amount of labour or cost was grudged that seemed likely, in his view, to lead to mechanical improvements. He has investigated for himself every new appliance or process that claimed to possess advantages over those already in use, and he has thus rendered yeoman service to the interest of science, by discriminating between the chaff and the wheat. For a period nearly approaching twenty- four years, Mr. Bell has been a member of the Newcastle Town Council, and one of the most prominent citizens of the town. Upon this phase of his career it is not our business to dwell at any length, but we cannot refrain from adding, that he has twice filled the chief magistrate's chair, that he served the statutory period as Sheriff of the town, that he is a director of the North-Eastern Railway, and that he was the first president of the Newcastle Chemical Society. In the general election of 1868, Mr. Bell came forward as a candidate for the Northern Division of the county of Durham, in opposition to Mr. George Elliot, but the personal influence of the latter was too much for him, and he sustained a defeat. In the general election of 1874, Mr. Bell again stood for North Durham, in conjunction with Mr. C. M. Palmer, of Jarrow. Mr. Elliott again contested the Division in the Conservative interest. After a hard struggle, Mr. Bell was returned at the head of the poll. Shortly after the General Election, Mr. Elliott received a baronetcy from Mr, Disraeli. A short time only had elapsed, however, when the Liberal members were unseated on petition, because of general intimidation at Hetton-le-Hole, Seaham, and other places no blame being, however, attributed to the two members and the result of afresh election in June following was the placing of Mr. Bell at the bottom of the poll, although he was only a short distance behind his Conservative opponent Sir George Elliott."
"Isaac Lowthian Bell, 1st Baronet FRS (1816-1904), of Bell Brothers, was a Victorian ironmaster and Liberal Party politician from Washington, Co. Durham.
1816 February 15th. Born the son of Thomas Bell and his wife Katherine Lowthian.
Attended the Academy run by John Bruce in Newcastle-upon-Tyne, Edinburgh University and the Sorbonne.
Practical experience in alkali manufacture at Marseilles.
1835 Joined the Walker Ironworks; studied the the operation of the blast furnaces and rolling mills.
A desire to master thoroughly the technology of any manufacturing process was to be one of the hallmarks of Bell's career.
1842 Married Margaret Elizabeth Pattinson
In 1844 Lowthian Bell and his brothers Thomas Bell and John Bell formed a new company, Bell Brothers, to operate the Wylam ironworks. These works, based at Port Clarence on the Tees, began pig-iron production with three blast furnaces in 1854 and became one of the leading plants in the north-east iron industry. The firm's output had reached 200,000 tons by 1878 and the firm employed about 6,000 men.
1850 Bell started his own chemical factory at Washington in Gateshead, established a process for the manufacture of an oxychloride of lead, and operated the new French Deville patent, used in the manufacture of aluminium. Bell expanded these chemical interests in the mid-1860s, when he developed with his brother John a large salt working near the ironworks.
In 1854 he built Washington Hall, now called Dame Margaret's Hall.
He was twice Lord Mayor of Newcastle-upon-Tyne and Member of Parliament for North Durham from February to June 1874, and for Hartlepool from 1875 to 1880.
1884 President of the Institution of Mechanical Engineers
In 1895 he was awarded the Albert Medal of the Royal Society of Arts, 'in recognition of the services he has rendered to Arts, Manufactures and Commerce, by his metallurgical researches and the resulting development of the iron and steel industries'.
A founder of the Iron and Steel Institute, he was its president from 1873 to 1875, and in 1874 became the first recipient of the gold medal instituted by Sir Henry Bessemer. He was president of the Institution of Mechanical Engineers in 1884.
1842 He married Margaret Pattison. Their children were Mary Katherine Bell, who married Edward Stanley, 4th Baron Stanley of Alderley and Sir Thomas Hugh Bell, 2nd Baronet.
1904 December 20th. Lowthian Bell died at his home, Rounton Grange, Rounton, Northallerton, North Riding of Yorkshire
1904 Obituary [1]
"Sir ISAAC LOWTHIAN BELL, Bart., was born in Newcastle-on-Tyne on 15th February 1816, being the son of Mr. Thomas Bell, an alderman of the town, and partner in the firm of Messrs. Losh, Wilson and Bell, of Walker Iron Works, near Newcastle; his mother was the daughter of Mr. Isaac Lowthian, of Newbiggin, Northumberland.
After studying at Edinburgh University, he went to the Sorbonne, Paris, and there laid the foundation of the chemical and metallurgical knowledge which he applied so extensively in later years.
He travelled extensively, and in the years 1839-40 he covered a distance of over 12,000 miles, examining the most important seats of iron manufacture on the Continent. He studied practical iron-making at his father's works, where lie remained until 1850, when he joined in establishing chemical works at Washington, eight miles from Newcastle. Here it was also that his subsequent firm of Messrs. Bell Brothers started the first works in England for the manufacture of aluminium.
In 1852, in conjunction with his brothers Thomas and John, he founded the Clarence Iron Works, near the mouth of the Tees, opposite Middlesbrough. The three blast-furnaces erected there in 1853 were at that time the largest in the kingdom, each being 47.5 feet high, with a capacity of 6,012 cubic feet; the escaping gases were utilized for heating the blast. In 1873 the capacity of these furnaces was much increased.
In the next year the firm sank a bore-hole to the rock salt, which had been discovered some years earlier by Messrs. Bolckow, Vaughan and Co. in boring for water. The discovery remained in abeyance till 1882, when they began making salt, being the pioneers of the salt industry in that district. They were also among the largest colliery proprietors in South Durham, and owned extensive ironstone mines in Cleveland, and limestone quarries in Weardale.
His literary career may be said to have begun in 1863, when, during his second mayoralty, the British Association visited Newcastle, on which occasion he presented a report on the manufacture of iron in connection with the Northumberland and Durham coal-fields. At the same visit he read two papers on " The Manufacture of Aluminium," and on "Thallium." The majority of his Papers were read before the Iron and Steel Institute, of which Society he was one of the founders; and several were translated into French and German.
On the occasion of the first Meeting of this Institution at Middlesbrough in 1871, he read a Paper on Blast-Furnace Materials, and also one on the "Tyne as Connected with the History of Engineering," at the Newcastle Meeting in 1881. For his Presidential Address delivered at the Cardiff Meeting in 1884, he dealt with the subject of "Iron."
He joined this Institution in 1858, and was elected a Member of Council in 1870. In 1872 he became a Vice-President, and retained that position until his election as President in 1884. Although the Papers he contributed were not numerous, he frequently took part in the discussions on Papers connected with the Iron Industry and kindred subjects.
He was a member of a number of other learned societies — The Royal Society, The Institution of Civil Engineers, the Iron and Steel Institute, of which he was President from 1873 to 1875, the Society of Chemical Industry, the Royal Society of Sweden, and the Institution of Mining Engineers, of which he was elected President in 1904.
He had also received honorary degrees from the University of Edinburgh, the Durham College of Science, and the University of Leeds. In 1885 a baronetcy was conferred upon him in recognition of his distinguished services to science and industry. In 1876 he served as a Commissioner to tile International Centennial Exhibition at Philadelphia, where he occupied the position of president of the metallurgical judges, and presented to the Government in 1877 a report upon the iron manufacture of the United States. In 1878 he undertook similar duties at the Paris Exhibition.
He was Mayor of Newcastle in 1854-55, and again in 1862-3. In 1874 he was elected Member of Parliament for Durham, but was unseated; he sat for the Hartlepools from 1875 to 1880, and then retired from parliamentary life. For the County of Durham he was a Justice of the Peace and Deputy Lieutenant, and High Sheriff in 1884. For many years he was a director of the North Eastern Railway, and Chairman of the Locomotive Committee.
His death took place at his residence, Rounton Grange, Northallerton, on 20th December 1904, in his eighty-ninth year.
1904 Obituary [2]
SIR LOWTHIAN BELL, Bart., Past-President, died on December 21, 1904, at his residence, Rounton Grange, Northallerton, in his eighty-ninth year. In his person the Iron and Steel Institute has to deplore the loss of its most distinguished and most valuable member. From the time when the Institute was founded as the outcome of an informal meeting at his house, until his death, he was a most active member, and regularly attended the general meetings, the meetings of Council, and the meetings of the various committees on which he served.
Sir Lowthian Bell was the son of Mr. Thomas Bell (of Messrs. Losh, Wilson, & Bell, iron manufacturers, Walker-on-Tyne), and of Catherine, daughter of Mr. Isaac Lowthian, of Newbiggin, near Carlisle. He was born in Newcastle on February 15, 1816, and educated, first at Bruce's Academy, in Newcastle, and afterwards in Germany, in Denmark, at Edinburgh University, and at the Sorbonne, Paris. His mother's family had been tenants of a well-known Cumberland family, the Loshes of Woodside, near Carlisle, one of whom, in association with Lord Dundonald, was one of the first persons in this country to engage in the manufacture of soda by the Leblanc process. In this business Sir Lowthian's father became a partner on Tyneside. Mr. Bell had the insight to perceive that physical science, and especially chemistry, was bound to play a great part in the future of industry, and this lesson• he impressed upon his ions. The consequence was that they devoted their time largely to chemical studies.
On the completion of his studies, Lowthian Bell joined his father at the Walker Iron Works. Mr. John Vaughan, who was with the firm, left about the year 1840, and in conjunction with Mr. Bolckow began their great iron manufacturing enterprise at Middlesbrough. Mr. Bell then became manager at Walker, and blast-furnaces were erected under his direction. He became greatly interested in the ironstone district of Cleveland, and as early as 1843 made experiments with the ironstone. He met with discouragements at first, but was rewarded with success later, and to Messrs. Bell Brothers largely belongs the credit of developing the ironstone field of Cleveland. Mr. Bell's father died in 1845, and the son became managing partner. In 1852, two years after the discovery of the Cleveland ironstone, the firm acquired ironstone royalties first at Normanby and then at Skelton in Cleveland, and started the Clarence Iron Works, opposite Middlesbrough. The three blast-furnaces here erected in 1853 were at that time the largest in the kingdom, each being 47.5 feet high, with a capacity of 6012 cubic feet. Later furnaces were successively increased up to a height of. 80 feet in 1873, with 17 feet to 25 feet in diameter at the bosh, 8 feet at the hearth, and about 25,500 cubic feet capacity. On the discovery of a bed of rock salt at 1127 feet depth at Middlesbrough, the method of salt manufacture in vogue in Germany was introduced at the instance of Mr. Thomas Bell, and the firm of Bell Brothers had thus the distinction of being pioneers in this important industry in the district. They were also among the largest colliery proprietors in South Durham, and owned likewise extensive ironstone mines in Cleveland, and limestone quarries in Weardale. At the same time Mr. Bell was connected with the Washington Aluminium Works, the Wear blast-furnaces, and the Felling blast-furnaces.
Although Sir Lowthian Bell was an earnest municipal reformer and member of Parliament, he will best be remembered as a man of science. He was mayor of Newcastle in 1863, when the British Association visited that town, and the success of the gathering was largely due to his arrangements. As one of the vice-presidents of the chemical section, he contributed papers upon thallium and the manufacture of aluminium; and, jointly with the late Lord Armstrong, edited the souvenir volume entitled " The Industrial Resources of the Tyne, Wear, and Tees." In 1873, when the Iron and Steel Institute visited Belgium, Mr. Bell presided, and delivered in French an address on the relative industrial conditions of Great Britain and Belgium. Presiding at the Institute's meeting in Vienna in 1882, he delivered his address partly in English and partly in German, and expressed the hope that the ties between England and Austria should be drawn more closely.
On taking up his residence permanently at Rounton Grange, near Northallerton, Sir Lowthian made a present to the city council, on which he had formerly served for so many years, of Washington Hall and grounds, and the place is now used as a home for the waifs and strays of the city. It is known as Dame Margaret's Home, in memory of Lady Bell, who died in 1886. This lady, to whom he was married in 1842, was a daughter of Mr. Hugh Lee Pattinson, F.R.S., the eminent chemist and metallurgist.
Sir Lowthian earned great repute as an author. He was a prolific writer on both technical and commercial questions relating to the iron and steel industries. His first important book was published in 1872, and was entitled " Chemical Phenomena of Iron Smelting : An Experimental :and Practical Examination of the Circumstances which Determine the Capacity of the Blast-Furnace, the Temperature of the Air, and the Proper Condition of the Materials to be Operated upon." This book, which contained nearly 500 pages, with many diagrams, was the direct outcome of a controversy with the late Mr. Charles Cochrane, and gave details of nearly 900 experiments carried out over a series of years with a view to finding out the laws which regulate the process of iron smelting, and the nature of the reactions which take place among the substances dealt with in the manufacture of pig iron. The behaviour of furnaces under varying conditions was detailed. The book was a monument of patient research, which all practical men could appreciate. His other large work—covering 750 pages—was entitled " The Principles of the Manufacture of Iron and Steel." It was issued in 1884, and in it the author compared the resources existing in different localities in Europe and America as iron-making centres. His further investigations into the manufacture of pig iron were detailed, as well as those relating to the manufacture of finished iron and steel.
In 1886, at the instance of the British Iron Trade Association, of which he was then President, he prepared and published a book entitled " The Iron Trade of the United Kingdom compared with other Chief Ironmaking Nations." Besides these books and numerous papers contributed to scientific societies, Sir Lowthian wrote more than one pamphlet relating to the history and development of the industries of Cleveland.
In 1876 Sir Lowthian was appointed a Royal Commissioner to the Centennial Exhibition at Philadelphia, and wrote the official report relating to the iron and steel industries. -This was issued in the form of a bulky Blue-book.
As a director of the North-Eastern Railway Company Si Lowthian prepared an important volume of statistics for the use of his colleagues, and conducted exhaustive investigations into the life of a steel rail.
The majority of his papers were read before the Iron and Steel Institute, but of those contributed to other societies the following may be mentioned :— Report and two papers to the second Newcastle meeting of the British Association in 1863, already mentioned. " Notes on the Manufacture of Iron in the Austrian Empire," 1865. " Present State of the Manufacture of Iron in Great Britain," 1867. " Method of Recovering Sulphur and Oxide of Manganese, as Practised at Dieuze, near Nancy," 1867. " Our Foreign Competitors in the Iron Trade," 1868; this was promptly translated into French by Mr. G. Rocour, and published in Liege. " Chemistry of the Blast-Furnace," 1869. " Preliminary Treatment of the Materials Used in the Manufacture of Pig Iron in the Cleveland District" (Institution of Mechanical Engineers, 1871). " Conditions which Favour, and those which Limit, the Economy of Fuel in the Blast-Furnace for Smelting Iron " (Institution of Civil Engineers, 1872). "Some supposed Changes Basaltic Veins have Suffered during their Passage through and Contact with Stratified Rocks, and the Manner in which these Rocks have been Affected by the Heated Basalt " : a communication to the Royal Society on May 27, 1875. " Report to Government on the Iron Manufacture of the United States of America, and a Comparison of it with that of Great Britain," 1877. "British Industrial Supremacy," 1878. " Notes on the Progress of the Iron Trade of Cleveland," 1878. " Expansion of Iron," 1880. " The Tyne as connected with the History of Engineering " (Institution of Mechanical Engineers, 1881). " Occlusion of Gaseous Matter by Fused Silicates and its possible connection with Volcanic Agency : " a paper to the third York meeting of the British Association, in, 1881, but printed in the Journal of the Iron and Steel• Institute. Presidential Address on Iron (Institution of Mechanical Engineers, 1884). " Principles of the Manufacture of Iron and Steel, with Notes on the Economic Conditions of their Production," 1884. " Iron Trade of the United Kingdom," 1886. " Manufacture of Salt near Middlesbrough" (Institution of Civil Engineers, 1887). " Smelting of Iron Ores Chemically Considered," 1890. " Development of the Manufacture and Use of Rails in Great Britain " (Institution of Civil Engineers, 1900). Presidential Address to the Institution of Junior Engineers, 1900.
To him came in due course honours of all kinds. When the Bessemer Gold Medal was instituted in 1874, Sir Lowthian was the first recipient. In 1895 he received at the hands of the King, then. Prince of Wales, the Albert Medal of the Society of Arts, in recognition of the services he had rendered to arts, manufactures, and commerce by his metallurgical researches. From the French government he received the cross of the Legion of Honour. From the Institution of Civil Engineers he received the George Stephenson Medal, in 1900, and, in 1891, the Howard Quinquennial Prize which is awarded periodically to the author of a treatise on Iron.
For his scientific work Sir Lowthian was honoured by many of the learned societies of Europe and America. He was elected a Fellow of the Royal Society in 1875. He was an Hon. D.C.L. of Durham University; an LL.D. of the Universities of Edinburgh and Dublin; and a D.Sc. of Leeds University. He was one of the most active promoters of the Durham College of Science by speech as well as by purse; his last contribution was made only a short time ago, and was £3000, for the purpose of building a tower. He had. held the presidency of the North of England Institution of Mining and Mechanical Engineers, and was the first president of the Newcastle Chemical Society.
Sir Lowthian was a director of the North-Eastern Railway Company since 1865. For a number of years he was vice-chairman, and at the time of his death was the oldest railway director in the kingdom. In 1874 he was elected M.P. for the Borough of the Hartlepools, and continued to represent the borough till 1880. In 1885, on the advice of Mr. Gladstone, a baronetcy was conferred upon him in recognition of his great services to the State. Among other labours he served on the Royal Commission on the Depression of Trade, and formed one of the Commission which proceeded to Vienna to negotiate Free Trade in Austria-Hungary in 1866. For the County of Durham he was a Justice of the Peace and Deputy Lieutenant, and High Sheriff in 1884. He was also a Justice of the Peace for the North Riding of Yorkshire and for the city of Newcastle. He served as Royal Commissioner at the Philadelphia Exhibition in 1876, and at the Paris Exhibition of 1878. He also served as Juror at the Inventions Exhibition in London, in 1885, and at several other great British and foreign Exhibitions.
Of the Society of Arts he was a member from 1859. He joined the Institution of Civil Engineers in 1867, and the Chemical Society in 1863. He was a past-president of the Institution of Mechanical Engineers, and of the Society of Chemical Industry; and at the date of his death he was president of the Institution of Mining Engineers. He was an honorary member of the American Philosophical Institution, of the Liege Association of Engineers, and of other foreign societies. In 1882 he was made an honorary member of the Leoben School of Mines.
In the Iron and Steel Institute he took special interest. One of its original founders in 1869, he filled the office of president from 1873 to 1875, and was, as already noted, the first recipient of the gold medal instituted by Sir Henry Bessemer. He contributed the following papers to the Journal of the Institute in addition to Presidential Addresses in 1873 and 1874: (1) " The Development of Heat, and its Appropriation in Blast-furnaces of Different Dimensions" (1869). (2) " Chemical Phenomena of Iron Smelting : an experimental and practical examination of the circumstances which determine the capacity of the blast-furnace, the temperature of the air, and the proper conditions of the materials to be operated upon " (No. I. 1871; No. II. 1871; No. I. 1872). (3) " Ferrie's Covered Self-coking Furnace" (1871). (4) "Notes on a Visit to Coal and Iron Mines and Ironworks in the United States " (1875). (5) " Price's Patent Retort Furnace " (1875). (6) " The Sum of Heat utilised in Smelting Cleveland Ironstone" (1875). (7) "The Use of Caustic Lime in the Blast-furnace" (1875). (8) "The Separation of Carbon, Silicon, Sulphur, and Phosphorus in the Refining and Puddling Furnace, and in the Bessemer Converter " (1877). (9) " The Separation of Carbon, Silicon, Sulphur, and Phosphorus in the Refining and Puddling Furnaces, in the Bessemer Converter, with some Remarks on the Manufacture and Durability of Railway Bars" (Part II. 1877). (10) " The Separation of Phosphorus from Pig Iron" (1878). (11) " The Occlusion or Absorption of Gaseous Matter by fused Silicates at High Temperatures, and its possible Connection with Volcanic Agency" (1881). (12) " On Comparative Blast-furnace Practice" (1882). (13) "On the Value of Successive Additions to the Temperature of the Air used in Smelting Iron " (1883). (14) "On the Use of Raw Coal in the Blast-furnace" (1884). (15) "On the Blast-furnace value of Coke, from which the Products of Distillation from the Coal, used in its Manufacture, have been Collected" (1885). (16) "Notes on the Reduction of Iron Ore in the Blast-furnace" (1887). (17) "On Gaseous Fuel" (1889). (18) " On. the Probable Future of the Manufacture of Iron " (Pittsburg International Meeting, 1890). (19) " On the American Iron Trade and its Progress during Sixteen Years" (Special American Volume, 1890). (20) " On the Manufacture of Iron in its Relations with Agriculture " (1892). (21) " On the Waste of Heat, Past, Present, and Future, in Smelting Ores of Iron " (1893). (22) " On the Use of Caustic Lime in the Blast-furnace" (1894).
Sir Lowthian Bell took part in the first meeting of the Institute in 1869, and was present at nearly all the meetings up to May last, when he took part in the discussion on pyrometers, and on the synthesis of Bessemer steel. The state of his health would not, however, permit him to attend the American meeting, and he wrote to Sir James Kitson, Bart., Past-President, a letter expressing his regret. The letter, which was read at the dinner given by Mr. Burden to the Council in New York, was as follows :— ROUNTON GRANGE, NORTHALLERTON, 12th October 1904.
MY DEAR SIR JAMES KITSON,-Four days ago I was under the knife of an occulist for the removal of a cataract on my right eye. Of course, at my advanced age, in deference to the convenience of others, as well as my own, I never entertained a hope of being able to accompany the members of the Iron and Steel Institute in their approaching visit to the United States.
You who knew the regard, indeed, I may, without any exaggeration, say the affection I entertain for my friends on the other side of the Atlantic, will fully appreciate the nature of my regrets in being compelled to abstain from enjoying an opportunity of once more greeting them.
Their number, alas, has been sadly curtailed since I first met them about thirty years ago, but this curtailment has only rendered me the more anxious again to press the hands of the few who still remain.
Reference to the records of the Iron and Steel Institute will show that I was one of its earliest promoters, and in that capacity I was anxious to extend its labours, and consequently its usefulness, to every part of the world where iron was made or even used; with this view, the Council of that body have always taken care to have members on the Board of Management from other nations, whenever they could secure their services. Necessarily the claims upon the time of the gentlemen filling the office of President are too urgent to hope of its being filled by any one not a resident in the United Kingdom. Fortunately, we have a gentleman, himself a born subject of the United Kingdom, who spends enough of his time in the land of his birth to undertake the duties of the position of Chief Officer of the Institute.
It is quite unnecessary for me to dwell at any length upon the admirable way in which Mr. Andrew Carnegie has up to this time discharged the duties of his office, and I think I may take upon me to declare in the name of the Institute that the prosperity of the body runs no chance of suffering by his tenure of the Office of President.— Yours faithfully, (Signed) LOWTHIAN BELL.
The funeral of Sir Lowthian Bell took place on December 23, at Rounton, in the presence of the members of his family, and of Sir James Kitson, Bart., M.P., past-president, and Sir David Dale, Bart., past-president. A memorial service was held simultaneously at the Parish Church, Middlesbrough, and was attended by large numbers from the North of England. A dense fog prevailed, but this did not prevent all classes from being represented. The Iron and Steel Institute was represented by Mr. W. Whitwell, past-president, Mr. J Riley, vice-president, Mr. A. Cooper and Mr. Illtyd Williams, members of council, Mr. H. Bauerman, hon. member, and the Secretary. The Dean of Durham delivered an address, in which he said that Sir Lowthian's life had been one of the strenuous exertion of great powers, full of bright activity, and he enjoyed such blessings as go with faithful, loyal work and intelligent grappling with difficult problems. From his birth at Newcastle, in 1816, to the present day, the world of labour, industry, and mechanical skill had been in constant flow and change. Never before had there been such a marvellous succession of advances, and in keeping pace with these changes Sir Lowthian might be described as the best scientific ironmaster in the world. He gave a lifelong denial to the statement that Englishmen can always " muddle through," for he based all his action and success on clearly ascertained knowledge.
The King conveyed to the family of the late Sir Lowthian Bell the expression of his sincere sympathy on the great loss which they have sustained. His Majesty was pleased to say that he had a great respect for Sir Lowthian Bell, and always looked upon him as a very distinguished man.
Immediately before the funeral an extraordinary meeting of council was held at the offices of Bell Brothers, Limited, Middlesbrough, when the following resolution was unanimously adopted :— " The council of the Iron and Steel Institute desire to place on record their appreciation of the loss which the Institute has sustained by the death of Sir Lowthian Bell, Bart., a past-president and one of the founders of the Institute. The council feel that it would be difficult to overrate the services that Sir Lowthian rendered to the Institute in the promotion of the objects for which it was formed, and his constant readiness to devote his time and energies to the advancement of these objects. His colleagues on the council also desire to assure his family of their most sincere sympathy in the loss that has befallen them." Find a Grave.
Isaac Lowthian Bell was born in Newcastle upon Tyne on the 16th of February 1816. He was the son of Thomas Bell, a member of the firm of Losh, Wilson and Bell Ironworks at Walker. Bell was educated at Dr Bruce’s Academy (Newcastle upon Tyne), Edinburgh University, and the University of the Sorbonne (Paris).
In 1850 Bell was appointed manager of Walker Ironworks. In the same year he established a chemical works at Washington with Mr Hugh Lee Pattinson and Mr R. B. Bowman (the partnership was severed in 1872). In 1852 Bell set up Clarence Ironworks at Port Clarence, Middlesbrough, with his brothers Thomas and John which produced basic steel rails for the North Eastern Railway (From 1865 to 1904, Bell was a director of North Eastern Railway Company). They opened ironstone mines at Saltburn by the Sea (Normanby) and Skelton (Cleveland). Bell Brothers employed around 6,000 workmen. They employed up to the minute practises (for example, utilizing waste gases which escaped from the furnaces) and were always keen to trial improvements in the manufacture of iron. In 1882 Bell Brothers had a boring made at Port Clarence to the north of the Tees and found a stratum of salt, which was then worked. This was sold to Salt Union Ltd in 1888.
Bell’s professional expertise was used after an explosion at Hetton Colliery in 1860. He ascertained that the cause of the explosion was due to the presence of underground boilers.
In 1861 Bell was appointed to give evidence to the Commission to incorporate a Mining College within Durham University. Durham College of Science was set up 1871 in Newcastle with Bell as a Governor. He donated £4,500 for the building of Bell Tower. Large collection of books were donated from his library by his son to the College.
Bell served on the Royal Commission on the Depression of Trade. He was a Justice of Peace for County of Durham, Newcastle and North Riding of Yorkshire, and was Deputy-lieutenant and High Sheriff for Durham in 1884. In 1879 Bell accepted arbitration in the difficulty with the miners during the General Strike of County Durham miners
Between 1850 and 1880 Bell sat on the Town Council of Newcastle upon Tyne. In 1851 he became sheriff, was elected mayor in 1854, and Alderman in 1859. In 1874 Bell was the Liberal Member of Parliament for North Durham, but was unseated on the ground of general intimidation by agents. Between 1875 and 1880 he was the Member of Parliament for the Hartlepools.
Bell was an authority on mineralogy and metallurgy. In 1863 at the British Association for the Advancement of Science, held in Newcastle, he read a paper ‘On the Manufacture of Iron in connection with the Northumberland and Durham Coalfield’ (Report of the 33rd meeting of the British Association for the Advancement of Science, held at Newcastle upon Tyne, 1863, p730).
In 1871 Bell read a paper at a meeting of the Iron and Steel Institute, Middlesbrough on ‘Chemical Phenomena of Iron smelting’. (The Journal of the Iron and Steel Institute, 1871 Vol I pp85-277, Vol II pp67-277, and 1872 Vol I p1). This was published with additions as a book which became an established text in the iron trade. He also contributed to ‘The Industrial Resources of the Tyne, Wear and Tees (1863)’.
In 1854 Bell became a member of the North of England Institute of Mining and Mechanical Engineers and was elected president in 1886. Bell devoted much time to the welfare and success of the Institute in its early days.
During his life Bell was a founder member of the Iron and Steel Institute (elected President in 1874); a Fellow of the Royal Society and of the Chemical Society of London; a member of the Society of Arts, a member of the British Association for the Advancement of Science; a member of the Institution of Civil Engineers; President of the Institution of Mechanical Engineers; President of the Society of Chemical Industry; and a founder member of the Institution of Mining Engineers (elected President in 1904)
Bell was the recipient of Bessemer Gold Medal, from Iron and Steel Institute in 1874 and in 1885 recieved a baronetcy for services to the State. In 1890 he received the George Stephenson Medal from The Institute of Civil Engineers and in 1895 received the Albert Medal of the Society of Arts for services through his metallurgical researches.
Bell was a Doctor of Civil Law (DCL) of Durham University, a Doctor of Laws (LLD) of Edinburgh University and Dublin University, and a Doctor of Science (DSc) of Leeds University.
Bell married the daughter of Hugh Lee Pattinson in 1842 and together they had two sons and three daughters. The family resided in Newcastle upon Tyne, Washington Hall, and Rounton Grange near Northallerton.
Lowthian Bell died on the 21st of December 1904. The Council of The Institution of Mining Engineers passed the following resolution:
“The Council have received with the deepest regret intimation of the death of their esteemed President and colleague, Sir Lowthian Bell, Bart, on of the founders of the Institution, who presided at the initial meeting held in London on June 6 th 1888, and they have conveyed to Sir Hugh Bell, Bart, and the family of Sir Lowthian Bell an expression of sincere sympathy with them in their bereavement. It is impossible to estimate the value of the services that Sir Lowthian Bell rendered to the Institution of Mining Engineers in promoting its objects, and in devoting his time and energies to the advancement of the Institution.”
Information taken from: - Institute of Mining Engineers, Transactions, Vol XXXIII 1906-07
Example of distinctive textured pattern of tiny raised nodules on surface of corrugated asbestos-cement sheet panel (from manufacturing process). Transite goosebumps?
Selective Laser Melting (SLM) is an additive manufacturing process that can be used for many different applications.
The SLM process starts by numerically slicing a 3D CAD model into a number of finite layers. For each sliced layer a laser scan path is calculated which defines both the boundary contour and some form of fill sequence, often a raster pattern. Each layer is then sequentially recreated by depositing powder layers, one on top of the other, and melting their surface by scanning a laser beam.
The powder is spread uniformly by a wiper. A high power-density fibre laser with a 40µm beam spot size fully melts the pre-deposited powder layer. The melted particles fuse and solidify to form a layer of the component.
For more information please visit www.twi-global.com/technologies/welding-surface-engineeri...
If you wish to use this image each use should be accompanied by the credit line and notice, "Courtesy of TWI Ltd".
Loft NYC "Chateaux Monroe" Guest Room: Classic NYC elements abound in this room design.
From the reclaimed n.y.p.d. police barricade-turned bench, to the rescued N.Y.P.D. police locker & the Manhattan cast metal window "protector" as a sculpture. Books in the mid-century modern case run the gambit, from Moma's design collection & Muji's "nyc in a bag", to Jon Ortner's Manhattan Dawn & Dusk, & various nyc eating/visiting guides , it's nyc in full tilt.
interior / prop / staging & photography: a. golden, eyewash design, NYC, April 2008.
For more information: -----------------------------------------------------------------------------------------------------------------------
apartment therapy shout-out: 22 April 2008, see here: ---> www.apartmenttherapy.com/la/flickr-finds/alternative-head...
blogged on grace's birdcage wedding: 14th September 2008 here ---> gracesbirdcagewedding.blogspot.com/2008/09/headboards.html
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Loft NYC: "chateaux monroe" Guest Room: classic NYC urban fixtures abound in this room design.
From the reclaimed N.Y.P.D. police barricade-turned bench, to the rescued N.Y.P.D. police locker & the Manhattan cast metal window "protector" as a sculpture. Books in the mid-century modern case run the gambit, from MoMa's design collection & Muji's "nyc in a bag", to Jon Ortner's Manhattan Dawn & Dusk, & various nyc eating/visiting guides , it's New York City in full tilt.
interior / prop / staging & photography: a. golden, eyewash design, NYC, April 2008.
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to learn more, visit: www.myspace.com/nycloft
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a product rewind:
1960's mid-century cabinet : everything goes, NYC - 2001
Manhattan in a bag: a gift from Moma, 2008
F.Y.I.: "New York City in a Bag", by: MUJI
"As irresistible to adults as it is to children, MUJI's New York in a Bag comes with eight wooden city structures and six wooden cars. Included are New York City icons such as MoMA's original 1939 building, the Empire State Building, the Chrysler Building, the Statue of Liberty, and the Guggenheim Museum. The wood is from sustainable forests. Recommended for ages 6 and up."
MUJI BIO:
The MUJI philosophy has won them a worldwide following over the last 20 years, emphasizing earth-friendliness, the use of innovative materials, and efficient packaging for reduced cost. Since opening their first store in Japan in 1983, MUJI is not only an internationally renowned company, but for many people is a way of life. MUJI merchandise is based on three simple elements: materials, process, and packaging.
Inventive uses for materials that might otherwise have been discarded or ignored result in innovative product at the lowest cost. Equally important, MUJI infuses style and usefulness into everything produced, no matter what its provenance.
To keep MUJI offerings focused and flexible, heavy attention is paid to the consumer's use of the product, and the manufacturing process is determined on that basis. Superfluous finishes are rejected, overprocessing is eliminated, and lines and forms are clean and uncluttered for manufacturing ease.
MUJI carefully protects items for sale with packaging appropriate to their purpose. By using the same clear cellophane material to wrap most items, consumers see exactly what they are getting and don't pay extra for expensive packaging.
Their guiding principle is flexibility, providing the savvy customer with products that are beautiful, useful, and essential "objects for living."
Created using: fd's Flickr Toys.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the grand scope of World War 2 fighter aircraft there is a little-remembered French design designated the Arsenal "VG-33". The aircraft was born from a rather lengthy line of prototype developments put forth by the company in the years leading up to World War 2 and the VG-33 and its derivatives represented the culmination of this work before the German invasion rendered all further work moot.
The Arsenal de l'Aeronautique company was formed by the French government in 1936 ahead of World War 2. It began operations with dedicated design and development of a fast fighter type until the German conquer of France in 1940 after which the company then focused on engine production after 1945. Then followed a period of design and construction of gliders and missiles before being privatized in 1952 (as SFECMAS). The company then fell under the SNCAN brand label and became "Nord Aviation" in 1955.
The VG-33 was the result of the company's research. Work on a new fast fighter began by Arsenal engineers in 1936 and the line began with the original VG-30 prototype achieving first flight on October 1st, 1938. Named for engineer Vernisse (V) and designer Jean Gaultier (G), the VG-30 showcased a sound design with good performance and speed during the tests, certainly suitable for progression as a military fighter and with future potential.
Development continued into what became the VG-31 which incorporated smaller wings. The VG-32 then followed which returned to the full-sized wings and installed the American Allison V-1710-C15 inline supercharged engine of 1,054 horsepower. The VG-32 then formed the basis of the VG-33 which reverted to a Hispano-Suiza 12Y-31 engine and first flight was in early 1939, months ahead of the German invasion of Poland. Flight testing then spanned into August and serial production of this model was ordered.
The VG-33 was one of the more impressive prewar fighter ventures by the French that included the Dewoitine D.520, understood to be on par with the lead German fighter aircraft of the period - the famous Messerschmitt Bf 109.
Only about forty or so French Arsenal VG-33 fighters were completed before the Fall of France in 1940, with 160 more on order and in different states of completion. Despite the production contract, Arsenal' engineers continued work on the basic design for improved and specialized sub-types. The VG-34 appeared in early 1940 outfitted with the Hispano-Suiza 12Y-45 engine of 935 horsepower, which improved performance at altitude. An uprated engine was installed in VG-35 and VG-36, too. They utilized a Hispano-Suiza 12Y-51 engine of 1,000 horsepower with a revised undercarriage and radiator system.
VG-37 was a long-range version that was not furthered beyond the drawing board, but the VG-38 with a Hispano-Suiza 12Y-77 engine that featured two exhaust turbochargers for improved performance at high altitude, achived pre-production status with a series of about 10 aircraft. These were transferred to GC 1/3 for field trials in early 1940 and actively used in the defence against the German invasion.
The VG-39 ended the line as the last viable prototype model with its drive emerging from a Hispano-Suiza 12Z engine of 1,280 horsepower. A new three-machine-gun wing was installed for a formidable six-gun armament array. This model was also ordered into production as the VG-39bis and was to carry a 1,600 horsepower Hispano-Suiza 12Z-17 engine into service. However, the German invasion eliminated any further progress, and eventually any work on the Arsenal VG fighter family was abandoned, even though more designs were planned, e .g. the VG-40, which mounted a Rolls-Royce Merlin III, and the VG-50, featuring the newer Allison V-1710-39. Neither was built.
Anyway, the finalized VG-38 was an all-modern looking fighter design with elegant lines and a streamlined appearance. Its power came from an inline engine fitted to the front of the fuselage and headed by a large propeller spinner at the center of a three-bladed unit. The cockpit was held over midships with the fuselage tapering to become the tail unit.
The tail featured a rounded vertical tail fin and low-set horizontal planes in a traditional arrangement - all surfaces enlarged for improved high altitude performance.
The monoplane wing assemblies were at the center of the design in the usual way. The pilot's field of view was hampered by the long nose ahead, the wings below and the raised fuselage spine aft, even though the pilot sat under a largely unobstructed canopy utilizing light framing. The canopy opened to starboard.
A large air scoop for the radiator and air intercooler was mounted under the fuselage. As an unusual feature its outlet was located in a dorsal position, behind the cockpit. The undercarriage was of the typical tail-dragger arrangement of the period, retracting inwards. The tail wheel was retractable, too.
Construction was largely of wood which led to a very lightweight design that aided performance and the manufacture process. Unlike other fighters of the 1930s, the VG-38 was well-armed with a 20mm Hispano-Suiza cannon, firing through the propeller hub, complemented by 4 x 7.5mm MAC 1934 series machine guns in the wings, just like the VG-33.
The aircraft never saw combat action in the Battle of France. Its arrival was simply too late to have any effect on the outcome of the German plans. Therefore, with limited production and very limited combat service during the defence of Paris in May 1940, it largely fell into the pages of history with all completed models lost.
Specifications:
Crew: 1
Length: 28.05 ft (8.55 m)
Width: 35.43 ft (10.80 m)
Height: 10.83ft (3.30 m)
Weight: Empty 4,519 lb (2,050 kg), MTOW 5,853 lb (2,655 kg)
Maximum Speed: 398 mph (641 kmh at 10.000m)
Maximum Range: 746 miles (1,200 km)
Service Ceiling: 39,305 ft (12.000 m; 7.458 miles)
Powerplant:
1x Hispano-Suiza 12Y-77 V-12 liquid-cooled inline piston engine
with two Brown-Boveri exhaust turbochargers, developing 1,100 hp (820 kW).
Armament:
1x 20mm Hispano-Suiza HS.404 cannon, firing through the propeller hub
4x 7.5mm MAC 1934 machine guns in the outer wings
The kit and its assembly:
I found the VG-33 fascinating - an obscure and sleek fighter with lots of potential that suffered mainly from bad timing. There are actually VG-33 kits from Azur and Pegasus, but how much more fun is it to create your own interpretation of the historic events, esp. as a submission to a Battle of Britain Group Build at whatifmodelers.com?
I had this project on the whif agenda for a long time, and kept my eyes open for potential models. One day I encountered Amodel's Su-1 and Su-3 kits and was stunned by this aircraft's overall similarity to the VG-33. When I found the real VG-38 description I decided to convert the Su-3 into this elusive French fighter!
The Su-3 was built mainly OOB, it is a nice kit with much detail, even though it needs some work as a short run offering. I kept the odd radiator installation of the Suchoj aircraft, but changed the landing gear from a P-40 style design (retracting backwards and rotating 90°) into a conservative, inward retracting system. I even found forked gear struts in the spares box, from a Fiat G.50. The covers come from a Hawker Hurricane, and the wells were cut out from this pattern, while the rest of the old wells was filled with putty.
Further mods include the cleaned cowling (the Su-3's fuselage-mounted machine guns had to go), while machine guns in the wings were added. The flaps were lowered, too, and the small cockpit canopy cut in two pieces in, for an opened position - a shame you can hardly see anything from the neat interior. Two large antenna masts complete the French style.
Painting and markings:
Again, a rather conservative choice: typical French Air Force colors, in Khaki/Dark Brown/Blue Gray with light blue-gray undersides.
One very inspiring fact about the French tricolor-paint scheme is that no aircraft looked like the other – except for a few types, every aircraft had an individual scheme with more or less complexity or even artistic approach. Even the colors were only vaguely unified: Field mixes were common, as well as mods with other colors that were mixed into the basic three tones!
I settled for a scheme I found on a 1940 Curtiss 75, with clearly defined edges between the paint fields. Anything goes! I used French Khaki, Dark Blue Grey and Light Blue Grey (for the undersides) from Modelmaster's Authentic Enamels range, and Humbrol 170 (Brown Bess) for the Chestnut Brown. Interior surfaces were painted in dark grey (Humbrol 32) while the landing gear well parts of the wings were painted in Aluminum Dope (Humbrol 56).
The decals mainly come from a Hobby Boss Dewoitine D.520, but also from a PrintScale aftermarket sheet and the scrap box.
The kit was slightly weathered with a black ink wash and some dry-painting, more for a dramatic effect than simulating wear and tear, since any aircraft from the VG-33 family would only have had a very short service career.
Well, a travesty whif - and who would expect an obscure Soviet experimental fighter to perform as a lookalike for an even more obscure French experimental fighter? IMHO, it works pretty fine - conservative sould might fair over the spinal radiator outlet and open the dorsal installation, overall both aircraft are very similar in shape, size and layout. :D
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.
A better picture of the star candy that is similar to the ones that Luna wished upon in the show. Also seen in the Studio Ghibli film "Spirited Away", by Hayao Miyazaki (this is what Kamaji feeds to the little soot sprites, called Susuwatari). It's a traditional 16th century Japanese candy but this is the miniature version (and the mini-miniature). Konpeito is a candy made of sugar and flavorings. Each little piece usually is about 5 to 10 millimeters in diameter but these are even smaller (and even smaller still in the bottle). The distinctive shapes come through the manufacturing process turned in large tumblers which if turned faster would not allow the bumpy texture and to this day the star candy is handmade. The word "konpeito" comes from the Portuguese word confeito (the true origin of the candy), which means a sugar candy/confection (very fitting).
The ones on the left are small versions while the ones on the right are miniature versions (and it turns out a Sanrio product though from many years ago).
I like how there is a cat front and center on the pink package.
Lots more Sailormoon here.
Additional Sanrio here.
And even a few Studio Ghibli here. :)
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All these (and more) need new homes as I'm going to a different country for an extended stay soon so send me a Flickr Mail message (access through the arrow that appears near my profile photo when mousing over it) if interested.
VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.
The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.
"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."
One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.
"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"
The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.
"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."
The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.
"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."
Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.
"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."
During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).
"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."
VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.
The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.
"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."
One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.
"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"
The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.
"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."
The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.
"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."
Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.
"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."
During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).
"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the grand scope of World War 2 fighter aircraft there is a little-remembered French design designated the Arsenal "VG-33". The aircraft was born from a rather lengthy line of prototype developments put forth by the company in the years leading up to World War 2 and the VG-33 and its derivatives represented the culmination of this work before the German invasion rendered all further work moot.
The Arsenal de l'Aeronautique company was formed by the French government in 1936 ahead of World War 2. It began operations with dedicated design and development of a fast fighter type until the German conquer of France in 1940 after which the company then focused on engine production after 1945. Then followed a period of design and construction of gliders and missiles before being privatized in 1952 (as SFECMAS). The company then fell under the SNCAN brand label and became "Nord Aviation" in 1955.
The VG-33 was the result of the company's research. Work on a new fast fighter began by Arsenal engineers in 1936 and the line began with the original VG-30 prototype achieving first flight on October 1st, 1938. Named for engineer Vernisse (V) and designer Jean Gaultier (G), the VG-30 showcased a sound design with good performance and speed during the tests, certainly suitable for progression as a military fighter and with future potential.
Development continued into what became the VG-31 which incorporated smaller wings. The VG-32 then followed which returned to the full-sized wings and installed the American Allison V-1710-C15 inline supercharged engine of 1,054 horsepower. The VG-32 then formed the basis of the VG-33 which reverted to a Hispano-Suiza 12Y-31 engine and first flight was in early 1939, months ahead of the German invasion of Poland. Flight testing then spanned into August and serial production of this model was ordered.
The VG-33 was one of the more impressive prewar fighter ventures by the French that included the Dewoitine D.520, understood to be on par with the lead German fighter aircraft of the period - the famous Messerschmitt Bf 109.
Only about forty or so French Arsenal VG-33 fighters were completed before the Fall of France in 1940, with 160 more on order and in different states of completion. Despite the production contract, Arsenal' engineers continued work on the basic design for improved and specialized sub-types. The VG-34 appeared in early 1940 outfitted with the Hispano-Suiza 12Y-45 engine of 935 horsepower, which improved performance at altitude. An uprated engine was installed in VG-35 and VG-36, too. They utilized a Hispano-Suiza 12Y-51 engine of 1,000 horsepower with a revised undercarriage and radiator system.
VG-37 was a long-range version that was not furthered beyond the drawing board, but the VG-38 with a Hispano-Suiza 12Y-77 engine that featured two exhaust turbochargers for improved performance at high altitude, achived pre-production status with a series of about 10 aircraft. These were transferred to GC 1/3 for field trials in early 1940 and actively used in the defence against the German invasion.
The VG-39 ended the line as the last viable prototype model with its drive emerging from a Hispano-Suiza 12Z engine of 1,280 horsepower. A new three-machine-gun wing was installed for a formidable six-gun armament array. This model was also ordered into production as the VG-39bis and was to carry a 1,600 horsepower Hispano-Suiza 12Z-17 engine into service. However, the German invasion eliminated any further progress, and eventually any work on the Arsenal VG fighter family was abandoned, even though more designs were planned, e .g. the VG-40, which mounted a Rolls-Royce Merlin III, and the VG-50, featuring the newer Allison V-1710-39. Neither was built.
Anyway, the finalized VG-38 was an all-modern looking fighter design with elegant lines and a streamlined appearance. Its power came from an inline engine fitted to the front of the fuselage and headed by a large propeller spinner at the center of a three-bladed unit. The cockpit was held over midships with the fuselage tapering to become the tail unit.
The tail featured a rounded vertical tail fin and low-set horizontal planes in a traditional arrangement - all surfaces enlarged for improved high altitude performance.
The monoplane wing assemblies were at the center of the design in the usual way. The pilot's field of view was hampered by the long nose ahead, the wings below and the raised fuselage spine aft, even though the pilot sat under a largely unobstructed canopy utilizing light framing. The canopy opened to starboard.
A large air scoop for the radiator and air intercooler was mounted under the fuselage. As an unusual feature its outlet was located in a dorsal position, behind the cockpit. The undercarriage was of the typical tail-dragger arrangement of the period, retracting inwards. The tail wheel was retractable, too.
Construction was largely of wood which led to a very lightweight design that aided performance and the manufacture process. Unlike other fighters of the 1930s, the VG-38 was well-armed with a 20mm Hispano-Suiza cannon, firing through the propeller hub, complemented by 4 x 7.5mm MAC 1934 series machine guns in the wings, just like the VG-33.
The aircraft never saw combat action in the Battle of France. Its arrival was simply too late to have any effect on the outcome of the German plans. Therefore, with limited production and very limited combat service during the defence of Paris in May 1940, it largely fell into the pages of history with all completed models lost.
Specifications:
Crew: 1
Length: 28.05 ft (8.55 m)
Width: 35.43 ft (10.80 m)
Height: 10.83ft (3.30 m)
Weight: Empty 4,519 lb (2,050 kg), MTOW 5,853 lb (2,655 kg)
Maximum Speed: 398 mph (641 kmh at 10.000m)
Maximum Range: 746 miles (1,200 km)
Service Ceiling: 39,305 ft (12.000 m; 7.458 miles)
Powerplant:
1x Hispano-Suiza 12Y-77 V-12 liquid-cooled inline piston engine
with two Brown-Boveri exhaust turbochargers, developing 1,100 hp (820 kW).
Armament:
1x 20mm Hispano-Suiza HS.404 cannon, firing through the propeller hub
4x 7.5mm MAC 1934 machine guns in the outer wings
The kit and its assembly:
I found the VG-33 fascinating - an obscure and sleek fighter with lots of potential that suffered mainly from bad timing. There are actually VG-33 kits from Azur and Pegasus, but how much more fun is it to create your own interpretation of the historic events, esp. as a submission to a Battle of Britain Group Build at whatifmodelers.com?
I had this project on the whif agenda for a long time, and kept my eyes open for potential models. One day I encountered Amodel's Su-1 and Su-3 kits and was stunned by this aircraft's overall similarity to the VG-33. When I found the real VG-38 description I decided to convert the Su-3 into this elusive French fighter!
The Su-3 was built mainly OOB, it is a nice kit with much detail, even though it needs some work as a short run offering. I kept the odd radiator installation of the Suchoj aircraft, but changed the landing gear from a P-40 style design (retracting backwards and rotating 90°) into a conservative, inward retracting system. I even found forked gear struts in the spares box, from a Fiat G.50. The covers come from a Hawker Hurricane, and the wells were cut out from this pattern, while the rest of the old wells was filled with putty.
Further mods include the cleaned cowling (the Su-3's fuselage-mounted machine guns had to go), while machine guns in the wings were added. The flaps were lowered, too, and the small cockpit canopy cut in two pieces in, for an opened position - a shame you can hardly see anything from the neat interior. Two large antenna masts complete the French style.
Painting and markings:
Again, a rather conservative choice: typical French Air Force colors, in Khaki/Dark Brown/Blue Gray with light blue-gray undersides.
One very inspiring fact about the French tricolor-paint scheme is that no aircraft looked like the other – except for a few types, every aircraft had an individual scheme with more or less complexity or even artistic approach. Even the colors were only vaguely unified: Field mixes were common, as well as mods with other colors that were mixed into the basic three tones!
I settled for a scheme I found on a 1940 Curtiss 75, with clearly defined edges between the paint fields. Anything goes! I used French Khaki, Dark Blue Grey and Light Blue Grey (for the undersides) from Modelmaster's Authentic Enamels range, and Humbrol 170 (Brown Bess) for the Chestnut Brown. Interior surfaces were painted in dark grey (Humbrol 32) while the landing gear well parts of the wings were painted in Aluminum Dope (Humbrol 56).
The decals mainly come from a Hobby Boss Dewoitine D.520, but also from a PrintScale aftermarket sheet and the scrap box.
The kit was slightly weathered with a black ink wash and some dry-painting, more for a dramatic effect than simulating wear and tear, since any aircraft from the VG-33 family would only have had a very short service career.
Well, a travesty whif - and who would expect an obscure Soviet experimental fighter to perform as a lookalike for an even more obscure French experimental fighter? IMHO, it works pretty fine - conservative sould might fair over the spinal radiator outlet and open the dorsal installation, overall both aircraft are very similar in shape, size and layout. :D
The United States Astronaut Hall of Fame, located inside the Kennedy Space Center Visitor Complex Heroes & Legends building on Merritt Island, Florida, honors American astronauts and features the world's largest collection of their personal memorabilia, focusing on those astronauts who have been inducted into the Hall. Exhibits include Wally Schirra's Sigma 7 space capsule from the fifth crewed Mercury mission and the Gemini IX spacecraft flown by Gene Cernan and Thomas P. Stafford in 1966.
In the 1980s, the six then-surviving Mercury Seven astronauts conceived of establishing a place where US space travelers could be remembered and honored, along the lines of halls of fame for other fields. The Mercury Seven Foundation and Astronaut Scholarship Foundation were formed, and have a role in the ongoing operations of the Hall of Fame. The foundation's first executive director was former Associated Press space reporter Howard Benedict.
The Astronaut Hall of Fame was opened on October 29, 1990, by the U.S. Space Camp Foundation, which was the first owner of the facility. It was located next to the Florida branch of Space Camp.
The Hall of Fame closed for several months in 2002 when U.S. Space Camp Foundation's creditors foreclosed on the property due to low attendance and mounting debt. That September, an auction was held and the property was purchased by Delaware North Park Services on behalf of NASA and the property was added to the Kennedy Space Center Visitor Complex. The Hall of Fame re-opened December 14, 2002.
The Hall of Fame, which was originally located just west of the NASA Causeway, closed to the public on November 2, 2015, in preparation for its relocation to the Kennedy Space Center Visitor Complex 6 miles (9.7 km) to the east on Merritt Island. Outside of the original building was a full-scale replica of a Space Shuttle orbiter named Inspiration (originally named "Shuttle To Tomorrow" where visitors could enter and view a program). Inspiration served only as an outdoor, full scale, static display which visitors could not enter. After the Hall of Fame was transferred to the KSC Visitor Complex, Inspiration was acquired by LVX System and was placed in storage at the Shuttle Landing Facility at the Kennedy Space Center; in 2016, the shuttle was loaded on to a barge to be taken for refurbishment before going on an educational tour.
The building was purchased at auction by visitor complex operator Delaware North and renamed the ATX Center, and for a time housed educational programs including Camp Kennedy Space Center and the Astronaut Training Experience. Those programs have since been moved to the KSC Visitor Complex, and as of December 2019, the structure was being offered for lease. In July 2020, Lockheed Martin announced it would lease the building to support work on the NASA Orion crew capsule.
Inductees into the Hall of Fame are selected by a blue ribbon committee of former NASA officials and flight controllers, historians, journalists, and other space authorities (including former astronauts) based on their accomplishments in space or their contributions to the advancement of space exploration. Except for 2002, inductions have been held every year since 2001.
As its inaugural class in 1990, the Hall of Fame inducted the United States' original group of astronauts: the Mercury Seven. In addition to being the first American astronauts, they set several firsts in American spaceflight, both auspicious and tragic. Alan Shepard was the first American in space and later became one of the twelve people to walk on the Moon. John Glenn was the first American to orbit the Earth and after his induction went on, in 1998, to become the oldest man to fly in space, aged 77. Gus Grissom was the first American to fly in space twice and was the commander of the ill-fated Apollo 1, which resulted in the first astronaut deaths directly related to preparation for spaceflight.
Thirteen astronauts from the Gemini and Apollo programs were inducted in the second class of 1993. This class included the first and last humans to walk on the Moon, Neil Armstrong and Eugene Cernan; Ed White, the first American to walk in space (also killed in the Apollo 1 accident); Jim Lovell, commander of the famously near-tragic Apollo 13; and John Young, whose six flights included a moonwalk and command of the first Space Shuttle mission.
The third class was inducted in 1997 and consisted of the 24 additional Apollo, Skylab, and ASTP astronauts. Notable members of the class were Roger Chaffee, the third astronaut killed in the Apollo 1 fire and the only unflown astronaut in the Hall; Harrison Schmitt, the first scientist and next-to-last person to walk on the Moon; and Jack Swigert and Fred Haise, the Apollo 13 crewmembers not previously inducted.
The philosophy regarding the first three groups of inductees was that all astronauts who flew in NASA's "pioneering" programs (which would include Mercury, Gemini, Apollo, Apollo Applications Program (Skylab), and Apollo-Soyuz Test Project) would be included simply by virtue of their participation in a spaceflight in these early programs. The first group (the inaugural class of 1990) would only include the original Mercury astronauts (most of whom would go on to fly in later programs). The second group of inductees would include those astronauts who began their spaceflight careers during Gemini (all of whom would go on to fly in later programs). The third group of inductees would include those astronauts who began their spaceflight careers during Apollo, Skylab, and ASTP (some of whom would go on to fly in the Space Shuttle program). Since it would not be practical (or meaningful) to induct all astronauts who ever flew in space, all subsequent inductees (Space Shuttle program and beyond) are considered based on their accomplishments and contributions to the human spaceflight endeavor which would set them apart from their peers.
Over four dozen astronauts from the Space Shuttle program have been inducted since 2001. Among these are Sally Ride, the first American woman in space; Story Musgrave, who flew six missions in the 1980s and 90s; and Francis Scobee, commander of the ill-fated final Challenger mission.
The 2010 class consisted of Guion Bluford Jr., Kenneth Bowersox, Frank Culbertson and Kathryn Thornton. The 2011 inductees were Karol Bobko and Susan Helms. The 2012 inductees were Franklin Chang-Diaz, Kevin Chilton and Charles Precourt. Bonnie Dunbar, Curt Brown and Eileen Collins were inducted in 2013, and Shannon Lucid and Jerry Ross comprised the 2014 class.
Those inducted in 2015 were John Grunsfeld, Steven Lindsey, Kent Rominger, and Rhea Seddon. In 2016, inductees included Brian Duffy and Scott E. Parazynski. Ellen Ochoa and Michael Foale were announced as the 2017 class of the United States Astronaut Hall of Fame. Scott Altman and Thomas Jones followed in 2018. The 2019 inductees were James Buchli and Janet L. Kavandi.
Michael López-Alegría, Scott Kelly and Pamela Melroy were the 2020 inductees, inducted in a November 2021 ceremony. The 2022 inductees were Christopher Ferguson, David Leestma, and Sandra Magnus. Roy Bridges Jr. and Mark Kelly were the 2023 inductees.
The Hall of Heroes is composed of tributes to the inductees. Among the Hall of Fame's displays is Sigma 7, the Mercury spacecraft piloted by Wally Schirra which orbited the Earth six times in 1962, and the Gemini 9A capsule flown by Gene Cernan and Thomas P. Stafford in 1966. An Astronaut Adventure room includes simulators for use by children.
The spacesuit worn by Gus Grissom during his 1961 Liberty Bell 7 Mercury flight is on display and has been the subject of a dispute between NASA and Grissom's heirs and supporters since 2002. The spacesuit, along with other Grissom artifacts, were loaned to the original owners of the Hall of Fame by the Grissom family when it opened. After the Hall of Fame went into bankruptcy and was taken over by a NASA contractor in 2002, the family requested that all their items be returned. All of the items were returned to Grissom's family except the spacesuit, because both NASA and the Grissoms claim ownership of it. NASA claims Grissom checked out the spacesuit for a show and tell at his son's school, and then never returned it, while the Grissoms claim Gus rescued the spacesuit from a scrap heap.
The John F. Kennedy Space Center (KSC, originally known as the NASA Launch Operations Center), located on Merritt Island, Florida, is one of the National Aeronautics and Space Administration's (NASA) ten field centers. Since December 1968, KSC has been NASA's primary launch center of human spaceflight. Launch operations for the Apollo, Skylab and Space Shuttle programs were carried out from Kennedy Space Center Launch Complex 39 and managed by KSC.[4] Located on the east coast of Florida, KSC is adjacent to Cape Canaveral Space Force Station (CCSFS). The management of the two entities work very closely together, share resources and operate facilities on each other's property.
Though the first Apollo flights and all Project Mercury and Project Gemini flights took off from the then-Cape Canaveral Air Force Station, the launches were managed by KSC and its previous organization, the Launch Operations Directorate. Starting with the fourth Gemini mission, the NASA launch control center in Florida (Mercury Control Center, later the Launch Control Center) began handing off control of the vehicle to the Mission Control Center in Houston, shortly after liftoff; in prior missions it held control throughout the entire mission.
Additionally, the center manages launch of robotic and commercial crew missions and researches food production and In-Situ Resource Utilization for off-Earth exploration. Since 2010, the center has worked to become a multi-user spaceport through industry partnerships, even adding a new launch pad (LC-39C) in 2015.
There are about 700 facilities and buildings grouped across the center's 144,000 acres (580 km2). Among the unique facilities at KSC are the 525-foot (160 m) tall Vehicle Assembly Building for stacking NASA's largest rockets, the Launch Control Center, which conducts space launches at KSC, the Operations and Checkout Building, which houses the astronauts dormitories and suit-up area, a Space Station factory, and a 3-mile (4.8 km) long Shuttle Landing Facility. There is also a Visitor Complex open to the public on site.
Since 1949, the military had been performing launch operations at what would become Cape Canaveral Space Force Station. In December 1959, the Department of Defense transferred 5,000 personnel and the Missile Firing Laboratory to NASA to become the Launch Operations Directorate under NASA's Marshall Space Flight Center.
President John F. Kennedy's 1961 goal of a crewed lunar landing by 1970 required an expansion of launch operations. On July 1, 1962, the Launch Operations Directorate was separated from MSFC to become the Launch Operations Center (LOC). Also, Cape Canaveral was inadequate to host the new launch facility design required for the mammoth 363-foot (111 m) tall, 7,500,000-pound-force (33,000 kN) thrust Saturn V rocket, which would be assembled vertically in a large hangar and transported on a mobile platform to one of several launch pads. Therefore, the decision was made to build a new LOC site located adjacent to Cape Canaveral on Merritt Island.
NASA began land acquisition in 1962, buying title to 131 square miles (340 km2) and negotiating with the state of Florida for an additional 87 square miles (230 km2). The major buildings in KSC's Industrial Area were designed by architect Charles Luckman. Construction began in November 1962, and Kennedy visited the site twice in 1962, and again just a week before his assassination on November 22, 1963.
On November 29, 1963, the facility was given its current name by President Lyndon B. Johnson under Executive Order 11129. Johnson's order joined both the civilian LOC and the military Cape Canaveral station ("the facilities of Station No. 1 of the Atlantic Missile Range") under the designation "John F. Kennedy Space Center", spawning some confusion joining the two in the public mind. NASA Administrator James E. Webb clarified this by issuing a directive stating the Kennedy Space Center name applied only to the LOC, while the Air Force issued a general order renaming the military launch site Cape Kennedy Air Force Station.
Located on Merritt Island, Florida, the center is north-northwest of Cape Canaveral on the Atlantic Ocean, midway between Miami and Jacksonville on Florida's Space Coast, due east of Orlando. It is 34 miles (55 km) long and roughly six miles (9.7 km) wide, covering 219 square miles (570 km2). KSC is a major central Florida tourist destination and is approximately one hour's drive from the Orlando area. The Kennedy Space Center Visitor Complex offers public tours of the center and Cape Canaveral Space Force Station.
The KSC Industrial Area, where many of the center's support facilities are located, is 5 miles (8 km) south of LC-39. It includes the Headquarters Building, the Operations and Checkout Building and the Central Instrumentation Facility. The astronaut crew quarters are in the O&C; before it was completed, the astronaut crew quarters were located in Hangar S[39] at the Cape Canaveral Missile Test Annex (now Cape Canaveral Space Force Station). Located at KSC was the Merritt Island Spaceflight Tracking and Data Network station (MILA), a key radio communications and spacecraft tracking complex.
Facilities at the Kennedy Space Center are directly related to its mission to launch and recover missions. Facilities are available to prepare and maintain spacecraft and payloads for flight. The Headquarters (HQ) Building houses offices for the Center Director, library, film and photo archives, a print shop and security. When the KSC Library first opened, it was part of the Army Ballistic Missile Agency. However, in 1965, the library moved into three separate sections in the newly opened NASA headquarters before eventually becoming a single unit in 1970. The library contains over four million items related to the history and the work at Kennedy. As one of ten NASA center libraries in the country, their collection focuses on engineering, science, and technology. The archives contain planning documents, film reels, and original photographs covering the history of KSC. The library is not open to the public but is available for KSC, Space Force, and Navy employees who work on site. Many of the media items from the collection are digitized and available through NASA's KSC Media Gallery or through their more up-to-date Flickr gallery.
A new Headquarters Building was completed in 2019 as part of the Central Campus consolidation. Groundbreaking began in 2014.
The center operated its own 17-mile (27 km) short-line railroad. This operation was discontinued in 2015, with the sale of its final two locomotives. A third had already been donated to a museum. The line was costing $1.3 million annually to maintain.
The Kennedy Space Center Visitor Complex, operated by Delaware North since 1995, has a variety of exhibits, artifacts, displays and attractions on the history and future of human and robotic spaceflight. Bus tours of KSC originate from here. The complex also includes the separate Apollo/Saturn V Center, north of the VAB and the United States Astronaut Hall of Fame, six miles west near Titusville. There were 1.5 million visitors in 2009. It had some 700 employees.
It was announced on May 29, 2015, that the Astronaut Hall of Fame exhibit would be moved from its current location to another location within the Visitor Complex to make room for an upcoming high-tech attraction entitled "Heroes and Legends". The attraction, designed by Orlando-based design firm Falcon's Treehouse, opened November 11, 2016.
In March 2016, the visitor center unveiled the new location of the iconic countdown clock at the complex's entrance; previously, the clock was located with a flagpole at the press site. The clock was originally built and installed in 1969 and listed with the flagpole in the National Register of Historic Places in January 2000. In 2019, NASA celebrated the 50th anniversary of the Apollo program, and the launch of Apollo 10 on May 18. In summer of 2019, Lunar Module 9 (LM-9) was relocated to the Apollo/Saturn V Center as part of an initiative to rededicate the center and celebrate the 50th anniversary of the Apollo Program.
The John F. Kennedy Space Center (KSC, originally known as the NASA Launch Operations Center), located on Merritt Island, Florida, is one of the National Aeronautics and Space Administration's (NASA) ten field centers. Since December 1968, KSC has been NASA's primary launch center of American spaceflight, research, and technology. Launch operations for the Apollo, Skylab and Space Shuttle programs were carried out from Kennedy Space Center Launch Complex 39 and managed by KSC. Located on the east coast of Florida, KSC is adjacent to Cape Canaveral Space Force Station (CCSFS). The management of the two entities work very closely together, share resources and operate facilities on each other's property.
Though the first Apollo flights and all Project Mercury and Project Gemini flights took off from the then-Cape Canaveral Air Force Station, the launches were managed by KSC and its previous organization, the Launch Operations Directorate. Starting with the fourth Gemini mission, the NASA launch control center in Florida (Mercury Control Center, later the Launch Control Center) began handing off control of the vehicle to the Mission Control Center in Houston, shortly after liftoff; in prior missions it held control throughout the entire mission.
Additionally, the center manages launch of robotic and commercial crew missions and researches food production and in-situ resource utilization for off-Earth exploration. Since 2010, the center has worked to become a multi-user spaceport through industry partnerships, even adding a new launch pad (LC-39C) in 2015.
There are about 700 facilities and buildings grouped throughout the center's 144,000 acres (580 km2). Among the unique facilities at KSC are the 525-foot (160 m) tall Vehicle Assembly Building for stacking NASA's largest rockets, the Launch Control Center, which conducts space launches at KSC, the Operations and Checkout Building, which houses the astronauts dormitories and suit-up area, a Space Station factory, and a 3-mile (4.8 km) long Shuttle Landing Facility. There is also a Visitor Complex on site that is open to the public.
Since 1949, the military had been performing launch operations at what would become Cape Canaveral Space Force Station. In December 1959, the Department of Defense transferred 5,000 personnel and the Missile Firing Laboratory to NASA to become the Launch Operations Directorate under NASA's Marshall Space Flight Center.
President John F. Kennedy's 1961 goal of a crewed lunar landing by 1970 required an expansion of launch operations. On July 1, 1962, the Launch Operations Directorate was separated from MSFC to become the Launch Operations Center (LOC). Also, Cape Canaveral was inadequate to host the new launch facility design required for the mammoth 363-foot (111 m) tall, 7,500,000-pound-force (33,000 kN) thrust Saturn V rocket, which would be assembled vertically in a large hangar and transported on a mobile platform to one of several launch pads. Therefore, the decision was made to build a new LOC site located adjacent to Cape Canaveral on Merritt Island.
NASA began land acquisition in 1962, buying title to 131 square miles (340 km2) and negotiating with the state of Florida for an additional 87 square miles (230 km2). The major buildings in KSC's Industrial Area were designed by architect Charles Luckman. Construction began in November 1962, and Kennedy visited the site twice in 1962, and again just a week before his assassination on November 22, 1963.
On November 29, 1963, the facility was named by President Lyndon B. Johnson under Executive Order 11129. Johnson's order joined both the civilian LOC and the military Cape Canaveral station ("the facilities of Station No. 1 of the Atlantic Missile Range") under the designation "John F. Kennedy Space Center", spawning some confusion joining the two in the public mind. NASA Administrator James E. Webb clarified this by issuing a directive stating the Kennedy Space Center name applied only to the LOC, while the Air Force issued a general order renaming the military launch site Cape Kennedy Air Force Station.
Located on Merritt Island, Florida, the center is north-northwest of Cape Canaveral on the Atlantic Ocean, midway between Miami and Jacksonville on Florida's Space Coast, due east of Orlando. It is 34 miles (55 km) long and roughly six miles (9.7 km) wide, covering 219 square miles (570 km2). KSC is a major central Florida tourist destination and is approximately one hour's drive from the Orlando area. The Kennedy Space Center Visitor Complex offers public tours of the center and Cape Canaveral Space Force Station.
From 1967 through 1973, there were 13 Saturn V launches, including the ten remaining Apollo missions after Apollo 7. The first of two uncrewed flights, Apollo 4 (Apollo-Saturn 501) on November 9, 1967, was also the first rocket launch from KSC. The Saturn V's first crewed launch on December 21, 1968, was Apollo 8's lunar orbiting mission. The next two missions tested the Lunar Module: Apollo 9 (Earth orbit) and Apollo 10 (lunar orbit). Apollo 11, launched from Pad A on July 16, 1969, made the first Moon landing on July 20. The Apollo 11 launch included crewmembers Neil Armstrong, Michael Collins, and Buzz Aldrin, and attracted a record-breaking 650 million television viewers. Apollo 12 followed four months later. From 1970 to 1972, the Apollo program concluded at KSC with the launches of missions 13 through 17.
On May 14, 1973, the last Saturn V launch put the Skylab space station in orbit from Pad 39A. By this time, the Cape Kennedy pads 34 and 37 used for the Saturn IB were decommissioned, so Pad 39B was modified to accommodate the Saturn IB, and used to launch three crewed missions to Skylab that year, as well as the final Apollo spacecraft for the Apollo–Soyuz Test Project in 1975.
As the Space Shuttle was being designed, NASA received proposals for building alternative launch-and-landing sites at locations other than KSC, which demanded study. KSC had important advantages, including its existing facilities; location on the Intracoastal Waterway; and its southern latitude, which gives a velocity advantage to missions launched in easterly near-equatorial orbits. Disadvantages included: its inability to safely launch military missions into polar orbit, since spent boosters would be likely to fall on the Carolinas or Cuba; corrosion from the salt air; and frequent cloudy or stormy weather. Although building a new site at White Sands Missile Range in New Mexico was seriously considered, NASA announced its decision in April 1972 to use KSC for the shuttle. Since the Shuttle could not be landed automatically or by remote control, the launch of Columbia on April 12, 1981 for its first orbital mission STS-1, was NASA's first crewed launch of a vehicle that had not been tested in prior uncrewed launches.
In 1976, the VAB's south parking area was the site of Third Century America, a science and technology display commemorating the U.S. Bicentennial. Concurrent with this event, the U.S. flag was painted on the south side of the VAB. During the late 1970s, LC-39 was reconfigured to support the Space Shuttle. Two Orbiter Processing Facilities were built near the VAB as hangars with a third added in the 1980s.
KSC's 2.9-mile (4.7 km) Shuttle Landing Facility (SLF) was the orbiters' primary end-of-mission landing site, although the first KSC landing did not take place until the tenth flight, when Challenger completed STS-41-B on February 11, 1984; the primary landing site until then was Edwards Air Force Base in California, subsequently used as a backup landing site. The SLF also provided a return-to-launch-site (RTLS) abort option, which was not utilized. The SLF is among the longest runways in the world.
On October 28, 2009, the Ares I-X launch from Pad 39B was the first uncrewed launch from KSC since the Skylab workshop in 1973.
Beginning in 1958, NASA and military worked side by side on robotic mission launches (previously referred to as unmanned), cooperating as they broke ground in the field. In the early 1960s, NASA had as many as two robotic mission launches a month. The frequent number of flights allowed for quick evolution of the vehicles, as engineers gathered data, learned from anomalies and implemented upgrades. In 1963, with the intent of KSC ELV work focusing on the ground support equipment and facilities, a separate Atlas/Centaur organization was formed under NASA's Lewis Center (now Glenn Research Center (GRC)), taking that responsibility from the Launch Operations Center (aka KSC).
Though almost all robotics missions launched from the Cape Canaveral Space Force Station (CCSFS), KSC "oversaw the final assembly and testing of rockets as they arrived at the Cape." In 1965, KSC's Unmanned Launch Operations directorate became responsible for all NASA uncrewed launch operations, including those at Vandenberg Space Force Base. From the 1950s to 1978, KSC chose the rocket and payload processing facilities for all robotic missions launching in the U.S., overseeing their near launch processing and checkout. In addition to government missions, KSC performed this service for commercial and foreign missions also, though non-U.S. government entities provided reimbursement. NASA also funded Cape Canaveral Space Force Station launch pad maintenance and launch vehicle improvements.
All this changed with the Commercial Space Launch Act of 1984, after which NASA only coordinated its own and National Oceanic and Atmospheric Administration (NOAA) ELV launches. Companies were able to "operate their own launch vehicles" and utilize NASA's launch facilities. Payload processing handled by private firms also started to occur outside of KSC. Reagan's 1988 space policy furthered the movement of this work from KSC to commercial companies. That same year, launch complexes on Cape Canaveral Air Force Force Station started transferring from NASA to Air Force Space Command management.
In the 1990s, though KSC was not performing the hands-on ELV work, engineers still maintained an understanding of ELVs and had contracts allowing them insight into the vehicles so they could provide knowledgeable oversight. KSC also worked on ELV research and analysis and the contractors were able to utilize KSC personnel as a resource for technical issues. KSC, with the payload and launch vehicle industries, developed advances in automation of the ELV launch and ground operations to enable competitiveness of U.S. rockets against the global market.
In 1998, the Launch Services Program (LSP) formed at KSC, pulling together programs (and personnel) that already existed at KSC, GRC, Goddard Space Flight Center, and more to manage the launch of NASA and NOAA robotic missions. Cape Canaveral Space Force Station and VAFB are the primary launch sites for LSP missions, though other sites are occasionally used. LSP payloads such as the Mars Science Laboratory have been processed at KSC before being transferred to a launch pad on Cape Canaveral Space Force Station.
On 16 November 2022, at 06:47:44 UTC the Space Launch System (SLS) was launched from Complex 39B as part of the Artemis 1 mission.
As the International Space Station modules design began in the early 1990s, KSC began to work with other NASA centers and international partners to prepare for processing before launch onboard the Space Shuttles. KSC utilized its hands-on experience processing the 22 Spacelab missions in the Operations and Checkout Building to gather expectations of ISS processing. These experiences were incorporated into the design of the Space Station Processing Facility (SSPF), which began construction in 1991. The Space Station Directorate formed in 1996. KSC personnel were embedded at station module factories for insight into their processes.
From 1997 to 2007, KSC planned and performed on the ground integration tests and checkouts of station modules: three Multi-Element Integration Testing (MEIT) sessions and the Integration Systems Test (IST). Numerous issues were found and corrected that would have been difficult to nearly impossible to do on-orbit.
Today KSC continues to process ISS payloads from across the world before launch along with developing its experiments for on orbit. The proposed Lunar Gateway would be manufactured and processed at the Space Station Processing Facility.
The following are current programs and initiatives at Kennedy Space Center:
Commercial Crew Program
Exploration Ground Systems Program
NASA is currently designing the next heavy launch vehicle known as the Space Launch System (SLS) for continuation of human spaceflight.
On December 5, 2014, NASA launched the first uncrewed flight test of the Orion Multi-Purpose Crew Vehicle (MPCV), currently under development to facilitate human exploration of the Moon and Mars.
Launch Services Program
Educational Launch of Nanosatellites (ELaNa)
Research and Technology
Artemis program
Lunar Gateway
International Space Station Payloads
Camp KSC: educational camps for schoolchildren in spring and summer, with a focus on space, aviation and robotics.
The KSC Industrial Area, where many of the center's support facilities are located, is 5 miles (8 km) south of LC-39. It includes the Headquarters Building, the Operations and Checkout Building and the Central Instrumentation Facility. The astronaut crew quarters are in the O&C; before it was completed, the astronaut crew quarters were located in Hangar S at the Cape Canaveral Missile Test Annex (now Cape Canaveral Space Force Station). Located at KSC was the Merritt Island Spaceflight Tracking and Data Network station (MILA), a key radio communications and spacecraft tracking complex.
Facilities at the Kennedy Space Center are directly related to its mission to launch and recover missions. Facilities are available to prepare and maintain spacecraft and payloads for flight. The Headquarters (HQ) Building houses offices for the Center Director, library, film and photo archives, a print shop and security. When the KSC Library first opened, it was part of the Army Ballistic Missile Agency. However, in 1965, the library moved into three separate sections in the newly opened NASA headquarters before eventually becoming a single unit in 1970. The library contains over four million items related to the history and the work at Kennedy. As one of ten NASA center libraries in the country, their collection focuses on engineering, science, and technology. The archives contain planning documents, film reels, and original photographs covering the history of KSC. The library is not open to the public but is available for KSC, Space Force, and Navy employees who work on site. Many of the media items from the collection are digitized and available through NASA's KSC Media Gallery Archived December 6, 2020, at the Wayback Machine or through their more up-to-date Flickr gallery.
A new Headquarters Building was completed in 2019 as part of the Central Campus consolidation. Groundbreaking began in 2014.
The center operated its own 17-mile (27 km) short-line railroad. This operation was discontinued in 2015, with the sale of its final two locomotives. A third had already been donated to a museum. The line was costing $1.3 million annually to maintain.
The Neil Armstrong Operations and Checkout Building (O&C) (previously known as the Manned Spacecraft Operations Building) is a historic site on the U.S. National Register of Historic Places dating back to the 1960s and was used to receive, process, and integrate payloads for the Gemini and Apollo programs, the Skylab program in the 1970s, and for initial segments of the International Space Station through the 1990s. The Apollo and Space Shuttle astronauts would board the astronaut transfer van to launch complex 39 from the O&C building.
The three-story, 457,000-square-foot (42,500 m2) Space Station Processing Facility (SSPF) consists of two enormous processing bays, an airlock, operational control rooms, laboratories, logistics areas and office space for support of non-hazardous Space Station and Shuttle payloads to ISO 14644-1 class 5 standards. Opened in 1994, it is the largest factory building in the KSC industrial area.
The Vertical Processing Facility (VPF) features a 71-by-38-foot (22 by 12 m) door where payloads that are processed in the vertical position are brought in and manipulated with two overhead cranes and a hoist capable of lifting up to 35 short tons (32 t).
The Hypergolic Maintenance and Checkout Area (HMCA) comprises three buildings that are isolated from the rest of the industrial area because of the hazardous materials handled there. Hypergolic-fueled modules that made up the Space Shuttle Orbiter's reaction control system, orbital maneuvering system and auxiliary power units were stored and serviced in the HMCF.
The Multi-Payload Processing Facility is a 19,647 square feet (1,825.3 m2) building used for Orion spacecraft and payload processing.
The Payload Hazardous Servicing Facility (PHSF) contains a 70-by-110-foot (21 by 34 m) service bay, with a 100,000-pound (45,000 kg), 85-foot (26 m) hook height. It also contains a 58-by-80-foot (18 by 24 m) payload airlock. Its temperature is maintained at 70 °F (21 °C).[55]
The Blue Origin rocket manufacturing facility is located immediately south of the KSC visitor complex. Completed in 2019, it serves as the company's factory for the manufacture of New Glenn orbital rockets.
Launch Complex 39 (LC-39) was originally built for the Saturn V, the largest and most powerful operational launch vehicle until the Space Launch System, for the Apollo crewed Moon landing program. Since the end of the Apollo program in 1972, LC-39 has been used to launch every NASA human space flight, including Skylab (1973), the Apollo–Soyuz Test Project (1975), and the Space Shuttle program (1981–2011).
Since December 1968, all launch operations have been conducted from launch pads A and B at LC-39. Both pads are on the ocean, 3 miles (4.8 km) east of the VAB. From 1969 to 1972, LC-39 was the "Moonport" for all six Apollo crewed Moon landing missions using the Saturn V, and was used from 1981 to 2011 for all Space Shuttle launches.
Human missions to the Moon required the large three-stage Saturn V rocket, which was 363 feet (111 meters) tall and 33 feet (10 meters) in diameter. At KSC, Launch Complex 39 was built on Merritt Island to accommodate the new rocket. Construction of the $800 million project began in November 1962. LC-39 pads A and B were completed by October 1965 (planned Pads C, D and E were canceled), the VAB was completed in June 1965, and the infrastructure by late 1966.
The complex includes: the Vehicle Assembly Building (VAB), a 130,000,000 cubic feet (3,700,000 m3) hangar capable of holding four Saturn Vs. The VAB was the largest structure in the world by volume when completed in 1965.
a transporter capable of carrying 5,440 tons along a crawlerway to either of two launch pads;
a 446-foot (136 m) mobile service structure, with three Mobile Launcher Platforms, each containing a fixed launch umbilical tower;
the Launch Control Center; and
a news media facility.
Launch Complex 48 (LC-48) is a multi-user launch site under construction for small launchers and spacecraft. It will be located between Launch Complex 39A and Space Launch Complex 41, with LC-39A to the north and SLC-41 to the south. LC-48 will be constructed as a "clean pad" to support multiple launch systems with differing propellant needs. While initially only planned to have a single pad, the complex is capable of being expanded to two at a later date.
As a part of promoting commercial space industry growth in the area and the overall center as a multi-user spaceport, KSC leases some of its properties. Here are some major examples:
Exploration Park to multiple users (partnership with Space Florida)
Shuttle Landing Facility to Space Florida (who contracts use to private companies)
Orbiter Processing Facility (OPF)-3 to Boeing (for CST-100 Starliner)
Launch Complex 39A, Launch Control Center Firing Room 4 and land for SpaceX's Roberts Road facility (Hanger X) to SpaceX
O&C High Bay to Lockheed Martin (for Orion processing)
Land for FPL's Space Coast Next Generation Solar Energy Center to Florida Power and Light (FPL)
Hypergolic Maintenance Facility (HMF) to United Paradyne Corporation (UPC)
The Kennedy Space Center Visitor Complex, operated by Delaware North since 1995, has a variety of exhibits, artifacts, displays and attractions on the history and future of human and robotic spaceflight. Bus tours of KSC originate from here. The complex also includes the separate Apollo/Saturn V Center, north of the VAB and the United States Astronaut Hall of Fame, six miles west near Titusville. There were 1.5 million visitors in 2009. It had some 700 employees.
It was announced on May 29, 2015, that the Astronaut Hall of Fame exhibit would be moved from its current location to another location within the Visitor Complex to make room for an upcoming high-tech attraction entitled "Heroes and Legends". The attraction, designed by Orlando-based design firm Falcon's Treehouse, opened November 11, 2016.
In March 2016, the visitor center unveiled the new location of the iconic countdown clock at the complex's entrance; previously, the clock was located with a flagpole at the press site. The clock was originally built and installed in 1969 and listed with the flagpole in the National Register of Historic Places in January 2000. In 2019, NASA celebrated the 50th anniversary of the Apollo program, and the launch of Apollo 10 on May 18. In summer of 2019, Lunar Module 9 (LM-9) was relocated to the Apollo/Saturn V Center as part of an initiative to rededicate the center and celebrate the 50th anniversary of the Apollo Program.
Historic locations
NASA lists the following Historic Districts at KSC; each district has multiple associated facilities:
Launch Complex 39: Pad A Historic District
Launch Complex 39: Pad B Historic District
Shuttle Landing Facility (SLF) Area Historic District
Orbiter Processing Historic District
Solid Rocket Booster (SRB) Disassembly and Refurbishment Complex Historic District
NASA KSC Railroad System Historic District
NASA-owned Cape Canaveral Space Force Station Industrial Area Historic District
There are 24 historic properties outside of these historic districts, including the Space Shuttle Atlantis, Vehicle Assembly Building, Crawlerway, and Operations and Checkout Building.[71] KSC has one National Historic Landmark, 78 National Register of Historic Places (NRHP) listed or eligible sites, and 100 Archaeological Sites.
Further information: John F. Kennedy Space Center MPS
Other facilities
The Rotation, Processing and Surge Facility (RPSF) is responsible for the preparation of solid rocket booster segments for transportation to the Vehicle Assembly Building (VAB). The RPSF was built in 1984 to perform SRB operations that had previously been conducted in high bays 2 and 4 of the VAB at the beginning of the Space Shuttle program. It was used until the Space Shuttle's retirement, and will be used in the future by the Space Launch System[75] (SLS) and OmegA rockets.
210616-N-EY938-105 YORKTOWN, Va. (June 16, 2021) Eyeglass lenses are prepared for a coating application during the manufacturing process at Naval Ophthalmic Support and Training Activity (NOSTRA) in Yorktown, Virginia June 16, 2021. NOSTRA is the Department of Defense's premiere manufacturing facility for the Optical Fabrication Enterprise, setting the standard for military medicine in the optical community. The NOSTRA Team consists of more than 210 Military, Civilian and Contract personnel to manufacture quality eyewear for active duty service members, retirees, contractors and public service workers. US Navy photo by Cmdr. Denver Applehans/Released.
* High Modulus Custom Carbon Racing Bicycle Frame
* Italian Bottom Bracket or BB30
* Tapered head tube/fork
* Best Road Bike Available in Formigli Collection
* 20% lighter 27% more rigid than Asiel
MSRP- $5999.99
The Asiel RF is our top of the line, flagship carbon racing frame. It is the result of 20 years of technological advancement, offering superior materials, manufacturing processes, and design. The Asiel RF is hand made with a tapered head tube/fork, BB30 bottom bracket (or Italian thread), and an integrated seat post. This makes for a no-compromises race frame that is unmatched in performance and is 20% lighter and 27% stiffer than the Asiel. A new paint scheme has also been developed to give this high caliber frame a unique and stunning look.
* FRAME Carbon with Carbon drop outs
* FORK Full Carbon Fork 1 1/2 to 1/ 1/8
* HEADSET Integrated *Dedda, Cane Creek or FSA headset included with frame purchase
* BOTTOM BRACKET Italian Thread OR BB30
* SEATPOST Integrated
Availble in one color scheme as shown.
The composite used to build the RF is an IM600 carbon fiber with a tensile strength equal to 48,000 lbs. Utilizing a special nanotechnology, Formigli optimizes the pre-impregnation of epoxy resin into the IM600 carbon fabric resulting in a final product that is 20% lighter and 27% more rigid and responsive than the Asiel.
Geometric Design
The Asiel RF was conceived with the vision to obtain a frame with maximum tensional stiffness. This was achieved through our research in tube design that optimizes the stresses of torque.
Looking at the rear of the frame, you can notice a significant drop in the seat-stays. This solution gave the frame more rigidity in the rear, thus obtaining a greater responsiveness in wheel traction. This drop can be felt especially in the hills and in sprints. It is most noticeable in low gears. Looking at the center of the frame, the bottom of the seat tube near the bottom bracket, the tube has a larger cross-section supporting the weight of the cyclist on a broader base. This gives the frame greater resistance and higher performance under stress.
We decided to build the Asiel RF with an internally integrated seat post with a slight rise of the seat post support and compensating the eventual rise with internal carbon plugs, shaped like the tube. The fork was designed with a tapered steering tube which provides a greater circumference to support the frame, improving the stability of the bike, as well as reducing the vibrations that are formed especially on high speed descents.
Fabric Composition
Layers: 6 layers + 3k cross weave (the upper, visible layer)
Laminate: Layered unidirectional and bidirectional oriented 12k
Resin: Epoxy
Fiber: Polyacrylonitrile (PAN)
Fabric: Preimpregnated fabric yarn (long fiber) molded with a vacuum sealing technique and chemically bonded 120°c.
Mechanical Properties
Tensile Strength: R. 220 Kgmmg
Modulus Elasticity: 38,000 Kgmmg
Fatigue: 100 million cycles/ 1400 MPa maxiumum load
Physical weight of carbon at 18°c is 1.86 kg/ dm3 (30% resin)
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Available at KGS Bikes kgsbikes.com with the added value of our BalancePoint™ positioning system to design your perfect custom bicycle.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the grand scope of World War 2 fighter aircraft there is a little-remembered French design designated the Arsenal "VG-33". The aircraft was born from a rather lengthy line of prototype developments put forth by the company in the years leading up to World War 2 and the VG-33 and its derivatives represented the culmination of this work before the German invasion rendered all further work moot.
The Arsenal de l'Aeronautique company was formed by the French government in 1936 ahead of World War 2. It began operations with dedicated design and development of a fast fighter type until the German conquer of France in 1940 after which the company then focused on engine production after 1945. Then followed a period of design and construction of gliders and missiles before being privatized in 1952 (as SFECMAS). The company then fell under the SNCAN brand label and became "Nord Aviation" in 1955.
The VG-33 was the result of the company's research. Work on a new fast fighter began by Arsenal engineers in 1936 and the line began with the original VG-30 prototype achieving first flight on October 1st, 1938. Named for engineer Vernisse (V) and designer Jean Gaultier (G), the VG-30 showcased a sound design with good performance and speed during the tests, certainly suitable for progression as a military fighter and with future potential.
Development continued into what became the VG-31 which incorporated smaller wings. The VG-32 then followed which returned to the full-sized wings and installed the American Allison V-1710-C15 inline supercharged engine of 1,054 horsepower. The VG-32 then formed the basis of the VG-33 which reverted to a Hispano-Suiza 12Y-31 engine and first flight was in early 1939, months ahead of the German invasion of Poland. Flight testing then spanned into August and serial production of this model was ordered.
The VG-33 was one of the more impressive prewar fighter ventures by the French that included the Dewoitine D.520, understood to be on par with the lead German fighter aircraft of the period - the famous Messerschmitt Bf 109.
Only about forty or so French Arsenal VG-33 fighters were completed before the Fall of France in 1940, with 160 more on order and in different states of completion. Despite the production contract, Arsenal' engineers continued work on the basic design for improved and specialized sub-types. The VG-34 appeared in early 1940 outfitted with the Hispano-Suiza 12Y-45 engine of 935 horsepower, which improved performance at altitude. An uprated engine was installed in VG-35 and VG-36, too. They utilized a Hispano-Suiza 12Y-51 engine of 1,000 horsepower with a revised undercarriage and radiator system.
VG-37 was a long-range version that was not furthered beyond the drawing board, but the VG-38 with a Hispano-Suiza 12Y-77 engine that featured two exhaust turbochargers for improved performance at high altitude, achived pre-production status with a series of about 10 aircraft. These were transferred to GC 1/3 for field trials in early 1940 and actively used in the defence against the German invasion.
The VG-39 ended the line as the last viable prototype model with its drive emerging from a Hispano-Suiza 12Z engine of 1,280 horsepower. A new three-machine-gun wing was installed for a formidable six-gun armament array. This model was also ordered into production as the VG-39bis and was to carry a 1,600 horsepower Hispano-Suiza 12Z-17 engine into service. However, the German invasion eliminated any further progress, and eventually any work on the Arsenal VG fighter family was abandoned, even though more designs were planned, e .g. the VG-40, which mounted a Rolls-Royce Merlin III, and the VG-50, featuring the newer Allison V-1710-39. Neither was built.
Anyway, the finalized VG-38 was an all-modern looking fighter design with elegant lines and a streamlined appearance. Its power came from an inline engine fitted to the front of the fuselage and headed by a large propeller spinner at the center of a three-bladed unit. The cockpit was held over midships with the fuselage tapering to become the tail unit.
The tail featured a rounded vertical tail fin and low-set horizontal planes in a traditional arrangement - all surfaces enlarged for improved high altitude performance.
The monoplane wing assemblies were at the center of the design in the usual way. The pilot's field of view was hampered by the long nose ahead, the wings below and the raised fuselage spine aft, even though the pilot sat under a largely unobstructed canopy utilizing light framing. The canopy opened to starboard.
A large air scoop for the radiator and air intercooler was mounted under the fuselage. As an unusual feature its outlet was located in a dorsal position, behind the cockpit. The undercarriage was of the typical tail-dragger arrangement of the period, retracting inwards. The tail wheel was retractable, too.
Construction was largely of wood which led to a very lightweight design that aided performance and the manufacture process. Unlike other fighters of the 1930s, the VG-38 was well-armed with a 20mm Hispano-Suiza cannon, firing through the propeller hub, complemented by 4 x 7.5mm MAC 1934 series machine guns in the wings, just like the VG-33.
The aircraft never saw combat action in the Battle of France. Its arrival was simply too late to have any effect on the outcome of the German plans. Therefore, with limited production and very limited combat service during the defence of Paris in May 1940, it largely fell into the pages of history with all completed models lost.
Specifications:
Crew: 1
Length: 28.05 ft (8.55 m)
Width: 35.43 ft (10.80 m)
Height: 10.83ft (3.30 m)
Weight: Empty 4,519 lb (2,050 kg), MTOW 5,853 lb (2,655 kg)
Maximum Speed: 398 mph (641 kmh at 10.000m)
Maximum Range: 746 miles (1,200 km)
Service Ceiling: 39,305 ft (12.000 m; 7.458 miles)
Powerplant:
1x Hispano-Suiza 12Y-77 V-12 liquid-cooled inline piston engine
with two Brown-Boveri exhaust turbochargers, developing 1,100 hp (820 kW).
Armament:
1x 20mm Hispano-Suiza HS.404 cannon, firing through the propeller hub
4x 7.5mm MAC 1934 machine guns in the outer wings
The kit and its assembly:
I found the VG-33 fascinating - an obscure and sleek fighter with lots of potential that suffered mainly from bad timing. There are actually VG-33 kits from Azur and Pegasus, but how much more fun is it to create your own interpretation of the historic events, esp. as a submission to a Battle of Britain Group Build at whatifmodelers.com?
I had this project on the whif agenda for a long time, and kept my eyes open for potential models. One day I encountered Amodel's Su-1 and Su-3 kits and was stunned by this aircraft's overall similarity to the VG-33. When I found the real VG-38 description I decided to convert the Su-3 into this elusive French fighter!
The Su-3 was built mainly OOB, it is a nice kit with much detail, even though it needs some work as a short run offering. I kept the odd radiator installation of the Suchoj aircraft, but changed the landing gear from a P-40 style design (retracting backwards and rotating 90°) into a conservative, inward retracting system. I even found forked gear struts in the spares box, from a Fiat G.50. The covers come from a Hawker Hurricane, and the wells were cut out from this pattern, while the rest of the old wells was filled with putty.
Further mods include the cleaned cowling (the Su-3's fuselage-mounted machine guns had to go), while machine guns in the wings were added. The flaps were lowered, too, and the small cockpit canopy cut in two pieces in, for an opened position - a shame you can hardly see anything from the neat interior. Two large antenna masts complete the French style.
Painting and markings:
Again, a rather conservative choice: typical French Air Force colors, in Khaki/Dark Brown/Blue Gray with light blue-gray undersides.
One very inspiring fact about the French tricolor-paint scheme is that no aircraft looked like the other – except for a few types, every aircraft had an individual scheme with more or less complexity or even artistic approach. Even the colors were only vaguely unified: Field mixes were common, as well as mods with other colors that were mixed into the basic three tones!
I settled for a scheme I found on a 1940 Curtiss 75, with clearly defined edges between the paint fields. Anything goes! I used French Khaki, Dark Blue Grey and Light Blue Grey (for the undersides) from Modelmaster's Authentic Enamels range, and Humbrol 170 (Brown Bess) for the Chestnut Brown. Interior surfaces were painted in dark grey (Humbrol 32) while the landing gear well parts of the wings were painted in Aluminum Dope (Humbrol 56).
The decals mainly come from a Hobby Boss Dewoitine D.520, but also from a PrintScale aftermarket sheet and the scrap box.
The kit was slightly weathered with a black ink wash and some dry-painting, more for a dramatic effect than simulating wear and tear, since any aircraft from the VG-33 family would only have had a very short service career.
Well, a travesty whif - and who would expect an obscure Soviet experimental fighter to perform as a lookalike for an even more obscure French experimental fighter? IMHO, it works pretty fine - conservative sould might fair over the spinal radiator outlet and open the dorsal installation, overall both aircraft are very similar in shape, size and layout. :D
Photo of an Intel 40486 microprocessor circuit on a silicon wafer, part way through the manufacturing process.
Lancia Hyena:
Overview:
ManufacturerZagato on Lancia mechanicals
Also calledLancia Delta Zagato Hyena
Production1992–1996
24 made
AssemblyRho, Milan
DesignerMarco Pedracini at Zagato
Body and chassis
ClassSports car
Body style2-door coupé
LayoutTransverse front-engine, four-wheel drive
RelatedLancia Delta Integrale "Evoluzione"
Powertrain
Engine2.0 L I4 (turbocharged petrol)
Transmission5-speed manual
The Lancia Hyena was a 2-door coupé made in small numbers by Italian coachbuilder Zagato on the basis of the Delta HF Integrale "Evoluzione".
History:
The Hyena was born thanks to the initiative of Dutch classic car restorer and collector Paul V.J. Koot, who desired a coupé version of the multiple World Rally Champion HF Integrale. He turned to Zagato, where Hyena was designed in 1990 by Marco Pedracini. A first prototype was introduced at the Brussels Motor Show in January 1992.
Decision was taken to put the Hyena into limited production. Fiat refused to participate in the project supplying bare HF Integrale chassis, which complicated the manufacturing process: the Hyena had to be produced from fully finished HF Integrales, privately purchased at Lancia dealers. Koot's Lusso Service took care of procuring and stripping the donor cars in the Netherlands; they were then sent to Zagato in Milan to have the new body built and for final assembly. All of this made the Hyena very expensive to build and they were sold for around 140,000 Swiss francs or $75,000 (£49,430).
A production run of 75 examples was initially planned, but only 25 Hyenas were completed between 1992 and 1993.
Specifications:
The Zagato bodywork made use of aluminium alloys and composite materials; the interior featured new dashboard, console and door cards made entirely from carbon fibre. Thanks to these weight saving measures the Hyena was some 150 kilograms (330 lb) lighter than the original HF Integrale, about 15% of its overall weight. The two-litre turbo engine was upgraded from 205 to 250 PS (184 kW), and the car could accelerate from 0–100 km in 5.4 seconds.
[Text from Wikipedia]
en.wikipedia.org/wiki/Lancia_Delta#Lancia_Hyena
This miniland-scale Lego Lancia Hyena (1992 - Zagato) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
The Pinewood Derby Kit includes four nails that must be used as axles for the wheels. The nails have a couple of burrs that are left over from the manufacturing process. If left in place, the burrs will rub against the wheels and slow the car down. For a fast car we must file and sand the nails smooth.
Combined container office room with container activities in the current international fashion house design and manufacturing process, can use a single container or multiple containers up and down before and after the combination (2-3 layers can be built). Its high thermal insulation performance of field workers to create a favorable business environment, products widely used in office and home construction sites, industrial buildings, outdoor work areas, the roof of additional facilities and other fields.
1, the whole series of containers suspended the use of light steel structure housing system, the walls covered with wallboard compound EPS insulation. All collapsible panels and accessories package, and installation is simple, suitable for long-haul mass transportation and export shipping. Reference Dimensions: (mm) 6058 * 2438 * 2591 exports into the cabinet size is relatively narrow (5850 * 2300 * 2700). 40-foot container can hold 6-8 sets of container housing.
2, roof, floors, electrical systems completely factory prefabricated, so that on-site installation easy, fast, shorten time to build houses to use the interval.
3, the system makes steel housing with superior resistance to 120km / h speed capabilities; lightweight structure of the housing in the face of such strong seismic fortification intensity of 8 degrees in the earthquake disaster, showing good overall.
4, the housing can be the overall transport, and transport packaging compressible
5, a small amount of site-based production, transported to the site can be used.
6, the housing can be achieved recycling, sustainable use of 20 years, using the process does not produce any construction debris.
7, waterproof roof with structural design, enhanced gas-tight housing, water tightness.
8, housing the factory, according to the practical application, select Add with awning and other decorative accessories.
9, the company could be responsible for installation, instruction or training installation.
Activity room use
1, the construction site of the temporary building products, high demand, such as the project manager's office, residential space, conference rooms, etc.;
2, the construction site by site constraints, can only be installed combination of box-type housing products;
3, field work space; such as: field exploration and construction of mobile offices, dormitories, etc.;
4, the emergency rooms; such as: military mobile command centers, emergency mobile command center, mobile command centers and other relief.
Whole series of houses hanging on the environmental adaptability, ease of installation on site, can be a large number of high-grade requirement as a temporary office, accommodation, kitchen, bathroom and so on.
Market Background
Since reform and opening, China's rapid economic development, large-scale urban construction in progress, this process will continue for 20-30 years. During this period, various fields of industries in the high stage of development, the construction of a large number of permanent buildings, structures and roads and bridges and other transportation facilities during construction and future use of the process requires a lot of temporary buildings and their facilities, Also in the long-term needs of field work, outdoor work in industry, in urgent need, disaster relief, tourism, holiday peak flow when they need to meet the different requirements of the temporary housing. Therefore, all temporary buildings came into being, as time advances, the improvement of working conditions and build a harmonious society, the state of temporary construction safety, application and improvement of living conditions with the high demand.
Room as a temporary construction activities in supporting the use of a number of construction site, at the same time, with the design, manufacturing standards, activities room, safety, comfort and gradually improved, activity room, use the concept gradually recognized by the society, usage increased substantially. Therefore, our activities to maintain a strong long-term housing demand, is expected this process will continue for a long time. At present, temporary construction industries different regions, the greatest demand for housing market activity is the construction industry and urban rail transit construction site temporary buildings, dormitories for workers, offices, canteens and warehouses, many with small northern areas before angle tents set up Jianyi Peng child, then improved to two, three small angle steel and cement board composed of cement board room; south shelter of bamboo shed more; and long-term operating needs of the open field with a container-type multi-activity room. Combination of light steel structure now used more and more housing, building construction site in Beijing to build temporary housing in the amount of light steel structure housing portfolio has increased every year, now account for more than half; construction site in Shenzhen, Guangdong, urban rail transportation construction site of the temporary building housing almost all combinations of light steel structure house.
The high demand and temporary construction increased year by year, is a very big market, but the safety and quality incidents have occurred. In fact, for the Chinese domestic industrialization has not yet started, drawing on international development experience, combined with a variety of market, China needs to guide, how to get business development opportunities will be the industry will face challenges and opportunities.
Read by www.me-space.com
Silver 1oz Ingot .925 Purity Sterling Silver
Sterling silver is an alloy of silver containing 92.5% by mass of silver and 7.5% by mass of other metals, usually copper. The sterling silver standard has a minimum millesimal fineness of 925.
Fine silver, for example 99.9% pure silver, is generally too soft for producing functional objects; therefore, the silver is usually alloyed with copper to give it strength while preserving the ductility and appearance of the precious metal. Other metals can replace the copper, usually with the intention of improving various properties of the basic sterling alloy such as reducing casting porosity, eliminating firescale, and increasing resistance to tarnish. These replacement metals include germanium, zinc and platinum, as well as a variety of other additives, including silicon and boron. Alloys such as argentium silver have appeared in recent decades.
History
Norman silver pennies changed designs every three years. This two-star design (possible origin of the word "sterling"), issued by William the Conqueror, is from 1077-1080.
The sterling alloy originated in continental Europe and was being used for commerce as early as the 12th century in the area that is now northern Germany.
In England the composition of sterling silver was subject to official assay at some date before 1158, during the reign of Henry II, but its purity was probably regulated from centuries earlier, in Saxon times. A piece of sterling silver dating from Henry II's reign was used as a standard in the Trial of the Pyx until it was deposited at the Royal Mint in 1843. It bears the royal stamp ENRI. REX ("King Henry") but this was added later, in the reign of Henry III. The first legal definition of sterling silver appeared in 1275, when a statute of Edward I specified that 12 ounces of silver for coinage should contain 11 ounces 2 1⁄4 pennyweights of silver and 17 3⁄4 pennyweights of alloy, with 20 pennyweights to the Troy ounce.
In Colonial America, sterling silver was used for currency and general goods as well. Between 1634 and 1776, some 500 silversmiths created items in the “New World” ranging from simple buckles to ornate Rococo coffee pots. Although silversmiths of this era were typically familiar with all precious metals, they primarily worked in sterling silver. The colonies lacked an assay office during this time (the first would be established in 1814), so American silversmiths adhered to the standard set by the London Goldsmiths Company: sterling silver consisted of 91.5 - 92.5% by weight silver and 8.5-7.5 wt% copper. Stamping each of their pieces with their personal maker's mark, colonial silversmiths relied upon their own status to guarantee the quality and composition of their products.
Colonial silversmiths used many of the techniques developed by those in Europe. Casting was frequently the first step in manufacturing silver pieces, as silver workers would melt down sterling silver into easily manageable ingots. Occasionally, they would create small components (e.g. teapot legs) by casting silver into iron or graphite molds, but it was rare for an entire piece to be fabricated via casting. Next, silversmiths would forge the ingots into the shapes they desired, often hammering the thinned silver against specially shaped dies to "mass produce" simple shapes like the oval end of a spoon. This process occurred at room temperature, and thus is called “cold-working”.The repeated strikes of the hammer work hardened (sterling) silver, causing it to become brittle and difficult to manipulate. To combat work-hardening, silversmiths would anneal their pieces—heat it to a dull red and then quench it in water--to relieve the stresses in the material and return it to a more ductile state. Hammering required more time than all other silver manufacturing processes, and therefore accounted for the majority of labor costs. Silversmiths would then seam parts together to create incredibly complex and artistic items, sealing the gaps with a solder of 80 wt% silver and 20 wt% bronze. Finally, they would file and polish their work to remove all seams, finishing off with engraving and a maker’s mark.
The American revolutionary Paul Revere was regarded as one of the best silversmiths from this “Golden Age of American Silver.” Following the Revolutionary War, Revere acquired and made use of a silver rolling mill from England. Not only did the rolling mill increase his rate of production—hammering and flattening silver took most of a silversmith’s time—he was able to roll and sell silver of appropriate, uniform thickness to other silversmiths. He retired a wealthy artisan, his success partly due to this strategic investment: although he is celebrated for his beautiful hollowware, Revere made his fortune primarily on low-end goods produced by the mill, such as flatware. With the onset of the first Industrial Revolution, many smiths followed suit and silversmithing as an artistic occupation eventually dwindled.
From about 1840 to 1940 in the United States and Europe, sterling silver cutlery (US: 'flatware') became de rigueur when setting a proper table. There was a marked increase in the number of silver companies that emerged during that period. The height of the silver craze was during the 50-year period from 1870 to 1920. Flatware lines during this period sometimes included up to 100 different types of pieces.
A number of factors converged to make sterling fall out of favor around the time of World War II. The cost of labor rose (sterling pieces were all still mostly handmade, with only the basics being done by machine). Only the wealthy could afford the large number of servants required for fancy dining with ten courses. And changes in aesthetics resulted in people desiring simpler dinnerware that was easier to clean.
As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.
Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.
Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.
Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.
As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.
Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.
Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.
Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.
Selective Laser Melting (SLM) is an additive manufacturing process that can be used for many different applications.
The SLM process starts by numerically slicing a 3D CAD model into a number of finite layers. For each sliced layer a laser scan path is calculated which defines both the boundary contour and some form of fill sequence, often a raster pattern. Each layer is then sequentially recreated by depositing powder layers, one on top of the other, and melting their surface by scanning a laser beam.
The powder is spread uniformly by a wiper. A high power-density fibre laser with a 40µm beam spot size fully melts the pre-deposited powder layer. The melted particles fuse and solidify to form a layer of the component.
For more information please visit www.twi-global.com/technologies/welding-surface-engineeri...
If you wish to use this image each use should be accompanied by the credit line and notice, "Courtesy of TWI Ltd".
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.