"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".

 

A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).

 

Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

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.

 

First flown in 1956 as a Mark F51 for the Royal Danish Air Force. Bought back by Hawkers in 1976 for possible refurbishment and resale which never happened. The airframe eventually appeared at the Tangmere Military Aviation Museum, painted as a 'XF314', before moving to the Front Line Aviation Museum on the Isle of Wight which has since closed. Moving next to Parkhouse Aviation at Wycombe Air Park in 1998 and then again to Brooklands in 2006. Restored to display condition but exhibited in RAF markings as 'XF368' showing the manufacture process involved with the Hunter. On the move again now to a venue in Denmark with the vacated museum space to be filled with the sole Hawker P1121 cockpit, wings and fuselage remains.

What does asbestos look like? To geologist or miner, it might start out something like this.

 

Image depicting mineral ore specimen with a small vein of asbestiform serpentine, also known as chrysotile (white asbestos), within associated rock matrix. In this example, two light-greenish, narrow seams of crystalline chrysotile appear as chatoyant curvy bands within green-colored host stone.

 

Used in thousands of products and material applications, asbestos ore was first mined from geological deposits, then crushed to access the fibrous mineral within the rock. The crushed ore was then further milled and refined to recover asbestos fiber for later addition in material manufacturing processes.

 

Chrysotile material can easily split into countless "fibers", a characteristic somewhat unique to asbestos minerals. However, asbestos fibers can further sub-divide into such small, microscopic particles that they practically become "invisible" and can become airborne. Inhalation exposures to microscopic airborne asbestos particles have been well documented to cause serious respiratory diseases leading to fatalities.

(En) Founded in 1906, the Coking Plant of Anderlues was specialized in the production of coke for industrial use.

 

Coke was obtained by distillation of coal in furnaces and, thanks to its superior fuel coal properties, it was used afterwards to feed the blast furnaces in the steel manufacturing process.

 

Closed and abandoned since 2002, the site has since undergone many losses and damages, not including an important pollution. While some buildings have now been demolished, there are however still some important parts of the former coking plant.

 

Among them, the former coal tower, next to the imposing "battery" of 38 furnaces, where the coke was produced. Besides them, we still can see the administrative buildings, the power station with its cooling tower, and buildings for the by-products, which were obtained by recovering the tar and coal gas. There are also a gasometer north side, the coal tip east side and a settling basin south side.

 

-----------

 

(Fr) Fondées en 1906, les Cokeries d'Anderlues étaient spécialisées dans la fabrication de coke à usage industriel.

 

Le coke était obtenu par distillation de la houille dans des fours et, grâce à ses propriétés combustibles supérieures au charbon, il servait par après à alimenter les hauts-fourneaux dans le processus de fabrication de l'acier.

 

Fermé et laissé à l'abandon depuis 2002, le site a depuis lors subi de nombreuses pertes et dégradations, sans compter la pollution qui y règne. Si certains bâtiments (comme l'ancien lavoir à charbon) ont aujourd'hui été démolis, on retrouve encore toutefois certaines parties importantes de cette ancienne cokerie.

 

Parmi celles-ci, l'ancienne tour à charbon suivie de près par l'imposante "batterie" de 38 fours, où était produit le coke. A côté d'eux, on découvre également les bâtiments administratifs, la centrale électrique avec sa tour de refroidissement, ainsi que les bâtiments des sous-produits, lesquels étaient obtenus par récupération du goudron et du gaz de houille. Et en périphérie, on retrouve un gazomètre côté nord, le terril à l'est et un bassin de décantation côté sud.

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.

 

Grade II listed historic house, now offices, constructed in 1824.

 

"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".

 

A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).

 

Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

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".

  

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".

  

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!

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.

 

"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".

 

A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).

 

Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

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."

Soda Springs (Geyser) is a group of thousands of natural carbonated springs in the area of Soda Springs, Idaho. The springs were a landmark on the Oregon Trail.

 

“Past volcanic activity has shaped the landscape, and the residual geothermal activity has caused the numerous hot bubbling springs that gave it its name. Geothermal activity hundreds of feet below the ground heats water and mixes in carbon dioxide gas. Soda Springs gets its name from the naturally carbonated water. The resulting increased pressure contributes to the number of springs and was the cause of the geyser.”

 

The Oregon Trail passed through Soda Springs. At the time it was known as the "Oasis of Soda Springs". Between Fort Laramie and Fort Boise, Soda Springs was a major landmark Soda Springs is the second oldest settlement in Idaho. Sulphur Springs was the first hot spring that the Oregon Trail immigrants encountered in the soda springs area. Pyramid springs was discovered by fur trappers and pioneers, they discovered the springs by noticing mounds of soda formed rock and clay Johnkirk Townsends said in his diary, “Our encampment on the 8th was near what are called the’White Clay pits,” still on Bear River. The soil is soft chalk, white and tenacious: and in the vicinity are several springs of strong super carbonated water which bubble up with all the activity of artificial fountains. The taste was very agreeable and refreshing, resembling Saratoga water but not so saline. The whole plain to the hills is having depressions on their summits from which once issued streams of water. The extent of these eruptions, at some former period, must have been very great. At about half a mile distant, is an eruptive thermal spring of the temperature of 90 [degrees], and near this is an opening in the earth front which a stream of gas issues without water.”

 

This spring was known for its excellent water quality. Fred J. Kiesel of Ogden Utah heard of the excellent water and set up a bottling plant with W.J. Clark of Butte, MT. The product name was "Idanha." The natural mineral company was incorporated in 1887 and began distributing it around the nation and the globe. The water became so prestigious that it took first place at the Chicago's World Fair in 1893, and again in the World's Fair in Paris, France.

 

On November 30, 1937, a well drilling operation while attempting to build a natural hot springs swimming pool was surprised when it unintentionally released Soda Springs’s famous captive geyser, which surprised everyone by shooting 100 feet into the air. It has been capped and a timer activates it once every hour. The water is approximately 72 degrees Fahrenheit. There is now a park and a visitor center at the site.In addition to its captive geyser, Soda Springs also boasts a man-made lava flow, from the dumping of molten rock left over from Monsanto's phosphate mining and manufacturing process one mile north of the town.

 

en.wikipedia.org/wiki/Soda_Springs_Geyser

 

en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_...

+++ 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

 

+++ 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

 

+++ 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

 

Discovery STO - 70 Ton, Single Stage to Orbit Fixed Wing Aircraft - Space Plane - Hypersonic Plane, U-TBCC / Unified Turbine Based Combined Cycle & Aerospike

 

Iteration 1, Mach 8-10 in amtmosphere, 195ft long, Heavy Lift Single Stage To Orbit Fixed Wing Aircraft. 70 TONS, ie 140,000 LBS, 60 ft X 15ft X 15ft payload bay. Up in the Falcon Heavy and Delta IV class, except not $400 million to launch giant payloads into orbit, but below $250 per lbs, or about $28 million to launch giant payloads, and normalized orbital flight, as normal as a 737 commercial flight. Load up, refuel, take off in an afternoon. I estimate this aircraft would cost about $750 million each for space capable. In atmosphere commercial, roughly $300 million each for a 200 passenger M8-10 (not designed yet)

 

--------------

 

www.ioaircraft.com/hypersonic/ranger.php

 

Drew Blair

www.linkedin.com/in/drew-b-25485312/

 

--------------

 

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.

  

-------------

 

tbcc, glide breaker, fighter plane, hyperonic fighter, stealth fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,

 

Advanced Additive Manufacturing for Hypersonic Aircraft

 

Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.

  

Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.

 

*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.

 

What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.

 

Unified Turbine Based Combined Cycle (U-TBCC)

 

To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5

 

However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.

 

Enhanced Dynamic Cavitation

 

Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.

 

Dynamic Scramjet Ignition Processes

 

For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.

 

Hydrogen vs Kerosene Fuel Sources

 

Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.

 

Conforming High Pressure Tank Technology for CNG and H2.

 

As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.

 

As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).

 

Enhanced Fuel Mixture During Shock Train Interaction

 

Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.

 

Improved Bow Shock Interaction

 

Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.

 

6,000+ Fahrenheit Thermal Resistance

 

To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.

  

*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope

 

Scramjet Propulsion Side Wall Cooling

 

With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.

 

Lower Threshold for Hypersonic Ignition

 

Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.

 

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

 

Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.

 

Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)

 

To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.

 

A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.

The Chancellor Rishi Sunak visits Pall Corporation, a biotech business in Ilfracombe north Devon, where he met staff and toured the manufacturing process

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".

  

Queensbridge, Long Island City, Queens, New York City, New York, United States of America

 

The New York Architectural Terra Cotta Works Building is a unique vestige of one of the most important terra cotta manufacturing concerns in the Northeast. Built in 1892, the building served as the office headquarters of the New York Architectural Terra Cotta Company, New York's only major manufacturer of architectural terra cotta.

 

For some 50 years terra cotta was a major building material in the United States and one which has a significant impact on the shape and form of New York's architecture. The prominently-located headquarters building was calculated to display with great elegance the range and potential of the products manufactured by the company. It is a veritable catalogue of the company's art and the only one of its kind known to survive in the United States.

 

The New York Architectural Terra Cotta Company

 

Although the use of terra cotta in architecture dates back to ancient Greek and Roman times, architectural terra cotta was not generally accepted in the United States until the mid 1870s.

 

Architectural terra cotta gained popularity for its comparative low cost over stone, its ornamental possibilities, and its fireproof properties. Chicago had been the first American city to establish a manufacturing works for terra cotta. The Chicago manufacturer corresponded with J.M. Blashfield, founder of a major terra cotta plant in Stamford, England. As a result, James Taylor, Blashfield's plant superintendent, made contact with the Chicago company and joined the firm in 1870 when it was reorganized as the Chicago Terra Cotta Works.

 

Taylor was engaged as the superintendent, a position he held until 1877. The firm prospered after the fire of 1871, due to increased demand for fireproof building materials. The Chicago Company supplied terra cotta for two influential New York City buildings during Taylor's tenure there: a residence of 1877 on East 36th Street, designed by George C. Post; and the Morse Building (1878), at Nassau and Beekman Streets, the design of Silliman & Farnsworth, in which raised vertical joints were first used to point the masonry. In 1877, the A. Hall & Sons Fire and Bricks Works of Perth Amboy, New Jersey was reorganized to manufacture architectural terra cotta.

 

By 1879, the company was incorporated under the name Perth Amboy Terra Cotta Company, with James Taylor as its superintendent. After serving as superintendent of the Boston Terra Cotta Company from 1880 to 1886, he joined the newly-formed New York Architectural Terra Cotta Company as its superintendent in 1886. Taylor has been called the "father of architectural terra cotta" in the United States.

 

The New York Architectural Terra Cotta Company, which owed much of its success to Taylor's expertise, was established in 1886 by New York real estate magnate Orlando B. Potter, with his son-in-law, attorney Walter Geer. Taylor brought with him Carl Matherson, who had

 

worked with him in Boston and then' in Perth Amboy, to serve as his assistant, .manager, and W.T. McGregor, a celebrated sculptor and modeller, also from the Boston works.

 

The company offices were set up in the Potter Building at 38 Park Row. A six-story manufacturing building on the waterfront in the once rural Ravenswood area of Queens (now Long Island City), was built en the site of the Wallach estate.

 

The architect was Clarence B. Cutler of Troy, New York. The first kiln was set in operation at the works on April 29, 1886. The cellar of. the new factory contained clay pits, an engine, and machinery for burning clay.

 

The ground floor had kilns and offices. The second floor had a showroom , and molding rooms were located on the third and fourth floors. The top floor has a room: and modelling studios. The old Wallach mansion was used, for showrooms and offices. This manufacturing site was considered the most up-to-date in the area.

 

The community eagerly welcomed the .New York Architectural Terra Cotta Company, a new. industry which brought many skilled workers to the area. Less than three months after operations began, on a Saturday. evening (July 17, 1886), a fire swept through the plant and destroyed all but a portion of the walls. However, the fire had been so successful even in this short period of time that an additional 100 men had been hired to join the force of 150 at the manufacturing works.

 

Taylor announced that, "we shall rebuild without a moment's delay," and the management erected temporary sheds and set workers about filling orders .

 

After the fire the kilns were found with their contents preserved, and the boilers were salvaged. As a result of the loss of power, clay was prepared manually. By October of 1886, the plant, with a new automatic sprinkler system, was rebuilt, and a new dock was in place.

 

Four kilns were in use (one more than before the fire). The offices were moved from the Wallach mansion to the newly rebuilt manufacturing works, while Taylor and his family, who had previously resided in New Jersey, moved into the mansion.

 

The Long Island City community hailed this successful effort to continue manufacturing under emergency circumstances and to rise "Phoenix-like" from the ashes.'

 

The Manufacture and use of Architectural Terra Cotta

 

Architectural terra cotta was used in conjunction with brick to highlight and emphasize architectural detail. Beginning in the 1890s, it was also used for exterior cladding over steel-frame structures.

 

It gained popularity for several reasons. The material has -he-unique capability of achieving a variety of tints and contrasts. Its plasticity allows for artistic versatility, "it also allows architects to view actual full-sized details through various stages of design before final placement on a building. Taylor praised architectural terra cotta as a "recognized building materiel, having its own quality and purpose ...not an imitation of stone, or iron or wood.

 

The material or architectural terra cotta is burnt clay that derives its color from the constituent elements remaining after firing. The selection of raw material in the process of manufacturing architectural terra cotta is integral to the success of the endeavor, as each shade and tint calls for the mixing of clays from different localities.

 

The New York Architectural Terra Cotta Company used clays from northern and central New Jersey, and occasionally from other parts of the country. As related by Walter Geer in his 1891 pamphlet on terra cotta, the clay, after being mined, had to be properly seasoned before it was delivered to the factory.

 

Once received from the docks, it was crushed and ground or washed, then mixed with grit, and water. The clay was then piled in layers, each quality being in a separate layer, to attain as many as twelve strata. Perpendicular cuts were then taken from this mass, which was again tempered in pug mills or with rollers which mixed all the ingredients.

 

It was then formed into small cakes and sent to molding rooms. Using the architect's specifications, architectural details were formed into full-sized molds of plaster and clay in the modelling and molding rooms. When the molds were dried, they were sent to the pressing department where clay was pressed into molds, and when partially dry, the work was turned out on the floor. It was here that the carver or modeller would follow the often intricate tracing of the architect's designs to fit and trim each piece.

 

This stage required great precision, as only the joints could be chiselled down or trimmed to secure a proper fit after firing. The work was then placed on the drying floor and loaded into kilns, where it remained for seven days for burning and cooling. For practical reasons 'of manufacture and final installation, terra-cotta elements had to be of a size that would allow rot installation by no more than two workers. Large-scale designs were therefore created in segments,, carefully designed to fit into an integrated ensemble.

 

The New York Architectural Terra Cotta Company had a photographic department to reproduce architect's plans. Copies of the plans were, provided to every department head, to enable him to paint out in colored inks each portion of the work as it progressed.

 

These records were preserved in order to duplicate orders years hence, as well as to keep a graphic record of the progress of each item.

 

The facilities of the New York Architectural Terra Cotta Company were the largest of their kind in the country and were built, specifically for the manufacture of architectural terra cotta. In his 1891 pamphlet on terra cotta, Walter Geer noted that the company catalogue illustrated "the wonderful range of uses and diverse styles of design of which terra cotta, is capable." The company kept in stock a large assortment of molded brick, and details, of every kind, including chimney pots, wall copings, panels, tiles, moldings, sills, jambs, lintels, brackets, corbels, etc. for national sale. Thus an architect or builder had the option of ordering stock pieces or placing a special order.

 

Taylor noted the role of architects themselves in fostering the development of architectural terra cotta:

 

Having no precedent-, they made all kinds of demands, such as had not hithertofore been required or expected; but these very requirements have tended to lead the makers into new channels, which have produced successful results in regard to color, ornamentation, construction, and surface treatment, so that now there is no reasonable doubt that architectural terra cotta as it is designee and made and used in America is far better in many respects than the best products of European factories.

 

With its increasing popularity due in large part to its versatility, the material was being used in a majority of the masonry buildings constructed in New York by the turn of the. century.

 

The New York Architectural Terra Cotta Company supplied terra cotta for a host of prominent architects and numerous buildings. By 1891, the company had filled contracts in fifteen states as well as Canada. Some of the New York projects for which the company supplied terra cotta were: the Lincoln Building (1886), R.H. Robertson; the Corbin Building (1888). Francis K. Kimball; the Schermerhom Building (1889), H.J. Hardenbergh; the Old Grolier Club (1890), Charles V. Romeyn.; the Montauk Club (1891), Francis K. Kimball; Carnegie Hall (1891), William B. Tuthill; All Saints Church (1891), Renwich, Aspinwall L Russell; and the Ansonia Hotel (1904), Paul E.M. Duboy.

 

Through Walter Geer's writings, the company also made a significant contribution to the documentation of the material, itself. In 1891. Geer published Terra-Cotta in. Architecture and in 1920, he wrote The Story of Terra-Cotta.

 

The New York Architectural Terra Cotta Works Building

 

By 1892, with the growth of the company, a need was evidently felt for an, office facility-separate from the manufacturing plant, and the headquarters building was constructed. The New York Architectural Terra Cotta Works. Building is a fanciful, two-story structure that displays in its construction at: exuberant use of brick and terra cotta. Placed at the Easternmost end of the nearly two-acre site with a frontage of over 200 feet on the East River. the head-quarters building stood against a backdrop of the company's entire manufacturing, warehouse and shipping operation when built in 1892.

 

The entire complex was decs surrounded to the north, south and east by brick walls. All that remains on the site are a much-altered trick warehouse and segments of the brick walls which curve inward to reveal the mansion-like headquarters building.

 

The building, combining elements of the Renaissance and Tudor Revival styles in its design is rectangular in plan, with its longer sides running parallel to Vernon Boulevard.

 

The principal facade faces east, and has two entries of equal size at its north and south end. The gable ends of the roof terminate in stepped parapet;- with pyramidally-shaped coping stones of beige terra cotta.

 

The peaked roof is sheathed in semi-circular pantiles which have the appearance of slate shingles. It is pierced by the two chimneys, one at its southern end,-- and one atop a semi-circular projecting bay, placed slightly off-center toward the southern end of the facade. This bay has a conical roof, and its chimney flue, have Tudor Revival chimney pots, identical to those featured in the company's catalogue offerings.

 

The major facade elements stand out from the wall which is faced with light brown brick. To the south of the semi-circular bay are two windows each at the first and second stories.

 

To the north of the bay are four windows at the first story and three at the second story. A belt course of terra-cotta ornament in a Vitruvian scroll pattern runs the length of the entire facade, just below the level of the lintels of the first, story windows.

 

The flush window lintels, molded in beige, terra cotta, have drip moldings with foliate ornament on the keystones and ends. The sills, also of beige terra cotta, project slightly and have foliate patterns at their bases.

 

The entrances at either of the facade are approached by steps of beige terra cotta. Both entryways contain wood-panelled doors, and the doorways are flanked by pilasters with composite capitals and northern Renaissance-derived panel carvings with paired figures.

 

The pilasters support friezes of intricate leaf patterns, the design of which conceals masks to achieve a trompe l'oeil effect. The coronas have modified egg and dart motifs.

 

The southernmost entry carries the former street address (401 Vernon Boulevard; of the company on the frieze directly above it.

 

The frieze on the corresponding doorway of the north entry reads "Office." The focal point of the main facade is the asymmetrically Placed curved projecting bay. Its north and south side have windows which match in detail the trim of the other windows of the facade. The bay itself is faced with a darker, rock faced brick.

 

The center of the bay bears a rectangular plaque, giving the name of the company "Now York Architectural Terra. Cotta Works," in flowing letters, executed in relief against a terra-cotta background. The plaque, which approximates the size of the windows, is slightly recessed from the surface of the brick around it.

 

This plaque is flanked by fluted pilasters with composite capitals. The pilasters support a frieze in trompe l'oeiI design of leaves and masks which matches those of the entries, and is capped by a pediment. Centered above, at the second story level, is another smaller plaque, bearing "Anno Domini 1892" in a flowing scroll-like form, framed by an egg and dart trim.

 

A band of cast terra cotta with a foliate design runs the length of the facade, just below the roof line. Foliate consoles at the south and north ends of the facade intersect the stepped parapets.

 

The north elevation is partially obscured by a one-story addition, and the lower section of the southern elevation is obscured by a small, one-story shed.

 

The north facade has a central, circular window with two smaller openings flanking it. The west elevation which faced una factory, has a fenestration pattern matching that of the front facade, although its lintels and sills are of a more utilitarian design. The roof band is similar.

 

Conclusion

 

By 1915 the company was the fourth largest employer in Long Island City. The terra cotta company's business prospered into the 1920s when it acquired a second manufacturing site in Old Bridge, New Jersey, allowing for direct access to clay deposits. Shipments of 400 tons per barge were made twice weekly to Long Island City works from the Cheesquake, New Jersey area.) Walter Geer, Jr., the son of Walter Geer, continued the family involvement in the company until it went bankrupt in 1928-29.

 

Richard Dalton, who had beer, the president of the New York Architectural Terra Cotta Company from 1919 to 1928, formed the Eastern Terra Cotta Company in 1931, This company, combining the facilities of the New York and New Jersey companies, produced architectural terra cotta for New York's recreational facilities under the administration of Robert Moses and his architect Aymar Embury II in the 1930s.

 

Business continued into the mid-1940s. After its closing, Mr. Dalton used the headquarters building for his own construction company's offices until his death in 1968.

 

In 1968, the Helton family sold the building and property to Citibank. In 1976 the manufacturing works buildings were demolished.

 

Today only the New York Architectural Terra Cotta Works Building survives as a symbol of the material and industry which transformed the construction profession in the late 19th century. Built at a time when terra cotta was enjoying an unparalleled popularity, the building was a showpiece for the company and a major example of the quality and range of the company's products. As the headquarters of New York City's only major terra cotta manufacturer, it has special significance in the history of architecture and construction and is one of this country's few tangible links with this important manufacturing process.

 

- From the 1982 NYCLPC Landmark Designation Report

Image depicting mineral ore specimen with many narrow veins of asbestiform serpentine, also known as chrysotile (white asbestos), within associated rock matrix. In this example, several seams of crystalline chrysotile show reflective characteristics and become more visible at certain angles to light source.

 

Used in thousands of products and material applications, the asbestos ore was first mined from geological deposits, then crushed to access the fibrous mineral within the rock. The crushed ore was then further milled and refined to recover asbestos fiber for later addition in material manufacturing processes.

 

Chrysotile material can easily split into countless "fibers", a characteristic somewhat unique to asbestos minerals. However, asbestos fibers can further sub-divide into such small, microscopic particles that they practically become "invisible" and can become airborne. Inhalation exposures to microscopic airborne asbestos particles have been well documented to cause serious respiratory diseases leading to fatalities.

DigiCrafted

  

How can traditional textile craft soften the digital aesthetic of 3D printed textiles ?

 

New advances in 3D printing technology allow for the design of complex geometry and structures that would be impossible to produce with traditional manufacturing processes. Such technology promotes a rather homogeneous digital aesthetic. This is especially true for 3D printed textiles, often developed with an engineering approach rather than textile design perspective.

 

The aim of this project is to explore the yet undefined space where traditional textiles and additive technologies are combined; using traditional craft techniques. This introduces a new visual language that challenges and softens the digital aesthetic associated with 3D printed surfaces.

 

Combining labour-intensive needlecraft and textile manipulation techniques with 3-D printed elements, Digicrafted looks into new design possibilities for hybrid design connecting the digital and the handmade.

  

www.postextiles.com

www.lauramartinez.co.uk

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".

  

The National Flag of India is a horizontal rectangular tricolour of deep saffron, white and India green; with the Ashoka Chakra, a 24-spoke wheel, in blue at its centre. It was adopted in its present form during a meeting of the Constituent Assembly held on 22 July 1947, when it became the official flag of the Dominion of India. The flag was subsequently retained as that of the Republic of India. In India, the term "tricolour" (Hindi: तिरंगा, Tirangā) almost always refers to the Indian national flag. The flag is based on the Swaraj flag, a flag of the Indian National Congress designed by Pingali Venkayya.

 

The flag, by law, is to be made of khadi, a special type of hand-spun cloth of cotton or silk made popular by Mahatma Gandhi. The manufacturing process and specifications for the flag are laid out by the Bureau of Indian Standards. The right to manufacture the flag is held by the Khadi Development and Village Industries Commission, who allocate it to the regional groups. As of 2009, the Karnataka Khadi Gramodyoga Samyukta Sangha was the sole manufacturer of the flag.

 

Usage of the flag is governed by the Flag Code of India and other laws relating to the national emblems. The original code prohibited use of the flag by private citizens except on national days such as the Independence day and the Republic Day. In 2002, on hearing an appeal from a private citizen, Naveen Jindal, the Supreme Court of India directed the Government of India to amend the code to allow flag usage by private citizens. Subsequently, the Union Cabinet of India amended the code to allow limited usage. The code was amended once more in 2005 to allow some additional use including adaptations on certain forms of clothing. The flag code also governs the protocol of flying the flag and its use in conjunction with other national and non-national flags.

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.

Shimano has released only 1000 of these sets to North America. If you are a collector or someone that just likes the best, than this is for you. This group is almost too beautiful to put on your bike.

 

The Dura-Ace name speaks for itself. You can feel the quality and see the attention to detail when you hold the parts. It is quality that has made Dura-Ace successful for 25 years.

 

The shifts are very fast and accurate with a smooth action. The refined dual pivot brakes stop on a dime even in wet conditions. The bearings of the bottom bracket and hubs are smooth. The new SPDR pedal locks your foot to the pedal better than anything we have tried.

 

The components are based on the 1999 Dura-Ace 7700 series components, but there are significant differences. Component surfaces have been hand polished to a mirror like finish and more titanium hardware is used throughout the group. Each components is also identified with a special 25th Anniversary emblem. Detailed specifications are provided with the group.

 

The components are packaged in ready-to-display condition in a handsome aluminum presentation case which also provides ample protection for long term storage. The package also includes a book which details the history of the group, briefly explains the manufacturing process, and provides comments from the people who have been closely involved with Dura-Ace over the years.

 

When Dura-Ace first appeared in Europe, cycling enthusiasts thought there was little chance a Japanese component maker could make inroads into the conservative and tradition-bound sport of professional bicycle racing. Much to everyone’s surprise, Shimano’s commitment to quality, innovative engineering, and attention to the needs of racing cyclists resulted in Dura-Ace becoming a very popular and well respected component group. It is estimated that more than 60 percent of high-end road racers are now riding Dura-Ace.

 

The dependability and functionality of the components are integral to the performance of the racing bicycle and the athlete riding it. Dura-Ace is designed to create a highly efficient link between the racer and the bicycle. It’s an interface that allows racing cyclists to concentrate more on the race, and less on controlling the bicycle. As a result, Dura-Ace is now recognized by road racers and cycling enthusiasts around the world as the performance standard for racing components.

* 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)

 

----------

 

Available at KGS Bikes kgsbikes.com with the added value of our BalancePoint™ positioning system to design your perfect custom bicycle.

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.

 

Grade II listed historic house, now offices, constructed in 1824.

 

"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".

 

A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).

 

Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

Queensbridge, Long Island City, Queens, New York City, New York, United States of America

 

The New York Architectural Terra Cotta Works Building is a unique vestige of one of the most important terra cotta manufacturing concerns in the Northeast. Built in 1892, the building served as the office headquarters of the New York Architectural Terra Cotta Company, New York's only major manufacturer of architectural terra cotta.

 

For some 50 years terra cotta was a major building material in the United States and one which has a significant impact on the shape and form of New York's architecture. The prominently-located headquarters building was calculated to display with great elegance the range and potential of the products manufactured by the company. It is a veritable catalogue of the company's art and the only one of its kind known to survive in the United States.

 

The New York Architectural Terra Cotta Company

 

Although the use of terra cotta in architecture dates back to ancient Greek and Roman times, architectural terra cotta was not generally accepted in the United States until the mid 1870s.

 

Architectural terra cotta gained popularity for its comparative low cost over stone, its ornamental possibilities, and its fireproof properties. Chicago had been the first American city to establish a manufacturing works for terra cotta. The Chicago manufacturer corresponded with J.M. Blashfield, founder of a major terra cotta plant in Stamford, England. As a result, James Taylor, Blashfield's plant superintendent, made contact with the Chicago company and joined the firm in 1870 when it was reorganized as the Chicago Terra Cotta Works.

 

Taylor was engaged as the superintendent, a position he held until 1877. The firm prospered after the fire of 1871, due to increased demand for fireproof building materials. The Chicago Company supplied terra cotta for two influential New York City buildings during Taylor's tenure there: a residence of 1877 on East 36th Street, designed by George C. Post; and the Morse Building (1878), at Nassau and Beekman Streets, the design of Silliman & Farnsworth, in which raised vertical joints were first used to point the masonry. In 1877, the A. Hall & Sons Fire and Bricks Works of Perth Amboy, New Jersey was reorganized to manufacture architectural terra cotta.

 

By 1879, the company was incorporated under the name Perth Amboy Terra Cotta Company, with James Taylor as its superintendent. After serving as superintendent of the Boston Terra Cotta Company from 1880 to 1886, he joined the newly-formed New York Architectural Terra Cotta Company as its superintendent in 1886. Taylor has been called the "father of architectural terra cotta" in the United States.

 

The New York Architectural Terra Cotta Company, which owed much of its success to Taylor's expertise, was established in 1886 by New York real estate magnate Orlando B. Potter, with his son-in-law, attorney Walter Geer. Taylor brought with him Carl Matherson, who had

 

worked with him in Boston and then' in Perth Amboy, to serve as his assistant, .manager, and W.T. McGregor, a celebrated sculptor and modeller, also from the Boston works.

 

The company offices were set up in the Potter Building at 38 Park Row. A six-story manufacturing building on the waterfront in the once rural Ravenswood area of Queens (now Long Island City), was built en the site of the Wallach estate.

 

The architect was Clarence B. Cutler of Troy, New York. The first kiln was set in operation at the works on April 29, 1886. The cellar of. the new factory contained clay pits, an engine, and machinery for burning clay.

 

The ground floor had kilns and offices. The second floor had a showroom , and molding rooms were located on the third and fourth floors. The top floor has a room: and modelling studios. The old Wallach mansion was used, for showrooms and offices. This manufacturing site was considered the most up-to-date in the area.

 

The community eagerly welcomed the .New York Architectural Terra Cotta Company, a new. industry which brought many skilled workers to the area. Less than three months after operations began, on a Saturday. evening (July 17, 1886), a fire swept through the plant and destroyed all but a portion of the walls. However, the fire had been so successful even in this short period of time that an additional 100 men had been hired to join the force of 150 at the manufacturing works.

 

Taylor announced that, "we shall rebuild without a moment's delay," and the management erected temporary sheds and set workers about filling orders .

 

After the fire the kilns were found with their contents preserved, and the boilers were salvaged. As a result of the loss of power, clay was prepared manually. By October of 1886, the plant, with a new automatic sprinkler system, was rebuilt, and a new dock was in place.

 

Four kilns were in use (one more than before the fire). The offices were moved from the Wallach mansion to the newly rebuilt manufacturing works, while Taylor and his family, who had previously resided in New Jersey, moved into the mansion.

 

The Long Island City community hailed this successful effort to continue manufacturing under emergency circumstances and to rise "Phoenix-like" from the ashes.'

 

The Manufacture and use of Architectural Terra Cotta

 

Architectural terra cotta was used in conjunction with brick to highlight and emphasize architectural detail. Beginning in the 1890s, it was also used for exterior cladding over steel-frame structures.

 

It gained popularity for several reasons. The material has -he-unique capability of achieving a variety of tints and contrasts. Its plasticity allows for artistic versatility, "it also allows architects to view actual full-sized details through various stages of design before final placement on a building. Taylor praised architectural terra cotta as a "recognized building materiel, having its own quality and purpose ...not an imitation of stone, or iron or wood.

 

The material or architectural terra cotta is burnt clay that derives its color from the constituent elements remaining after firing. The selection of raw material in the process of manufacturing architectural terra cotta is integral to the success of the endeavor, as each shade and tint calls for the mixing of clays from different localities.

 

The New York Architectural Terra Cotta Company used clays from northern and central New Jersey, and occasionally from other parts of the country. As related by Walter Geer in his 1891 pamphlet on terra cotta, the clay, after being mined, had to be properly seasoned before it was delivered to the factory.

 

Once received from the docks, it was crushed and ground or washed, then mixed with grit, and water. The clay was then piled in layers, each quality being in a separate layer, to attain as many as twelve strata. Perpendicular cuts were then taken from this mass, which was again tempered in pug mills or with rollers which mixed all the ingredients.

 

It was then formed into small cakes and sent to molding rooms. Using the architect's specifications, architectural details were formed into full-sized molds of plaster and clay in the modelling and molding rooms. When the molds were dried, they were sent to the pressing department where clay was pressed into molds, and when partially dry, the work was turned out on the floor. It was here that the carver or modeller would follow the often intricate tracing of the architect's designs to fit and trim each piece.

 

This stage required great precision, as only the joints could be chiselled down or trimmed to secure a proper fit after firing. The work was then placed on the drying floor and loaded into kilns, where it remained for seven days for burning and cooling. For practical reasons 'of manufacture and final installation, terra-cotta elements had to be of a size that would allow rot installation by no more than two workers. Large-scale designs were therefore created in segments,, carefully designed to fit into an integrated ensemble.

 

The New York Architectural Terra Cotta Company had a photographic department to reproduce architect's plans. Copies of the plans were, provided to every department head, to enable him to paint out in colored inks each portion of the work as it progressed.

 

These records were preserved in order to duplicate orders years hence, as well as to keep a graphic record of the progress of each item.

 

The facilities of the New York Architectural Terra Cotta Company were the largest of their kind in the country and were built, specifically for the manufacture of architectural terra cotta. In his 1891 pamphlet on terra cotta, Walter Geer noted that the company catalogue illustrated "the wonderful range of uses and diverse styles of design of which terra cotta, is capable." The company kept in stock a large assortment of molded brick, and details, of every kind, including chimney pots, wall copings, panels, tiles, moldings, sills, jambs, lintels, brackets, corbels, etc. for national sale. Thus an architect or builder had the option of ordering stock pieces or placing a special order.

 

Taylor noted the role of architects themselves in fostering the development of architectural terra cotta:

 

Having no precedent-, they made all kinds of demands, such as had not hithertofore been required or expected; but these very requirements have tended to lead the makers into new channels, which have produced successful results in regard to color, ornamentation, construction, and surface treatment, so that now there is no reasonable doubt that architectural terra cotta as it is designee and made and used in America is far better in many respects than the best products of European factories.

 

With its increasing popularity due in large part to its versatility, the material was being used in a majority of the masonry buildings constructed in New York by the turn of the. century.

 

The New York Architectural Terra Cotta Company supplied terra cotta for a host of prominent architects and numerous buildings. By 1891, the company had filled contracts in fifteen states as well as Canada. Some of the New York projects for which the company supplied terra cotta were: the Lincoln Building (1886), R.H. Robertson; the Corbin Building (1888). Francis K. Kimball; the Schermerhom Building (1889), H.J. Hardenbergh; the Old Grolier Club (1890), Charles V. Romeyn.; the Montauk Club (1891), Francis K. Kimball; Carnegie Hall (1891), William B. Tuthill; All Saints Church (1891), Renwich, Aspinwall L Russell; and the Ansonia Hotel (1904), Paul E.M. Duboy.

 

Through Walter Geer's writings, the company also made a significant contribution to the documentation of the material, itself. In 1891. Geer published Terra-Cotta in. Architecture and in 1920, he wrote The Story of Terra-Cotta.

 

The New York Architectural Terra Cotta Works Building

 

By 1892, with the growth of the company, a need was evidently felt for an, office facility-separate from the manufacturing plant, and the headquarters building was constructed. The New York Architectural Terra Cotta Works. Building is a fanciful, two-story structure that displays in its construction at: exuberant use of brick and terra cotta. Placed at the Easternmost end of the nearly two-acre site with a frontage of over 200 feet on the East River. the head-quarters building stood against a backdrop of the company's entire manufacturing, warehouse and shipping operation when built in 1892.

 

The entire complex was decs surrounded to the north, south and east by brick walls. All that remains on the site are a much-altered trick warehouse and segments of the brick walls which curve inward to reveal the mansion-like headquarters building.

 

The building, combining elements of the Renaissance and Tudor Revival styles in its design is rectangular in plan, with its longer sides running parallel to Vernon Boulevard.

 

The principal facade faces east, and has two entries of equal size at its north and south end. The gable ends of the roof terminate in stepped parapet;- with pyramidally-shaped coping stones of beige terra cotta.

 

The peaked roof is sheathed in semi-circular pantiles which have the appearance of slate shingles. It is pierced by the two chimneys, one at its southern end,-- and one atop a semi-circular projecting bay, placed slightly off-center toward the southern end of the facade. This bay has a conical roof, and its chimney flue, have Tudor Revival chimney pots, identical to those featured in the company's catalogue offerings.

 

The major facade elements stand out from the wall which is faced with light brown brick. To the south of the semi-circular bay are two windows each at the first and second stories.

 

To the north of the bay are four windows at the first story and three at the second story. A belt course of terra-cotta ornament in a Vitruvian scroll pattern runs the length of the entire facade, just below the level of the lintels of the first, story windows.

 

The flush window lintels, molded in beige, terra cotta, have drip moldings with foliate ornament on the keystones and ends. The sills, also of beige terra cotta, project slightly and have foliate patterns at their bases.

 

The entrances at either of the facade are approached by steps of beige terra cotta. Both entryways contain wood-panelled doors, and the doorways are flanked by pilasters with composite capitals and northern Renaissance-derived panel carvings with paired figures.

 

The pilasters support friezes of intricate leaf patterns, the design of which conceals masks to achieve a trompe l'oeil effect. The coronas have modified egg and dart motifs.

 

The southernmost entry carries the former street address (401 Vernon Boulevard; of the company on the frieze directly above it.

 

The frieze on the corresponding doorway of the north entry reads "Office." The focal point of the main facade is the asymmetrically Placed curved projecting bay. Its north and south side have windows which match in detail the trim of the other windows of the facade. The bay itself is faced with a darker, rock faced brick.

 

The center of the bay bears a rectangular plaque, giving the name of the company "Now York Architectural Terra. Cotta Works," in flowing letters, executed in relief against a terra-cotta background. The plaque, which approximates the size of the windows, is slightly recessed from the surface of the brick around it.

 

This plaque is flanked by fluted pilasters with composite capitals. The pilasters support a frieze in trompe l'oeiI design of leaves and masks which matches those of the entries, and is capped by a pediment. Centered above, at the second story level, is another smaller plaque, bearing "Anno Domini 1892" in a flowing scroll-like form, framed by an egg and dart trim.

 

A band of cast terra cotta with a foliate design runs the length of the facade, just below the roof line. Foliate consoles at the south and north ends of the facade intersect the stepped parapets.

 

The north elevation is partially obscured by a one-story addition, and the lower section of the southern elevation is obscured by a small, one-story shed.

 

The north facade has a central, circular window with two smaller openings flanking it. The west elevation which faced una factory, has a fenestration pattern matching that of the front facade, although its lintels and sills are of a more utilitarian design. The roof band is similar.

 

Conclusion

 

By 1915 the company was the fourth largest employer in Long Island City. The terra cotta company's business prospered into the 1920s when it acquired a second manufacturing site in Old Bridge, New Jersey, allowing for direct access to clay deposits. Shipments of 400 tons per barge were made twice weekly to Long Island City works from the Cheesquake, New Jersey area.) Walter Geer, Jr., the son of Walter Geer, continued the family involvement in the company until it went bankrupt in 1928-29.

 

Richard Dalton, who had beer, the president of the New York Architectural Terra Cotta Company from 1919 to 1928, formed the Eastern Terra Cotta Company in 1931, This company, combining the facilities of the New York and New Jersey companies, produced architectural terra cotta for New York's recreational facilities under the administration of Robert Moses and his architect Aymar Embury II in the 1930s.

 

Business continued into the mid-1940s. After its closing, Mr. Dalton used the headquarters building for his own construction company's offices until his death in 1968.

 

In 1968, the Helton family sold the building and property to Citibank. In 1976 the manufacturing works buildings were demolished.

 

Today only the New York Architectural Terra Cotta Works Building survives as a symbol of the material and industry which transformed the construction profession in the late 19th century. Built at a time when terra cotta was enjoying an unparalleled popularity, the building was a showpiece for the company and a major example of the quality and range of the company's products. As the headquarters of New York City's only major terra cotta manufacturer, it has special significance in the history of architecture and construction and is one of this country's few tangible links with this important manufacturing process.

 

- From the 1982 NYCLPC Landmark Designation Report

STS028-078-036 Omaha, Nebraska, and Council Bluffs, Iowa, U.S.A. August 1989

Visible in this northeast-looking, low-oblique photograph are Omaha on the west bank of the Missouri River and Council Bluffs on the east bank. Omaha, the largest city in Nebraska, sits in the heart of the United States farming region and is one of the largest livestock markets and meat processing centers in the world. Much of the city’s industry is devoted to food processing and the manufacture of farm machinery, fertilizers, computer components, telephone equipment, furniture, clothing, insecticides, soap, cans, chemicals, paint, oil refinery equipment, and airplane and automobile parts. It is the home of many insurance companies and a center for medical research and treatment. Council Bluffs, an important trade and industrial center, manufactures processed foods, cast iron pipes, farm equipment, electronic equipment, and fabricated metals. The confluence of the Missouri River and Platte River is discernible south of Omaha.

In 1880 having been taught the use of simple lathes and machinery by his uncle,

and encouraged by William Morris, William Arthur Smith Benson began metalwork production

in Fulham, London. As his business grew Benson closely followed developments in technology, mastering all the processes of casting, turning, folding and riveting many variations of interchangeable components. He opened a showroom in Bond Street in 1887 displaying

light fittings, fireplace accessories, plant stands and hollow-ware, in silver, copper, brass,

iron and polished steel, patenting many of his popular designs to protect them from the

array of sub-standard copies that flooded the market.

 

WAS Benson was at the forefront of electric installation in homes all over Britain, advising on suitable lighting schemes and installation. In 1893 he electrified Philip Webb’s latest architectural commission, Standen, near East Grinstead, Sussex, now owned by the National Trust.

 

His metalwork and lighting designs reached iconic status, sold in galleries throughout Europe,

and in 1896 when William Morris died it was Benson with a colleague who bought Morris & Co and ran it alongside his own company until he resigned in 1917.

 

Benson attracted much acclaim for his metalwork designs and manufacturing processes.

The Studio Magazine of Decorative Arts, The Magazine of Art, and Herman Muthesius in

Das Englische Haus, were among the many who applauded his innovations.

www.artsandcraftsdesign.com/lighting/WASBensonLighting.html

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.

 

TimeWalker Chronograph DLC and Hugh Jackman. Approximately $7,600. Plus whatever is required to change the bracelet to the new ceramic one, that is if it will fit.

 

This watch has now risen to the top of my next Montblanc purchase list.

 

The TimeWalker Extreme Chronograph DLC embodies all the iconic characteristics of the TimeWalker watch line: architectonic lines, narrow bezel and elegantly skeletonized horns, a large, planar dial with Arabic numerals in a distinctive, clearly contoured typographical style and characteristic lance-shaped hands. The quest for Montblanc's performance and innovation is reflected in unprecedented watchmaking developments as well as in the materials used. A “DLC” treatment ensures that the toughness of the stainless steel case's surface is increased to the utmost. Minuscule glass spherules are blasted under high pressure to give the steel a microscopic texture to which the DLC coating can almost inseparably adhere, thus producing a fine matte finish on the surface. The same process is used on the other stainless steel components. The black wristband made of Montblanc "Extreme leather" makes an exceptionally technical, sporty and elegant impression. Its material combination and manufacturing process are very complex. The strap’s inlay is made of black “Vulcarboné” rubber, which gives the wristband extreme strength and flexibility. A laborious process textures the leather, which is sewn to the upper surface of the rubber, impregnating it with a treatment that does not merely coat the leather but conjoins with it and increases its structural strength. This innovative leather treatment produces a high-performance material with special shielding properties providing extra protection for the leather against abrasion, water and fire.

 

The TimeWalker collection celebrates its 10th anniversary

 

With the debut of the TimeWalker Collection in 2004, Montblanc launched a new family of watches and simultaneously defined a new design vocabulary. Its salient features include architectonic lines, 43-millimetre case, narrow bezel and elegantly skeletonised horns, plus a large, planar dial with Arabic numerals in a distinctive, clearly contoured typography and characteristic lancet-shaped hands. This innovative look, lost none of its appeal during the preceding decade, combining masculine technology with sporty elegance and has made the TimeWalker line one of Montblanc’s most successful watch collections. Now Montblanc kicks off the second decade of this iconographic watch line with the presentation of the new TimeWalker Extreme Chronograph DLC.

 

“Diamond like carbon”

 

A “DLC” (for the “diamond-like carbon” material) treatment ensures that the toughness of the stainless steel case’s surface has been increased to the utmost. Miniscule glass spherules are blasted under high pressure to give the steel a microscopic texture to which the DLC coating can almost inseparably adhere, thus producing a fine matte finish on the surface. The same process is used on the other stainless steel components: i.e. the readily grasped crown, the chronograph’s buttons, the midnight-black pronged buckle, and the screwed back with its pane of sapphire crystal. The colour of the diamond-like carbon coating is described as “Black 4”, which stands for “very black”. The window in the case back offers a clear view of the automatic mechanical Calibre MB 4810/507. Equipped with an integrated chronograph function, this calibre is manufactured in accord with all the rules that govern the art of Swiss watchmaking. It ticks at a steady pace of 28,800 semi-oscillations per hour (4 Hz), so the chronograph’s elapsed-second hand advances in eighth-of-a-second increments – the exact measurement of brief intervals.

 

MB_TimeWalker Extreme_111684_front

 

A black stage set

 

The black of the new TimeWalker chronograph´s case continues on the large planar dial, which expresses the artistry of the cadraniers, as dial-makers are known in specialized horological language. The various displays of this watch’s face are presented on different levels. The middle stratum, which covers the centre and the periphery of the dial, is embellished with a fine embossed pattern of circular striations. The periphery bears the seconds scale for the chronograph’s slender elapsed-seconds hand and is subdivided into readily legible quarter-of-a-second increments to match the 4 Hz pace of the movement. The three subdials – one for the continually running second-hand and two for the chronograph’s elapsed-time counters – are positioned at the “6”, the “9” and the “12”. The matte black hour-circle without textural embellishment is positioned slightly above the middle plane and bears strongly luminescent Superluminova numerals in the patented TimeWalker typography, along with equally clearly legible double indices. Wholly dedicated to time measurement, this no-frills landscape is an excellent example of attention to legibility. It’s accentuated by a set of anthracite-grey ruthenium-coloured hands that clearly contrast with the midnightblack background. Five of the hands have the typical lancet shape and are inset with Superluminova; the chronograph’s elapsed-seconds hand is counterweighted and culminates in a red tip. The final display is the date window at “4:30”, where the current date appears against a black background in white numerals in the TimeWalker typography.

 

Innovative materials for the Wrist

 

Montblanc is living up to the preservation of the traditional craftsmanship values following the principles of the Swiss haute horlogerie and at the same time striving for innovative technologies and concepts. This quest for performance and innovation is reflected not only in unprecedented developments in the watchmaking world but as well in the materials used. The black wristband of the TimeWalker Extreme Chronograph DLC likewise makes an exceptionally technical and sportily elegant impression. It deserves special attention because of the complexity of its material combination and manufacturing process. The strap’s inlay is made of black “Vulcarboné” cautchouc which gives the wristband extreme strength and flexibility. Breakage-resistant twine in a colour that matches the leather’s hue is used to sew the cowhide to the upper surface of the rubber “soul”.

 

MB_TimeWalker_Extreme_

 

A laborious process textures the leather and simultaneously impregnates it with a treatment that doesn’t merely coat the leather, but conjoins with it and increases its structural strength – this innovative leather treatment leads to high-performance material with special shielding properties providing extra protection for the leather against abrasion, water, and fire. It is used for various elements through the different Montblanc product categories – a further proof that the complexity as well as the innovation and performance demands of Montblanc`s wristwatches are not limited solely to their movements, but also include other components such as wristbands, case construction and dials. This model’s high-tech wristband is secured by a black stainless steel pronged buckle which, like the other stainless steel parts, is micro-bead blasted and coated with a layer of Black 4 DLC.

The new Montblanc TimeWalker Extreme Chronograph DLC will become available in autumn 2014.

 

Crafted for New Heights

 

Yorkdale Mall signage.

 

www.thewatchgallery.com/magazine/montblanc-announce-hugh-...

Title: This 121 1/2 foot tower atop the St. Thomas Assembly Plant performed an important function in the automobile manufacturing process. It also provided an ideal place for Ford to hang its shingle, in this case a large blue and white 'oval.' By day and when illuminated at night, the tower and sign could be seen for miles. This June 1968 photograph shows the sign being hoisted into position. The Ford St. Thomas Assembly Plant will close on September 15, 2011 after nearly 44 years in operation.

 

Creator(s): St. Thomas Times-Journal

 

Bygone Days Publication Date: September 13, 2011

 

Original Publication Date: June 5, 1968

 

Reference No.: C8 Sh4 B2 F1 49a

 

Credit: Elgin County Archives, St. Thomas Times-Journal fonds

 

Pobeda Confectionery a multinational company, founded in Russia in 1999, is a producer of confectionery, most widely known for its chocolate bars and candies. The company’s headquarters are located in Moscow, Russia.

 

Pobeda owns production facilities in Yegoryevsk, Russia.

 

Its core brand products include Pobeda chocolates, Victory of the Taste, Bear Family, Bird of Happiness, Axiome, All at Once, Bumblebee Tummy and Funny Cows.

 

In total, the three Pobeda plants occupy 43,000 sq. meters of production space. All manufacturing processes are automated, enabling meticulously controlled product quality standards.

 

In 2015, the company employed over 1,500 people. In 2016, its revenue surpassed 90mln Euros. Since 1999, the accumulated value of its investments has exceeded 80mln Euros.

 

One of the keystones of Pobeda’s approach to chocolate manufacturing is a painstakingly precise selection of raw materials and product ingredients.

 

The three central principles of the company’s policy include the exclusive use of high quality ingredients, systematic and thorough audits of its suppliers, and the compliance of all ingredients with quality standards, adopted by the European EU, the Eurasian EAEU and the American FDA.

 

The Pobeda products’ world-class quality and safety have been certified by BRC Global Standards, FSSC 22000, ISO 22000:2005 and ISO 9001: 2005.

 

The company distributes its products in the following countries: Australia, Azerbaijan, Algeria, Armenia, Belorussia, Bulgaria, China, Cuba, Estonia, Germany, Greece, Georgia, Israel, Iraq, Kazakhstan, Kirgizia, Latvia, Libya, Lithuania, Mexico, Moldova, Mongolia, Palestinian territories, Peru, Russia, Saudi Arabia, South Korea, Tajikistan, Turkmenistan, UAE, Uzbekistan, Ukraine, and the USA.

  

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.

 

BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, 220 Passenger Hypersonic Commercial Plane - Imaginactive Media Release ICAO

 

Courtesy of Imaginactive, ICAO, Charles Bombardier, and Martin Rico. Media Release of High Quality Renderings for mainstream media.

 

IO Aircraft: www.ioaircraft.com/hypersonic/blueedge.php

Imaginactive: imaginactive.org/2019/02/blue-edge/

Martin Rico, Industrial Graphics Designed: www.linkedin.com/in/mjrico/

 

Seating: 220 | Crew 2+4

Length: 195ft | Span: 93ft

Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle) +1 Aerospike for sustained 2G acceleration to Mach 10.

 

Fuel: H2 (Compressed Hydrogen)

Cruising Altitude: 100,000-125,000ft

Airframe: 75% Proprietary Composites

Operating Costs, Similar to a 737. $7,000-$15,000hr, including averaged maintenence costs

 

Iteration 3 (Full release of IT3, Monday January 14, 2019)

IO Aircraft www.ioaircraft.com

Drew Blair www.linkedin.com/in/drew-b-25485312/

 

-----------------------------

hypersonic plane, hypersonic aircraft, Imaginactive, ICAO, International Civil Aviation Orginization, Charles Bombardier, Martin Rico, hypersonic commercial plane, hypersonic commercial aircraft, hypersonic airline, 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

-----------------------------

 

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.

Editor's Note: This image is one of a series showing engineering technology at NASA's Marshall Space Flight Center in Huntsville, Ala.

 

Caption: At the unveiling of the new Tank Dome Manufacturing Process are, from left: Marshall Center Deputy Gene Goldman;Lesa Rowe, Director of Langley Research Center, Hampton, Va.; Dr. Axel Roenneke, head of Strategy, Business Development and Sale for MT Aerospace , Augsburg, Germany; Dr. Ray O. Johnson, Vice President of Technology for Lockheed Martin Space Systems, Denver; Diane Hope, Program Element Manager for the Exploration Technology Development Porgram at Langley; Dr. Sandeep Shah, Manufacturing and Assembly Subsystem Manager for the upper state project at Marshall; Louis F. Lollar, Contract Technical Manager for the Exploration of Advanced Capabilities at Marshall; and Dr. Raymond "Corky" Clinton, Acting Manager for the Science & Mission Systems Office at Marshall.

 

Credit: NASA/MSFC/D. Higginbotham

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

 

-----------------------------

hypersonic fighter, hypersonic fighter plane, hawc, tgv, tactical glide vehicle, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, defense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, air force of science and research,

-----------------------------

 

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.

 

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.

"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".

 

A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).

 

Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, 220 Passenger Hypersonic Commercial Plane - Imaginactive Media Release ICAO

 

Courtesy of Imaginactive, ICAO, Charles Bombardier, and Martin Rico. Media Release of High Quality Renderings for mainstream media.

 

IO Aircraft: www.ioaircraft.com/hypersonic/blueedge.php

Imaginactive: imaginactive.org/2019/02/blue-edge/

Martin Rico, Industrial Graphics Designed: www.linkedin.com/in/mjrico/

 

Seating: 220 | Crew 2+4

Length: 195ft | Span: 93ft

Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle) +1 Aerospike for sustained 2G acceleration to Mach 10.

 

Fuel: H2 (Compressed Hydrogen)

Cruising Altitude: 100,000-125,000ft

Airframe: 75% Proprietary Composites

Operating Costs, Similar to a 737. $7,000-$15,000hr, including averaged maintenence costs

 

Iteration 3 (Full release of IT3, Monday January 14, 2019)

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.

Queensbridge, Long Island City, Queens, New York City, New York, United States of America

 

The New York Architectural Terra Cotta Works Building is a unique vestige of one of the most important terra cotta manufacturing concerns in the Northeast. Built in 1892, the building served as the office headquarters of the New York Architectural Terra Cotta Company, New York's only major manufacturer of architectural terra cotta.

 

For some 50 years terra cotta was a major building material in the United States and one which has a significant impact on the shape and form of New York's architecture. The prominently-located headquarters building was calculated to display with great elegance the range and potential of the products manufactured by the company. It is a veritable catalogue of the company's art and the only one of its kind known to survive in the United States.

 

The New York Architectural Terra Cotta Company

 

Although the use of terra cotta in architecture dates back to ancient Greek and Roman times, architectural terra cotta was not generally accepted in the United States until the mid 1870s.

 

Architectural terra cotta gained popularity for its comparative low cost over stone, its ornamental possibilities, and its fireproof properties. Chicago had been the first American city to establish a manufacturing works for terra cotta. The Chicago manufacturer corresponded with J.M. Blashfield, founder of a major terra cotta plant in Stamford, England. As a result, James Taylor, Blashfield's plant superintendent, made contact with the Chicago company and joined the firm in 1870 when it was reorganized as the Chicago Terra Cotta Works.

 

Taylor was engaged as the superintendent, a position he held until 1877. The firm prospered after the fire of 1871, due to increased demand for fireproof building materials. The Chicago Company supplied terra cotta for two influential New York City buildings during Taylor's tenure there: a residence of 1877 on East 36th Street, designed by George C. Post; and the Morse Building (1878), at Nassau and Beekman Streets, the design of Silliman & Farnsworth, in which raised vertical joints were first used to point the masonry. In 1877, the A. Hall & Sons Fire and Bricks Works of Perth Amboy, New Jersey was reorganized to manufacture architectural terra cotta.

 

By 1879, the company was incorporated under the name Perth Amboy Terra Cotta Company, with James Taylor as its superintendent. After serving as superintendent of the Boston Terra Cotta Company from 1880 to 1886, he joined the newly-formed New York Architectural Terra Cotta Company as its superintendent in 1886. Taylor has been called the "father of architectural terra cotta" in the United States.

 

The New York Architectural Terra Cotta Company, which owed much of its success to Taylor's expertise, was established in 1886 by New York real estate magnate Orlando B. Potter, with his son-in-law, attorney Walter Geer. Taylor brought with him Carl Matherson, who had

 

worked with him in Boston and then' in Perth Amboy, to serve as his assistant, .manager, and W.T. McGregor, a celebrated sculptor and modeller, also from the Boston works.

 

The company offices were set up in the Potter Building at 38 Park Row. A six-story manufacturing building on the waterfront in the once rural Ravenswood area of Queens (now Long Island City), was built en the site of the Wallach estate.

 

The architect was Clarence B. Cutler of Troy, New York. The first kiln was set in operation at the works on April 29, 1886. The cellar of. the new factory contained clay pits, an engine, and machinery for burning clay.

 

The ground floor had kilns and offices. The second floor had a showroom , and molding rooms were located on the third and fourth floors. The top floor has a room: and modelling studios. The old Wallach mansion was used, for showrooms and offices. This manufacturing site was considered the most up-to-date in the area.

 

The community eagerly welcomed the .New York Architectural Terra Cotta Company, a new. industry which brought many skilled workers to the area. Less than three months after operations began, on a Saturday. evening (July 17, 1886), a fire swept through the plant and destroyed all but a portion of the walls. However, the fire had been so successful even in this short period of time that an additional 100 men had been hired to join the force of 150 at the manufacturing works.

 

Taylor announced that, "we shall rebuild without a moment's delay," and the management erected temporary sheds and set workers about filling orders .

 

After the fire the kilns were found with their contents preserved, and the boilers were salvaged. As a result of the loss of power, clay was prepared manually. By October of 1886, the plant, with a new automatic sprinkler system, was rebuilt, and a new dock was in place.

 

Four kilns were in use (one more than before the fire). The offices were moved from the Wallach mansion to the newly rebuilt manufacturing works, while Taylor and his family, who had previously resided in New Jersey, moved into the mansion.

 

The Long Island City community hailed this successful effort to continue manufacturing under emergency circumstances and to rise "Phoenix-like" from the ashes.'

 

The Manufacture and use of Architectural Terra Cotta

 

Architectural terra cotta was used in conjunction with brick to highlight and emphasize architectural detail. Beginning in the 1890s, it was also used for exterior cladding over steel-frame structures.

 

It gained popularity for several reasons. The material has -he-unique capability of achieving a variety of tints and contrasts. Its plasticity allows for artistic versatility, "it also allows architects to view actual full-sized details through various stages of design before final placement on a building. Taylor praised architectural terra cotta as a "recognized building materiel, having its own quality and purpose ...not an imitation of stone, or iron or wood.

 

The material or architectural terra cotta is burnt clay that derives its color from the constituent elements remaining after firing. The selection of raw material in the process of manufacturing architectural terra cotta is integral to the success of the endeavor, as each shade and tint calls for the mixing of clays from different localities.

 

The New York Architectural Terra Cotta Company used clays from northern and central New Jersey, and occasionally from other parts of the country. As related by Walter Geer in his 1891 pamphlet on terra cotta, the clay, after being mined, had to be properly seasoned before it was delivered to the factory.

 

Once received from the docks, it was crushed and ground or washed, then mixed with grit, and water. The clay was then piled in layers, each quality being in a separate layer, to attain as many as twelve strata. Perpendicular cuts were then taken from this mass, which was again tempered in pug mills or with rollers which mixed all the ingredients.

 

It was then formed into small cakes and sent to molding rooms. Using the architect's specifications, architectural details were formed into full-sized molds of plaster and clay in the modelling and molding rooms. When the molds were dried, they were sent to the pressing department where clay was pressed into molds, and when partially dry, the work was turned out on the floor. It was here that the carver or modeller would follow the often intricate tracing of the architect's designs to fit and trim each piece.

 

This stage required great precision, as only the joints could be chiselled down or trimmed to secure a proper fit after firing. The work was then placed on the drying floor and loaded into kilns, where it remained for seven days for burning and cooling. For practical reasons 'of manufacture and final installation, terra-cotta elements had to be of a size that would allow rot installation by no more than two workers. Large-scale designs were therefore created in segments,, carefully designed to fit into an integrated ensemble.

 

The New York Architectural Terra Cotta Company had a photographic department to reproduce architect's plans. Copies of the plans were, provided to every department head, to enable him to paint out in colored inks each portion of the work as it progressed.

 

These records were preserved in order to duplicate orders years hence, as well as to keep a graphic record of the progress of each item.

 

The facilities of the New York Architectural Terra Cotta Company were the largest of their kind in the country and were built, specifically for the manufacture of architectural terra cotta. In his 1891 pamphlet on terra cotta, Walter Geer noted that the company catalogue illustrated "the wonderful range of uses and diverse styles of design of which terra cotta, is capable." The company kept in stock a large assortment of molded brick, and details, of every kind, including chimney pots, wall copings, panels, tiles, moldings, sills, jambs, lintels, brackets, corbels, etc. for national sale. Thus an architect or builder had the option of ordering stock pieces or placing a special order.

 

Taylor noted the role of architects themselves in fostering the development of architectural terra cotta:

 

Having no precedent-, they made all kinds of demands, such as had not hithertofore been required or expected; but these very requirements have tended to lead the makers into new channels, which have produced successful results in regard to color, ornamentation, construction, and surface treatment, so that now there is no reasonable doubt that architectural terra cotta as it is designee and made and used in America is far better in many respects than the best products of European factories.

 

With its increasing popularity due in large part to its versatility, the material was being used in a majority of the masonry buildings constructed in New York by the turn of the. century.

 

The New York Architectural Terra Cotta Company supplied terra cotta for a host of prominent architects and numerous buildings. By 1891, the company had filled contracts in fifteen states as well as Canada. Some of the New York projects for which the company supplied terra cotta were: the Lincoln Building (1886), R.H. Robertson; the Corbin Building (1888). Francis K. Kimball; the Schermerhom Building (1889), H.J. Hardenbergh; the Old Grolier Club (1890), Charles V. Romeyn.; the Montauk Club (1891), Francis K. Kimball; Carnegie Hall (1891), William B. Tuthill; All Saints Church (1891), Renwich, Aspinwall L Russell; and the Ansonia Hotel (1904), Paul E.M. Duboy.

 

Through Walter Geer's writings, the company also made a significant contribution to the documentation of the material, itself. In 1891. Geer published Terra-Cotta in. Architecture and in 1920, he wrote The Story of Terra-Cotta.

 

The New York Architectural Terra Cotta Works Building

 

By 1892, with the growth of the company, a need was evidently felt for an, office facility-separate from the manufacturing plant, and the headquarters building was constructed. The New York Architectural Terra Cotta Works. Building is a fanciful, two-story structure that displays in its construction at: exuberant use of brick and terra cotta. Placed at the Easternmost end of the nearly two-acre site with a frontage of over 200 feet on the East River. the head-quarters building stood against a backdrop of the company's entire manufacturing, warehouse and shipping operation when built in 1892.

 

The entire complex was decs surrounded to the north, south and east by brick walls. All that remains on the site are a much-altered trick warehouse and segments of the brick walls which curve inward to reveal the mansion-like headquarters building.

 

The building, combining elements of the Renaissance and Tudor Revival styles in its design is rectangular in plan, with its longer sides running parallel to Vernon Boulevard.

 

The principal facade faces east, and has two entries of equal size at its north and south end. The gable ends of the roof terminate in stepped parapet;- with pyramidally-shaped coping stones of beige terra cotta.

 

The peaked roof is sheathed in semi-circular pantiles which have the appearance of slate shingles. It is pierced by the two chimneys, one at its southern end,-- and one atop a semi-circular projecting bay, placed slightly off-center toward the southern end of the facade. This bay has a conical roof, and its chimney flue, have Tudor Revival chimney pots, identical to those featured in the company's catalogue offerings.

 

The major facade elements stand out from the wall which is faced with light brown brick. To the south of the semi-circular bay are two windows each at the first and second stories.

 

To the north of the bay are four windows at the first story and three at the second story. A belt course of terra-cotta ornament in a Vitruvian scroll pattern runs the length of the entire facade, just below the level of the lintels of the first, story windows.

 

The flush window lintels, molded in beige, terra cotta, have drip moldings with foliate ornament on the keystones and ends. The sills, also of beige terra cotta, project slightly and have foliate patterns at their bases.

 

The entrances at either of the facade are approached by steps of beige terra cotta. Both entryways contain wood-panelled doors, and the doorways are flanked by pilasters with composite capitals and northern Renaissance-derived panel carvings with paired figures.

 

The pilasters support friezes of intricate leaf patterns, the design of which conceals masks to achieve a trompe l'oeil effect. The coronas have modified egg and dart motifs.

 

The southernmost entry carries the former street address (401 Vernon Boulevard; of the company on the frieze directly above it.

 

The frieze on the corresponding doorway of the north entry reads "Office." The focal point of the main facade is the asymmetrically Placed curved projecting bay. Its north and south side have windows which match in detail the trim of the other windows of the facade. The bay itself is faced with a darker, rock faced brick.

 

The center of the bay bears a rectangular plaque, giving the name of the company "Now York Architectural Terra. Cotta Works," in flowing letters, executed in relief against a terra-cotta background. The plaque, which approximates the size of the windows, is slightly recessed from the surface of the brick around it.

 

This plaque is flanked by fluted pilasters with composite capitals. The pilasters support a frieze in trompe l'oeiI design of leaves and masks which matches those of the entries, and is capped by a pediment. Centered above, at the second story level, is another smaller plaque, bearing "Anno Domini 1892" in a flowing scroll-like form, framed by an egg and dart trim.

 

A band of cast terra cotta with a foliate design runs the length of the facade, just below the roof line. Foliate consoles at the south and north ends of the facade intersect the stepped parapets.

 

The north elevation is partially obscured by a one-story addition, and the lower section of the southern elevation is obscured by a small, one-story shed.

 

The north facade has a central, circular window with two smaller openings flanking it. The west elevation which faced una factory, has a fenestration pattern matching that of the front facade, although its lintels and sills are of a more utilitarian design. The roof band is similar.

 

Conclusion

 

By 1915 the company was the fourth largest employer in Long Island City. The terra cotta company's business prospered into the 1920s when it acquired a second manufacturing site in Old Bridge, New Jersey, allowing for direct access to clay deposits. Shipments of 400 tons per barge were made twice weekly to Long Island City works from the Cheesquake, New Jersey area.) Walter Geer, Jr., the son of Walter Geer, continued the family involvement in the company until it went bankrupt in 1928-29.

 

Richard Dalton, who had beer, the president of the New York Architectural Terra Cotta Company from 1919 to 1928, formed the Eastern Terra Cotta Company in 1931, This company, combining the facilities of the New York and New Jersey companies, produced architectural terra cotta for New York's recreational facilities under the administration of Robert Moses and his architect Aymar Embury II in the 1930s.

 

Business continued into the mid-1940s. After its closing, Mr. Dalton used the headquarters building for his own construction company's offices until his death in 1968.

 

In 1968, the Helton family sold the building and property to Citibank. In 1976 the manufacturing works buildings were demolished.

 

Today only the New York Architectural Terra Cotta Works Building survives as a symbol of the material and industry which transformed the construction profession in the late 19th century. Built at a time when terra cotta was enjoying an unparalleled popularity, the building was a showpiece for the company and a major example of the quality and range of the company's products. As the headquarters of New York City's only major terra cotta manufacturer, it has special significance in the history of architecture and construction and is one of this country's few tangible links with this important manufacturing process.

 

- From the 1982 NYCLPC Landmark Designation Report

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.