View allAll Photos Tagged Manufacturing_process
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.
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The sewers require continuous maintenance. Cooking fat needs to be regularly removed, and recycled paper products tend not to break down so quickly - perhaps because the shorter, more damaged fibres need to be more strongly bonded in the re-manufacturing process.
I used auto colour balance, and long exposures of several seconds but the fluorescence - under the UV fluorescent lighting - from waste detergent water - seems real.
See also the related Brighton Sewer Tour Gallery.
External links:
Sewer tour photo gallery [Southern Water]
Brighton's magnificent sewers [Southern Water tour details]
A little history of Brighton's magnificent sewers [Southern Water]
"This site was the location of the Henry Wood's Sons paint factory from 1848 through 1928.
After emigrating from England, Henry Wood established a pigment grinding shop in Boston. He later moved to Wellesley Lower Falls, the center of the town's industry in the late 19th century, and in 1848 opened the factory on this site, which was then called Natick Brook. The factory produced tinted Portland cement used in building construction, artists' oil paint in tubes, and the pigment component of paint. At the height of the business' success (1897-1910), the factory was one of the larger regional producers of pigments, producing six tons per day, including its own formula, "Marseilles green." On this site were factory buildings, living quarters for the owner and employees, a 60,000 gallon water tank, and a railroad spur crossing Waban Brook on a two-arched stone bridge. Around the turn of the 20th century, changes in technology and marketing in the paint industry caused the business to suffer financial difficulties and finally close in 1928.
In 1932 Wellesley College purchased the property to preclude further industrial use of the site. The remaining stone and wooden buildings were demolished, leaving only foundations and the remains of the stone railroad bridge. These remains were left untouched until the 1980s when metal contaminants left by the pigment manufacturing process were discovered in the soil. Wellesley College then undertook the excavation of the soils, cleanup of the site, and restoration of the wetlands."
Photograph from a May 24, 2010 site visit to the Morses Pond Culvert site in Wellesley, Massachusetts.
MassDEP RTN: 3-0011653
Site summary information with link to available documents: public.dep.state.ma.us/SearchableSites/Site_Info.asp?textfield_...
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, 210 Passenger Hypersonic Plane - Iteration 2
Seating: 210 | 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 2
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
-----------------------------
hypersonic plane, hypersonic aircraft, 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.
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.
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
David Mellor Visitor Centre
David Mellor is internationally famous for his cutlery.
His chic factory in Hathersage, designed by Sir Michael Hopkins, and purpose-built on the site of the old gasworks, is hailed as a minor masterpiece of modern architecture.
Built in local gritstone with a spectacular lead roof, it blends beautifully into the rural landscape. The factory is open for viewing on Sundays and visitors are welcome to take a look around and watch the various designs being made.
The manufacturing process is surprisingly low-tech and most of it done by hand – if nothing else this explains why the cutlery is so expensive (and so collectable).
In addition to the factory, there is also a stylish shop, a classy café and an interesting design museum.
David Mellor died in 2009, and his talented son Corin continues the design tradition at Hathersage.
Shop
My image shows the stylish shop selling David and Corin Mellor's catalogue of superb designs.
W.A.S Benson Lamps and hollow ware
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.
In the heart of Old Town, historic factory is among the oldest in Grasse ... Indeed the current premises sheltered from their beginning in 1782, a perfume factory. In 1926, after the famous painter Jean Honoré Fragonard, it takes the name of Parfumerie Fragonard. Since then, every day, we produce are our perfumes, cosmetics and soaps in a respectful environment of tradition. We would be happy to welcome you and offer you a guided tour during which you will discover the different manufacturing processes and packaging our products. At the end of your visit, you can admire 3000 years of history of perfume through our private museum.
Dedicated to the perfume and aromatic plants, Flower Factory is surrounded by a beautiful garden scented plants ... the gates of Grasse, this contemporary factory opened in 1986 is equipped with very modern machinery for the manufacture and packaging of our products.
WORKSHOP ODOR "Perfumer's Apprentice"
Available on the French Riviera and Paris, in factories, workshops Perfumers Apprentice can discover the expertise of Perfumer: the history of perfume, raw materials and different extraction methods.
Experience unforgettable sense centered on the composition of a toilet water (100 ml) in aromatic notes of citrus and orange blossom, by assembling the different species made available. A fun and exciting experience in the world of perfumery, which proposes the course led by the teacher, the bottle and its bag, apron "apprentice" printed Fragonard, the diploma signed by the teacher and the summary of the composition .
One of our guides will accompany you as a result of the workshop for a visit "Prestige" from our factory.
Located in one of the oldest houses in the historic center of the city, this perfume offers original creations of Didier Gaglewski.
Didier Gaglewski, "nose" in Grasse, began offering its achievements in the framework Living in Provence and in Paris, Germany and Switzerland. Both "artisan", "artist", he decided to offer his achievements directly driven by the idea that the quality, originality and respect perfume composition will dress with fun, humor and quality its customers.
Requiring each of its perfumes, made in the privacy of his laboratory, took several months of research. In partnership with Michelle Cavalier and the "garden of La Bastide," Didier Gaglewski also remains closer to the flowers and working the land. Try to trace extraction techniques inherited from the past and plants specific to the region perfumes seduce and make a very personal and authentic. This atypical creator is distinguished by its compositions made in Grasse basin, its choice to favor natural raw materials and the search for sobriety.
Front satisfaction and customer demands wishing to regain the proposed perfumes, shop in Grasse, 12 rue of the Oratory, just steps from the International Perfume Museum to discover the scents and recent creations.
The country house of Aromas
Based in Saint Cézaire on Siagne in the Pays de Grasse, the Bastide aromas manufactures and packages fragrances since 1995.
Saint Cézaire on Siagne is a typical Provencal village a few kilometers from Grasse, the world capital of perfumery.
The homemade studio human scale can meet all your demands. The 100% handmade is carried out in the workshop without intermediary, under the control of a chemist.
La Bastide des Aromas, respects the traditions of the Grasse region and offers the exclusive fragrances custom made in the workshop on-site, high quality, with particular stress on the fragrance concentration, her outfit and originality.
Raven Model B Mach 8-10 - Supersonic / Hypersonic Business Jet - Iteration 6
Seating: 22 | Crew 2+1
Length: 100ft | Span: 45ft 8in
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000 ft @ Mach 8-10
Air frame: 75% Proprietary Composites
Operating Costs, Similar to the hourly operating costs of a Gulfstream G650 or Bombardier Global Express 7000 Series
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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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
The United States Astronaut Hall of Fame, located inside the Kennedy Space Center Visitor Complex Heroes & Legends building on Merritt Island, Florida, honors American astronauts and features the world's largest collection of their personal memorabilia, focusing on those astronauts who have been inducted into the Hall. Exhibits include Wally Schirra's Sigma 7 space capsule from the fifth crewed Mercury mission and the Gemini IX spacecraft flown by Gene Cernan and Thomas P. Stafford in 1966.
In the 1980s, the six then-surviving Mercury Seven astronauts conceived of establishing a place where US space travelers could be remembered and honored, along the lines of halls of fame for other fields. The Mercury Seven Foundation and Astronaut Scholarship Foundation were formed, and have a role in the ongoing operations of the Hall of Fame. The foundation's first executive director was former Associated Press space reporter Howard Benedict.
The Astronaut Hall of Fame was opened on October 29, 1990, by the U.S. Space Camp Foundation, which was the first owner of the facility. It was located next to the Florida branch of Space Camp.
The Hall of Fame closed for several months in 2002 when U.S. Space Camp Foundation's creditors foreclosed on the property due to low attendance and mounting debt. That September, an auction was held and the property was purchased by Delaware North Park Services on behalf of NASA and the property was added to the Kennedy Space Center Visitor Complex. The Hall of Fame re-opened December 14, 2002.
The Hall of Fame, which was originally located just west of the NASA Causeway, closed to the public on November 2, 2015, in preparation for its relocation to the Kennedy Space Center Visitor Complex 6 miles (9.7 km) to the east on Merritt Island. Outside of the original building was a full-scale replica of a Space Shuttle orbiter named Inspiration (originally named "Shuttle To Tomorrow" where visitors could enter and view a program). Inspiration served only as an outdoor, full scale, static display which visitors could not enter. After the Hall of Fame was transferred to the KSC Visitor Complex, Inspiration was acquired by LVX System and was placed in storage at the Shuttle Landing Facility at the Kennedy Space Center; in 2016, the shuttle was loaded on to a barge to be taken for refurbishment before going on an educational tour.
The building was purchased at auction by visitor complex operator Delaware North and renamed the ATX Center, and for a time housed educational programs including Camp Kennedy Space Center and the Astronaut Training Experience. Those programs have since been moved to the KSC Visitor Complex, and as of December 2019, the structure was being offered for lease. In July 2020, Lockheed Martin announced it would lease the building to support work on the NASA Orion crew capsule.
Inductees into the Hall of Fame are selected by a blue ribbon committee of former NASA officials and flight controllers, historians, journalists, and other space authorities (including former astronauts) based on their accomplishments in space or their contributions to the advancement of space exploration. Except for 2002, inductions have been held every year since 2001.
As its inaugural class in 1990, the Hall of Fame inducted the United States' original group of astronauts: the Mercury Seven. In addition to being the first American astronauts, they set several firsts in American spaceflight, both auspicious and tragic. Alan Shepard was the first American in space and later became one of the twelve people to walk on the Moon. John Glenn was the first American to orbit the Earth and after his induction went on, in 1998, to become the oldest man to fly in space, aged 77. Gus Grissom was the first American to fly in space twice and was the commander of the ill-fated Apollo 1, which resulted in the first astronaut deaths directly related to preparation for spaceflight.
Thirteen astronauts from the Gemini and Apollo programs were inducted in the second class of 1993. This class included the first and last humans to walk on the Moon, Neil Armstrong and Eugene Cernan; Ed White, the first American to walk in space (also killed in the Apollo 1 accident); Jim Lovell, commander of the famously near-tragic Apollo 13; and John Young, whose six flights included a moonwalk and command of the first Space Shuttle mission.
The third class was inducted in 1997 and consisted of the 24 additional Apollo, Skylab, and ASTP astronauts. Notable members of the class were Roger Chaffee, the third astronaut killed in the Apollo 1 fire and the only unflown astronaut in the Hall; Harrison Schmitt, the first scientist and next-to-last person to walk on the Moon; and Jack Swigert and Fred Haise, the Apollo 13 crewmembers not previously inducted.
The philosophy regarding the first three groups of inductees was that all astronauts who flew in NASA's "pioneering" programs (which would include Mercury, Gemini, Apollo, Apollo Applications Program (Skylab), and Apollo-Soyuz Test Project) would be included simply by virtue of their participation in a spaceflight in these early programs. The first group (the inaugural class of 1990) would only include the original Mercury astronauts (most of whom would go on to fly in later programs). The second group of inductees would include those astronauts who began their spaceflight careers during Gemini (all of whom would go on to fly in later programs). The third group of inductees would include those astronauts who began their spaceflight careers during Apollo, Skylab, and ASTP (some of whom would go on to fly in the Space Shuttle program). Since it would not be practical (or meaningful) to induct all astronauts who ever flew in space, all subsequent inductees (Space Shuttle program and beyond) are considered based on their accomplishments and contributions to the human spaceflight endeavor which would set them apart from their peers.
Over four dozen astronauts from the Space Shuttle program have been inducted since 2001. Among these are Sally Ride, the first American woman in space; Story Musgrave, who flew six missions in the 1980s and 90s; and Francis Scobee, commander of the ill-fated final Challenger mission.
The 2010 class consisted of Guion Bluford Jr., Kenneth Bowersox, Frank Culbertson and Kathryn Thornton. The 2011 inductees were Karol Bobko and Susan Helms. The 2012 inductees were Franklin Chang-Diaz, Kevin Chilton and Charles Precourt. Bonnie Dunbar, Curt Brown and Eileen Collins were inducted in 2013, and Shannon Lucid and Jerry Ross comprised the 2014 class.
Those inducted in 2015 were John Grunsfeld, Steven Lindsey, Kent Rominger, and Rhea Seddon. In 2016, inductees included Brian Duffy and Scott E. Parazynski. Ellen Ochoa and Michael Foale were announced as the 2017 class of the United States Astronaut Hall of Fame. Scott Altman and Thomas Jones followed in 2018. The 2019 inductees were James Buchli and Janet L. Kavandi.
Michael López-Alegría, Scott Kelly and Pamela Melroy were the 2020 inductees, inducted in a November 2021 ceremony. The 2022 inductees were Christopher Ferguson, David Leestma, and Sandra Magnus. Roy Bridges Jr. and Mark Kelly were the 2023 inductees.
The Hall of Heroes is composed of tributes to the inductees. Among the Hall of Fame's displays is Sigma 7, the Mercury spacecraft piloted by Wally Schirra which orbited the Earth six times in 1962, and the Gemini 9A capsule flown by Gene Cernan and Thomas P. Stafford in 1966. An Astronaut Adventure room includes simulators for use by children.
The spacesuit worn by Gus Grissom during his 1961 Liberty Bell 7 Mercury flight is on display and has been the subject of a dispute between NASA and Grissom's heirs and supporters since 2002. The spacesuit, along with other Grissom artifacts, were loaned to the original owners of the Hall of Fame by the Grissom family when it opened. After the Hall of Fame went into bankruptcy and was taken over by a NASA contractor in 2002, the family requested that all their items be returned. All of the items were returned to Grissom's family except the spacesuit, because both NASA and the Grissoms claim ownership of it. NASA claims Grissom checked out the spacesuit for a show and tell at his son's school, and then never returned it, while the Grissoms claim Gus rescued the spacesuit from a scrap heap.
The John F. Kennedy Space Center (KSC, originally known as the NASA Launch Operations Center), located on Merritt Island, Florida, is one of the National Aeronautics and Space Administration's (NASA) ten field centers. Since December 1968, KSC has been NASA's primary launch center of human spaceflight. Launch operations for the Apollo, Skylab and Space Shuttle programs were carried out from Kennedy Space Center Launch Complex 39 and managed by KSC.[4] Located on the east coast of Florida, KSC is adjacent to Cape Canaveral Space Force Station (CCSFS). The management of the two entities work very closely together, share resources and operate facilities on each other's property.
Though the first Apollo flights and all Project Mercury and Project Gemini flights took off from the then-Cape Canaveral Air Force Station, the launches were managed by KSC and its previous organization, the Launch Operations Directorate. Starting with the fourth Gemini mission, the NASA launch control center in Florida (Mercury Control Center, later the Launch Control Center) began handing off control of the vehicle to the Mission Control Center in Houston, shortly after liftoff; in prior missions it held control throughout the entire mission.
Additionally, the center manages launch of robotic and commercial crew missions and researches food production and In-Situ Resource Utilization for off-Earth exploration. Since 2010, the center has worked to become a multi-user spaceport through industry partnerships, even adding a new launch pad (LC-39C) in 2015.
There are about 700 facilities and buildings grouped across the center's 144,000 acres (580 km2). Among the unique facilities at KSC are the 525-foot (160 m) tall Vehicle Assembly Building for stacking NASA's largest rockets, the Launch Control Center, which conducts space launches at KSC, the Operations and Checkout Building, which houses the astronauts dormitories and suit-up area, a Space Station factory, and a 3-mile (4.8 km) long Shuttle Landing Facility. There is also a Visitor Complex open to the public on site.
Since 1949, the military had been performing launch operations at what would become Cape Canaveral Space Force Station. In December 1959, the Department of Defense transferred 5,000 personnel and the Missile Firing Laboratory to NASA to become the Launch Operations Directorate under NASA's Marshall Space Flight Center.
President John F. Kennedy's 1961 goal of a crewed lunar landing by 1970 required an expansion of launch operations. On July 1, 1962, the Launch Operations Directorate was separated from MSFC to become the Launch Operations Center (LOC). Also, Cape Canaveral was inadequate to host the new launch facility design required for the mammoth 363-foot (111 m) tall, 7,500,000-pound-force (33,000 kN) thrust Saturn V rocket, which would be assembled vertically in a large hangar and transported on a mobile platform to one of several launch pads. Therefore, the decision was made to build a new LOC site located adjacent to Cape Canaveral on Merritt Island.
NASA began land acquisition in 1962, buying title to 131 square miles (340 km2) and negotiating with the state of Florida for an additional 87 square miles (230 km2). The major buildings in KSC's Industrial Area were designed by architect Charles Luckman. Construction began in November 1962, and Kennedy visited the site twice in 1962, and again just a week before his assassination on November 22, 1963.
On November 29, 1963, the facility was given its current name by President Lyndon B. Johnson under Executive Order 11129. Johnson's order joined both the civilian LOC and the military Cape Canaveral station ("the facilities of Station No. 1 of the Atlantic Missile Range") under the designation "John F. Kennedy Space Center", spawning some confusion joining the two in the public mind. NASA Administrator James E. Webb clarified this by issuing a directive stating the Kennedy Space Center name applied only to the LOC, while the Air Force issued a general order renaming the military launch site Cape Kennedy Air Force Station.
Located on Merritt Island, Florida, the center is north-northwest of Cape Canaveral on the Atlantic Ocean, midway between Miami and Jacksonville on Florida's Space Coast, due east of Orlando. It is 34 miles (55 km) long and roughly six miles (9.7 km) wide, covering 219 square miles (570 km2). KSC is a major central Florida tourist destination and is approximately one hour's drive from the Orlando area. The Kennedy Space Center Visitor Complex offers public tours of the center and Cape Canaveral Space Force Station.
The KSC Industrial Area, where many of the center's support facilities are located, is 5 miles (8 km) south of LC-39. It includes the Headquarters Building, the Operations and Checkout Building and the Central Instrumentation Facility. The astronaut crew quarters are in the O&C; before it was completed, the astronaut crew quarters were located in Hangar S[39] at the Cape Canaveral Missile Test Annex (now Cape Canaveral Space Force Station). Located at KSC was the Merritt Island Spaceflight Tracking and Data Network station (MILA), a key radio communications and spacecraft tracking complex.
Facilities at the Kennedy Space Center are directly related to its mission to launch and recover missions. Facilities are available to prepare and maintain spacecraft and payloads for flight. The Headquarters (HQ) Building houses offices for the Center Director, library, film and photo archives, a print shop and security. When the KSC Library first opened, it was part of the Army Ballistic Missile Agency. However, in 1965, the library moved into three separate sections in the newly opened NASA headquarters before eventually becoming a single unit in 1970. The library contains over four million items related to the history and the work at Kennedy. As one of ten NASA center libraries in the country, their collection focuses on engineering, science, and technology. The archives contain planning documents, film reels, and original photographs covering the history of KSC. The library is not open to the public but is available for KSC, Space Force, and Navy employees who work on site. Many of the media items from the collection are digitized and available through NASA's KSC Media Gallery or through their more up-to-date Flickr gallery.
A new Headquarters Building was completed in 2019 as part of the Central Campus consolidation. Groundbreaking began in 2014.
The center operated its own 17-mile (27 km) short-line railroad. This operation was discontinued in 2015, with the sale of its final two locomotives. A third had already been donated to a museum. The line was costing $1.3 million annually to maintain.
The Kennedy Space Center Visitor Complex, operated by Delaware North since 1995, has a variety of exhibits, artifacts, displays and attractions on the history and future of human and robotic spaceflight. Bus tours of KSC originate from here. The complex also includes the separate Apollo/Saturn V Center, north of the VAB and the United States Astronaut Hall of Fame, six miles west near Titusville. There were 1.5 million visitors in 2009. It had some 700 employees.
It was announced on May 29, 2015, that the Astronaut Hall of Fame exhibit would be moved from its current location to another location within the Visitor Complex to make room for an upcoming high-tech attraction entitled "Heroes and Legends". The attraction, designed by Orlando-based design firm Falcon's Treehouse, opened November 11, 2016.
In March 2016, the visitor center unveiled the new location of the iconic countdown clock at the complex's entrance; previously, the clock was located with a flagpole at the press site. The clock was originally built and installed in 1969 and listed with the flagpole in the National Register of Historic Places in January 2000. In 2019, NASA celebrated the 50th anniversary of the Apollo program, and the launch of Apollo 10 on May 18. In summer of 2019, Lunar Module 9 (LM-9) was relocated to the Apollo/Saturn V Center as part of an initiative to rededicate the center and celebrate the 50th anniversary of the Apollo Program.
The John F. Kennedy Space Center (KSC, originally known as the NASA Launch Operations Center), located on Merritt Island, Florida, is one of the National Aeronautics and Space Administration's (NASA) ten field centers. Since December 1968, KSC has been NASA's primary launch center of American spaceflight, research, and technology. Launch operations for the Apollo, Skylab and Space Shuttle programs were carried out from Kennedy Space Center Launch Complex 39 and managed by KSC. Located on the east coast of Florida, KSC is adjacent to Cape Canaveral Space Force Station (CCSFS). The management of the two entities work very closely together, share resources and operate facilities on each other's property.
Though the first Apollo flights and all Project Mercury and Project Gemini flights took off from the then-Cape Canaveral Air Force Station, the launches were managed by KSC and its previous organization, the Launch Operations Directorate. Starting with the fourth Gemini mission, the NASA launch control center in Florida (Mercury Control Center, later the Launch Control Center) began handing off control of the vehicle to the Mission Control Center in Houston, shortly after liftoff; in prior missions it held control throughout the entire mission.
Additionally, the center manages launch of robotic and commercial crew missions and researches food production and in-situ resource utilization for off-Earth exploration. Since 2010, the center has worked to become a multi-user spaceport through industry partnerships, even adding a new launch pad (LC-39C) in 2015.
There are about 700 facilities and buildings grouped throughout the center's 144,000 acres (580 km2). Among the unique facilities at KSC are the 525-foot (160 m) tall Vehicle Assembly Building for stacking NASA's largest rockets, the Launch Control Center, which conducts space launches at KSC, the Operations and Checkout Building, which houses the astronauts dormitories and suit-up area, a Space Station factory, and a 3-mile (4.8 km) long Shuttle Landing Facility. There is also a Visitor Complex on site that is open to the public.
Since 1949, the military had been performing launch operations at what would become Cape Canaveral Space Force Station. In December 1959, the Department of Defense transferred 5,000 personnel and the Missile Firing Laboratory to NASA to become the Launch Operations Directorate under NASA's Marshall Space Flight Center.
President John F. Kennedy's 1961 goal of a crewed lunar landing by 1970 required an expansion of launch operations. On July 1, 1962, the Launch Operations Directorate was separated from MSFC to become the Launch Operations Center (LOC). Also, Cape Canaveral was inadequate to host the new launch facility design required for the mammoth 363-foot (111 m) tall, 7,500,000-pound-force (33,000 kN) thrust Saturn V rocket, which would be assembled vertically in a large hangar and transported on a mobile platform to one of several launch pads. Therefore, the decision was made to build a new LOC site located adjacent to Cape Canaveral on Merritt Island.
NASA began land acquisition in 1962, buying title to 131 square miles (340 km2) and negotiating with the state of Florida for an additional 87 square miles (230 km2). The major buildings in KSC's Industrial Area were designed by architect Charles Luckman. Construction began in November 1962, and Kennedy visited the site twice in 1962, and again just a week before his assassination on November 22, 1963.
On November 29, 1963, the facility was named by President Lyndon B. Johnson under Executive Order 11129. Johnson's order joined both the civilian LOC and the military Cape Canaveral station ("the facilities of Station No. 1 of the Atlantic Missile Range") under the designation "John F. Kennedy Space Center", spawning some confusion joining the two in the public mind. NASA Administrator James E. Webb clarified this by issuing a directive stating the Kennedy Space Center name applied only to the LOC, while the Air Force issued a general order renaming the military launch site Cape Kennedy Air Force Station.
Located on Merritt Island, Florida, the center is north-northwest of Cape Canaveral on the Atlantic Ocean, midway between Miami and Jacksonville on Florida's Space Coast, due east of Orlando. It is 34 miles (55 km) long and roughly six miles (9.7 km) wide, covering 219 square miles (570 km2). KSC is a major central Florida tourist destination and is approximately one hour's drive from the Orlando area. The Kennedy Space Center Visitor Complex offers public tours of the center and Cape Canaveral Space Force Station.
From 1967 through 1973, there were 13 Saturn V launches, including the ten remaining Apollo missions after Apollo 7. The first of two uncrewed flights, Apollo 4 (Apollo-Saturn 501) on November 9, 1967, was also the first rocket launch from KSC. The Saturn V's first crewed launch on December 21, 1968, was Apollo 8's lunar orbiting mission. The next two missions tested the Lunar Module: Apollo 9 (Earth orbit) and Apollo 10 (lunar orbit). Apollo 11, launched from Pad A on July 16, 1969, made the first Moon landing on July 20. The Apollo 11 launch included crewmembers Neil Armstrong, Michael Collins, and Buzz Aldrin, and attracted a record-breaking 650 million television viewers. Apollo 12 followed four months later. From 1970 to 1972, the Apollo program concluded at KSC with the launches of missions 13 through 17.
On May 14, 1973, the last Saturn V launch put the Skylab space station in orbit from Pad 39A. By this time, the Cape Kennedy pads 34 and 37 used for the Saturn IB were decommissioned, so Pad 39B was modified to accommodate the Saturn IB, and used to launch three crewed missions to Skylab that year, as well as the final Apollo spacecraft for the Apollo–Soyuz Test Project in 1975.
As the Space Shuttle was being designed, NASA received proposals for building alternative launch-and-landing sites at locations other than KSC, which demanded study. KSC had important advantages, including its existing facilities; location on the Intracoastal Waterway; and its southern latitude, which gives a velocity advantage to missions launched in easterly near-equatorial orbits. Disadvantages included: its inability to safely launch military missions into polar orbit, since spent boosters would be likely to fall on the Carolinas or Cuba; corrosion from the salt air; and frequent cloudy or stormy weather. Although building a new site at White Sands Missile Range in New Mexico was seriously considered, NASA announced its decision in April 1972 to use KSC for the shuttle. Since the Shuttle could not be landed automatically or by remote control, the launch of Columbia on April 12, 1981 for its first orbital mission STS-1, was NASA's first crewed launch of a vehicle that had not been tested in prior uncrewed launches.
In 1976, the VAB's south parking area was the site of Third Century America, a science and technology display commemorating the U.S. Bicentennial. Concurrent with this event, the U.S. flag was painted on the south side of the VAB. During the late 1970s, LC-39 was reconfigured to support the Space Shuttle. Two Orbiter Processing Facilities were built near the VAB as hangars with a third added in the 1980s.
KSC's 2.9-mile (4.7 km) Shuttle Landing Facility (SLF) was the orbiters' primary end-of-mission landing site, although the first KSC landing did not take place until the tenth flight, when Challenger completed STS-41-B on February 11, 1984; the primary landing site until then was Edwards Air Force Base in California, subsequently used as a backup landing site. The SLF also provided a return-to-launch-site (RTLS) abort option, which was not utilized. The SLF is among the longest runways in the world.
On October 28, 2009, the Ares I-X launch from Pad 39B was the first uncrewed launch from KSC since the Skylab workshop in 1973.
Beginning in 1958, NASA and military worked side by side on robotic mission launches (previously referred to as unmanned), cooperating as they broke ground in the field. In the early 1960s, NASA had as many as two robotic mission launches a month. The frequent number of flights allowed for quick evolution of the vehicles, as engineers gathered data, learned from anomalies and implemented upgrades. In 1963, with the intent of KSC ELV work focusing on the ground support equipment and facilities, a separate Atlas/Centaur organization was formed under NASA's Lewis Center (now Glenn Research Center (GRC)), taking that responsibility from the Launch Operations Center (aka KSC).
Though almost all robotics missions launched from the Cape Canaveral Space Force Station (CCSFS), KSC "oversaw the final assembly and testing of rockets as they arrived at the Cape." In 1965, KSC's Unmanned Launch Operations directorate became responsible for all NASA uncrewed launch operations, including those at Vandenberg Space Force Base. From the 1950s to 1978, KSC chose the rocket and payload processing facilities for all robotic missions launching in the U.S., overseeing their near launch processing and checkout. In addition to government missions, KSC performed this service for commercial and foreign missions also, though non-U.S. government entities provided reimbursement. NASA also funded Cape Canaveral Space Force Station launch pad maintenance and launch vehicle improvements.
All this changed with the Commercial Space Launch Act of 1984, after which NASA only coordinated its own and National Oceanic and Atmospheric Administration (NOAA) ELV launches. Companies were able to "operate their own launch vehicles" and utilize NASA's launch facilities. Payload processing handled by private firms also started to occur outside of KSC. Reagan's 1988 space policy furthered the movement of this work from KSC to commercial companies. That same year, launch complexes on Cape Canaveral Air Force Force Station started transferring from NASA to Air Force Space Command management.
In the 1990s, though KSC was not performing the hands-on ELV work, engineers still maintained an understanding of ELVs and had contracts allowing them insight into the vehicles so they could provide knowledgeable oversight. KSC also worked on ELV research and analysis and the contractors were able to utilize KSC personnel as a resource for technical issues. KSC, with the payload and launch vehicle industries, developed advances in automation of the ELV launch and ground operations to enable competitiveness of U.S. rockets against the global market.
In 1998, the Launch Services Program (LSP) formed at KSC, pulling together programs (and personnel) that already existed at KSC, GRC, Goddard Space Flight Center, and more to manage the launch of NASA and NOAA robotic missions. Cape Canaveral Space Force Station and VAFB are the primary launch sites for LSP missions, though other sites are occasionally used. LSP payloads such as the Mars Science Laboratory have been processed at KSC before being transferred to a launch pad on Cape Canaveral Space Force Station.
On 16 November 2022, at 06:47:44 UTC the Space Launch System (SLS) was launched from Complex 39B as part of the Artemis 1 mission.
As the International Space Station modules design began in the early 1990s, KSC began to work with other NASA centers and international partners to prepare for processing before launch onboard the Space Shuttles. KSC utilized its hands-on experience processing the 22 Spacelab missions in the Operations and Checkout Building to gather expectations of ISS processing. These experiences were incorporated into the design of the Space Station Processing Facility (SSPF), which began construction in 1991. The Space Station Directorate formed in 1996. KSC personnel were embedded at station module factories for insight into their processes.
From 1997 to 2007, KSC planned and performed on the ground integration tests and checkouts of station modules: three Multi-Element Integration Testing (MEIT) sessions and the Integration Systems Test (IST). Numerous issues were found and corrected that would have been difficult to nearly impossible to do on-orbit.
Today KSC continues to process ISS payloads from across the world before launch along with developing its experiments for on orbit. The proposed Lunar Gateway would be manufactured and processed at the Space Station Processing Facility.
The following are current programs and initiatives at Kennedy Space Center:
Commercial Crew Program
Exploration Ground Systems Program
NASA is currently designing the next heavy launch vehicle known as the Space Launch System (SLS) for continuation of human spaceflight.
On December 5, 2014, NASA launched the first uncrewed flight test of the Orion Multi-Purpose Crew Vehicle (MPCV), currently under development to facilitate human exploration of the Moon and Mars.
Launch Services Program
Educational Launch of Nanosatellites (ELaNa)
Research and Technology
Artemis program
Lunar Gateway
International Space Station Payloads
Camp KSC: educational camps for schoolchildren in spring and summer, with a focus on space, aviation and robotics.
The KSC Industrial Area, where many of the center's support facilities are located, is 5 miles (8 km) south of LC-39. It includes the Headquarters Building, the Operations and Checkout Building and the Central Instrumentation Facility. The astronaut crew quarters are in the O&C; before it was completed, the astronaut crew quarters were located in Hangar S at the Cape Canaveral Missile Test Annex (now Cape Canaveral Space Force Station). Located at KSC was the Merritt Island Spaceflight Tracking and Data Network station (MILA), a key radio communications and spacecraft tracking complex.
Facilities at the Kennedy Space Center are directly related to its mission to launch and recover missions. Facilities are available to prepare and maintain spacecraft and payloads for flight. The Headquarters (HQ) Building houses offices for the Center Director, library, film and photo archives, a print shop and security. When the KSC Library first opened, it was part of the Army Ballistic Missile Agency. However, in 1965, the library moved into three separate sections in the newly opened NASA headquarters before eventually becoming a single unit in 1970. The library contains over four million items related to the history and the work at Kennedy. As one of ten NASA center libraries in the country, their collection focuses on engineering, science, and technology. The archives contain planning documents, film reels, and original photographs covering the history of KSC. The library is not open to the public but is available for KSC, Space Force, and Navy employees who work on site. Many of the media items from the collection are digitized and available through NASA's KSC Media Gallery Archived December 6, 2020, at the Wayback Machine or through their more up-to-date Flickr gallery.
A new Headquarters Building was completed in 2019 as part of the Central Campus consolidation. Groundbreaking began in 2014.
The center operated its own 17-mile (27 km) short-line railroad. This operation was discontinued in 2015, with the sale of its final two locomotives. A third had already been donated to a museum. The line was costing $1.3 million annually to maintain.
The Neil Armstrong Operations and Checkout Building (O&C) (previously known as the Manned Spacecraft Operations Building) is a historic site on the U.S. National Register of Historic Places dating back to the 1960s and was used to receive, process, and integrate payloads for the Gemini and Apollo programs, the Skylab program in the 1970s, and for initial segments of the International Space Station through the 1990s. The Apollo and Space Shuttle astronauts would board the astronaut transfer van to launch complex 39 from the O&C building.
The three-story, 457,000-square-foot (42,500 m2) Space Station Processing Facility (SSPF) consists of two enormous processing bays, an airlock, operational control rooms, laboratories, logistics areas and office space for support of non-hazardous Space Station and Shuttle payloads to ISO 14644-1 class 5 standards. Opened in 1994, it is the largest factory building in the KSC industrial area.
The Vertical Processing Facility (VPF) features a 71-by-38-foot (22 by 12 m) door where payloads that are processed in the vertical position are brought in and manipulated with two overhead cranes and a hoist capable of lifting up to 35 short tons (32 t).
The Hypergolic Maintenance and Checkout Area (HMCA) comprises three buildings that are isolated from the rest of the industrial area because of the hazardous materials handled there. Hypergolic-fueled modules that made up the Space Shuttle Orbiter's reaction control system, orbital maneuvering system and auxiliary power units were stored and serviced in the HMCF.
The Multi-Payload Processing Facility is a 19,647 square feet (1,825.3 m2) building used for Orion spacecraft and payload processing.
The Payload Hazardous Servicing Facility (PHSF) contains a 70-by-110-foot (21 by 34 m) service bay, with a 100,000-pound (45,000 kg), 85-foot (26 m) hook height. It also contains a 58-by-80-foot (18 by 24 m) payload airlock. Its temperature is maintained at 70 °F (21 °C).[55]
The Blue Origin rocket manufacturing facility is located immediately south of the KSC visitor complex. Completed in 2019, it serves as the company's factory for the manufacture of New Glenn orbital rockets.
Launch Complex 39 (LC-39) was originally built for the Saturn V, the largest and most powerful operational launch vehicle until the Space Launch System, for the Apollo crewed Moon landing program. Since the end of the Apollo program in 1972, LC-39 has been used to launch every NASA human space flight, including Skylab (1973), the Apollo–Soyuz Test Project (1975), and the Space Shuttle program (1981–2011).
Since December 1968, all launch operations have been conducted from launch pads A and B at LC-39. Both pads are on the ocean, 3 miles (4.8 km) east of the VAB. From 1969 to 1972, LC-39 was the "Moonport" for all six Apollo crewed Moon landing missions using the Saturn V, and was used from 1981 to 2011 for all Space Shuttle launches.
Human missions to the Moon required the large three-stage Saturn V rocket, which was 363 feet (111 meters) tall and 33 feet (10 meters) in diameter. At KSC, Launch Complex 39 was built on Merritt Island to accommodate the new rocket. Construction of the $800 million project began in November 1962. LC-39 pads A and B were completed by October 1965 (planned Pads C, D and E were canceled), the VAB was completed in June 1965, and the infrastructure by late 1966.
The complex includes: the Vehicle Assembly Building (VAB), a 130,000,000 cubic feet (3,700,000 m3) hangar capable of holding four Saturn Vs. The VAB was the largest structure in the world by volume when completed in 1965.
a transporter capable of carrying 5,440 tons along a crawlerway to either of two launch pads;
a 446-foot (136 m) mobile service structure, with three Mobile Launcher Platforms, each containing a fixed launch umbilical tower;
the Launch Control Center; and
a news media facility.
Launch Complex 48 (LC-48) is a multi-user launch site under construction for small launchers and spacecraft. It will be located between Launch Complex 39A and Space Launch Complex 41, with LC-39A to the north and SLC-41 to the south. LC-48 will be constructed as a "clean pad" to support multiple launch systems with differing propellant needs. While initially only planned to have a single pad, the complex is capable of being expanded to two at a later date.
As a part of promoting commercial space industry growth in the area and the overall center as a multi-user spaceport, KSC leases some of its properties. Here are some major examples:
Exploration Park to multiple users (partnership with Space Florida)
Shuttle Landing Facility to Space Florida (who contracts use to private companies)
Orbiter Processing Facility (OPF)-3 to Boeing (for CST-100 Starliner)
Launch Complex 39A, Launch Control Center Firing Room 4 and land for SpaceX's Roberts Road facility (Hanger X) to SpaceX
O&C High Bay to Lockheed Martin (for Orion processing)
Land for FPL's Space Coast Next Generation Solar Energy Center to Florida Power and Light (FPL)
Hypergolic Maintenance Facility (HMF) to United Paradyne Corporation (UPC)
The Kennedy Space Center Visitor Complex, operated by Delaware North since 1995, has a variety of exhibits, artifacts, displays and attractions on the history and future of human and robotic spaceflight. Bus tours of KSC originate from here. The complex also includes the separate Apollo/Saturn V Center, north of the VAB and the United States Astronaut Hall of Fame, six miles west near Titusville. There were 1.5 million visitors in 2009. It had some 700 employees.
It was announced on May 29, 2015, that the Astronaut Hall of Fame exhibit would be moved from its current location to another location within the Visitor Complex to make room for an upcoming high-tech attraction entitled "Heroes and Legends". The attraction, designed by Orlando-based design firm Falcon's Treehouse, opened November 11, 2016.
In March 2016, the visitor center unveiled the new location of the iconic countdown clock at the complex's entrance; previously, the clock was located with a flagpole at the press site. The clock was originally built and installed in 1969 and listed with the flagpole in the National Register of Historic Places in January 2000. In 2019, NASA celebrated the 50th anniversary of the Apollo program, and the launch of Apollo 10 on May 18. In summer of 2019, Lunar Module 9 (LM-9) was relocated to the Apollo/Saturn V Center as part of an initiative to rededicate the center and celebrate the 50th anniversary of the Apollo Program.
Historic locations
NASA lists the following Historic Districts at KSC; each district has multiple associated facilities:
Launch Complex 39: Pad A Historic District
Launch Complex 39: Pad B Historic District
Shuttle Landing Facility (SLF) Area Historic District
Orbiter Processing Historic District
Solid Rocket Booster (SRB) Disassembly and Refurbishment Complex Historic District
NASA KSC Railroad System Historic District
NASA-owned Cape Canaveral Space Force Station Industrial Area Historic District
There are 24 historic properties outside of these historic districts, including the Space Shuttle Atlantis, Vehicle Assembly Building, Crawlerway, and Operations and Checkout Building.[71] KSC has one National Historic Landmark, 78 National Register of Historic Places (NRHP) listed or eligible sites, and 100 Archaeological Sites.
Further information: John F. Kennedy Space Center MPS
Other facilities
The Rotation, Processing and Surge Facility (RPSF) is responsible for the preparation of solid rocket booster segments for transportation to the Vehicle Assembly Building (VAB). The RPSF was built in 1984 to perform SRB operations that had previously been conducted in high bays 2 and 4 of the VAB at the beginning of the Space Shuttle program. It was used until the Space Shuttle's retirement, and will be used in the future by the Space Launch System[75] (SLS) and OmegA rockets.
This macro is of the blade of a kitchen knife. The blade looks shiny to the eye but at greater than life size the texture imprinted in the blade by the manufacturing process is clear. The ridges and textures of the blade edge resulting from use and sharpening can be seen too. This photo was inspired by the Macro Mondays theme of texture. The image was produced using a Fuji XT2 and a Samyang 100mm f2.8 macro fitted with a Fuji 11mm extension tube. Lighting was from an Elinchrom studio flash fitted with a 60cm softbox.
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
* 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.
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.
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
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.
A wooded gorge of the River Ouseburn in the east of Newcastle is known as Jesmond Dene and is a popular recreation area.
The River Ouseburn begins its winding course through Newcastle upon Tyne at Callerton in the north of the city.
Thereafter it flows through a series of parks - they being Kingston , Great Park, Gosforth , Whitebridge, and Paddy Freeman's in South Gosforth into Jesmond Dene where William George Armstrong and his wife, of the now-demolished Jesmond Dean house, created a park during the 1860s..
From that place, the Ouseburn continues a course through the Armstrong and Heaton Parks, marking part of the boundary of Heaton and Sandyford.
It then flows within a culvert before re-emergence beneath the Ouseburn railway viaduct to then flow by Seven Stories and other businesses to the River Tyne.
[Jesmond Dene is located in Tyne and Wear.]
--------------------------------------------------------------------------------
In 1995 the Ouseburn Trust was formed to protect unique and valuable heritage within the Ouseburn Valley from widescale demolition and re-development, and to urge the area’s regeneration as an urban village : a concept being development of facilities for cultural, residential, leisure and small business purposes .
Long after a Roman Wall was built through Valley in the year 122.
the lower Ouseburn Valley became part of the township of Byker, one of the first outside Newcastle town walls.
Industrial development came early to the area – three glasshouses were set up in the early seventeenth century, and by the early nineteenth century that industry dominated the area . That old trade can be brought to mind by the Glasshouse Bridge.
There were sixteen different potteries in the Valley, including Maling Pottery, once a world famous name and the largest pottery in the country. Relics of it remain visible as the premises of Hoult’s Yard.
The Ouseburn was once a very busy waterway. Its barges and boats carried goods to numerous warehouses and wharves. It provided power for waterwheels and the water necessary for manufacturing processes.
Along its banks were boat building yards and the goods loading wharves of the keelmen who would take their coal-laden craft down river to waiting colliery ships.
[ Note : Coal was also transported from the pit at Spital Tongues to the riverside through the Victoria Tunnel which ran under the Ouseburn Valley and can still be visited today. ]
There were many mills along the length of the Ouseburn river, one being Leethams Flour Mill, built in 1848 by John Dobson . In time it became the Cluny Warehouse and is now the Cluny venue and artists’ studios.
As industries industries declined businesses and housing was demolished leaving historic industrial buildings amidst acres of
dereliction.
[A flour mill, of 1840, has been converted into Seven Stories, the Centre for the Children’s Book.]
[The colour picture of Jesmond Dene Bridge is from a glass magic lantern slide. Can you spot the couple on the bridge ? ]
www.flickr.com/photos/lenton_sands/25125307343/in/datepos...
Hyperion, Hypersonic Mach 15 Scramjet Missile - IO Aircraft - ARRW, HAWC, Air Launched Rapid Response Weapon
Length: 120" / Span 25"
Scramjet, Hypersonic, ARRW, HAWC, Air Launched Rapid Response Weapon, Scramjet Physics, Scramjet Engineering, Hypersonic Missile, hypersonic weapon, hypersonic fighter, hypersonic fighter plane, 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, 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 Office of Scientific Research,
Iteration V8, Hyperion Mach 15 #hypersonic #scramjet (50% faster then the X-43 #nasa), 300% faster than #Lockheed, #NorthropGrumman, #Raytheon, and Boeing. Much is sanitized as the technology advances are dramatic and not public.
DOD's funding of #AGM-183A / Air Launched Rapid Response Weapon, the poeple developing it barely comprehend student level capabilities and 50/50 it will disintegrate even at Mach 5. China and Russia, already much faster and higher tech making it obsolete already, India's recent test, apx 700 mph faster.
Summarized details are accurate
#hypersonic #hypersonics #scramjet #hypersonicplane #hypersonicaircraft #skunkworks #spaceplane #boeing #lockheed #raytheon #bae #bombardier #airbus #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #AirLaunchedRapidResponseWeapon #additivemanufacturing #military #physics #3dprinting #supersonic #ramjet #tbcc #collinsaerospace #rockwell #phantomworks #hypersonicmissile #alrrw #boeingphantomworks #generalatomics #cessna #dassault #arl #unitedlaunchalliance #spaceshipcompany #navair #diu #dia #usaf #unitedtechnologies #defenseadvancedresearchprojectagency #graphene #additivemanufacturing
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
Museu del Disseny / Design Museum Barcelona, Spain
The Museu del Disseny de Barcelona brings together, under one roof, the collections of the Museu de les Arts Decoratives, the Museu de Ceràmica, the Museu Tèxtil i d'Indumentària and the Gabinet de les Arts Gràfiques, to showcase its vast heritage of more than 70,000 objects.
The Museu del Disseny is based on a common theme «From the decorative arts to design», and is dedicated to the culture of the object, focusing on pieces that are often from the everyday sphere, their design, manufacturing process, use and distribution, aesthetic and functional obsolescence, all from a 21st-century perspective.
The Disseny Hub Barcelona building was designed by MBM architects. The building comprises two parts: an underground section made possible by the change in level caused by the redevelopment of the square; and a block at street level, which cantilevers out towards the Plaça de les Glòries, 14.5 metres above the ground. This block houses the venues for long- and short-term temporary exhibitions, as well as a hall for events and a large auditorium. Most of the building's floor space is located below this level and houses key areas such as the main exhibition gallery, the documentation centre, research rooms, the bar and restaurant and the shop. The entire project complies with high environmental quality and sustainability standards which are achieved through a large-scale, self-sufficient energy system.
Oban Distillery is one of the oldest distilleries in Scotland, dating back to around 1800. It underwent refurbishment in the 1890's and there has been little change to the present buildings since then.
Oban distillery takes it name from the town where the Highlands meet the Islands and nestles below the steep cliff that overlooks Oban.
Having booked ourselves for the one hour distillery tour (£ 7.50 each) I was extremely disappointed to be told long after we had paid and about to walk onto the distillery tour it was forbidden to take photographs (for Health & Safety reasons. All you flickr fiends better stop taking photos now if you want to live much longer). Since this was pretty well the only reason why I wanted to go in I debated demanding my money back but hesitated in doing so. I must admit I was going to take a photo of a machine that crushed the malted barley, and raised my camera to do so when the wizened tour guide behind me said, "That's the last photo you'll take" in a way that made me think she would take each of my limbs and put them across her knees and snap them in half before tearing my head from my torso with her bared teeth and throwing the remains over the cliff behind the distillery. There was no warehouse where the men of Oban tossed and turned the malted barley to let it germinate and infuse with the aroma of peat. They import the grain ready malted. There was no warehouse visible where we could see hundreds of wooden casks sitting silently in a cool warehouse for a minimum of 14 years. There was a sample of 53% proof 10 year old malt, but when you are given what seemed like around 2.5ml, not much more than a few teardrops, you felt they were a bit mean, although you did get a modest tot and a glass of their signature whisky afterwards before being led into the distillery shop where you could buy more. The tour was 'efficient' but for me lacked the very 'spirit' of whisky I had come to see, the malt being turned, the peat smoke, the rows of barrels sitting in the warehouse. Sadly, it didn't feel as special to me as it should have done. The Health & Safety lecture reminded me it had just become a modern manufacturing process.
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.
Hyperion, Hypersonic Mach 15 Scramjet Missile - IO Aircraft - ARRW, HAWC, Air Launched Rapid Response Weapon
Length: 120" / Span 25"
Scramjet, Hypersonic, ARRW, HAWC, Air Launched Rapid Response Weapon, Scramjet Physics, Scramjet Engineering, Hypersonic Missile, hypersonic weapon, hypersonic fighter, hypersonic fighter plane, 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, 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 Office of Scientific Research,
Iteration V8, Hyperion Mach 15 #hypersonic #scramjet (50% faster then the X-43 #nasa), 300% faster than #Lockheed, #NorthropGrumman, #Raytheon, and Boeing. Much is sanitized as the technology advances are dramatic and not public.
DOD's funding of #AGM-183A / Air Launched Rapid Response Weapon, the poeple developing it barely comprehend student level capabilities and 50/50 it will disintegrate even at Mach 5. China and Russia, already much faster and higher tech making it obsolete already, India's recent test, apx 700 mph faster.
Summarized details are accurate
#hypersonic #hypersonics #scramjet #hypersonicplane #hypersonicaircraft #skunkworks #spaceplane #boeing #lockheed #raytheon #bae #bombardier #airbus #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #AirLaunchedRapidResponseWeapon #additivemanufacturing #military #physics #3dprinting #supersonic #ramjet #tbcc #collinsaerospace #rockwell #phantomworks #hypersonicmissile #alrrw #boeingphantomworks #generalatomics #cessna #dassault #arl #unitedlaunchalliance #spaceshipcompany #navair #diu #dia #usaf #unitedtechnologies #defenseadvancedresearchprojectagency #graphene #additivemanufacturing
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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.
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.
The Chancellor Rishi Sunak visits Pall Corporation, a biotech business in Ilfracombe north Devon, where he met staff and toured the manufacturing process
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
Delivering sugar stone for use in the manufacturing process at the sugar beet factory in Bury St. Edmunds.
Scanned from a Fuji 100 transparency.
From Barfoot's series of coloured lithographs of 1840 depicting the cotton manufacturing process.
Original text written to accompany Lithograph No.2:
"When the COTTON is gathered, it generally happens that the seeds, and parts of the husk, cling very fast to it. It would take a very long time, and be very tedious, to pick it by the hand. Machines have, therefore, been made, which do this work very quickly. The Machine used for this purpose is called a Gin, and the operation is called Ginning the Cotton. After this, it is packed closely in bags, and presses are used to reduce it to as small compass as possible, that it may be removed with less trouble and expense. It is sometimes conveyed thousands of miles from the place where it grew; and, after being made into cloth, it is taken back, and work in the same land that produced it. The Cotton-Mill or Factory is a very large, well-lighted building, with a great quantity of Machinery in it, which is very clean, and kept in motion by a powerful Steam-Engine. The first thing done to the Cotton, when taken out of the bags, is to put it into the Willowing-Frame or Blowing Machine, the outside of which you see in this picture. The man on the right, first puts the Cotton on what is called the Feeder, which turns it inside the machine, where there is a large Drum, called a Cylinder, full of spikes or iron teeth, to tear and loosen the Cotton, and to cleanse it from dust and motes. The dust ascends through a large pipe, as seen in the drawing, and the motes fall through below. The clean Cotton is turned out at the other end of the frame by the Discharger, which is kept in slow motion for that purpose; but the motion of the Cylinder is very rapid indeed. Some of these Cylinders turn round two hundred times in a minute."
'The Progress of Cotton', J. R. Barfoot, Manchester, 1840
The Legos Company has been fantastically successful. In each of the last 5 years sales have risen 24% and profits, 40%.
But it was not always so. For most of its 80-year existence, its reach did not extend so far beyond Billun, Denmark, where Ole Kirk Christiansen, a carpenter unable to secure enough wood to build furniture during the 1930s depression, began experimenting building wooden toys.
The company under Christiansen’s progeny soared in the last couple decades but tie-in products to the Star Wars and Harry Potter movies nearly doomed the company in 2003; sales of those products crashed when the movie franchises hadn’t yet come out with new films.
This, according to Wharton Professor Dave Robertson and former LEGO Professor of Innovation and Technology Management at Switzerland's Institute for Management.
Robertson, a Chestnut Hill resident, discussed his new book, “Brick by Brick: How LEGO Rewrote the Rules of Innovation and Conquered the Global Toy Industry” at the William Jeannes Library in Lafayette Hill this past Thursday evening.
He began his slide talk by distributing baggies, each packed with the identical same six logo pieces, and instructed the audience to “Build a duck” and gave us only a minute or two. Participants then brought their “ducks” up to the front table.
At the end of the talk, Robertson pointed to the wide variation of these Lego “ducks” as evidence that incredible creativity is possible even when severe constraints are imposed, a major thesis of his book.
He credits Lego Company’s resurgence to its imposition of key constraints: drastically reducing the number of parts (about 14000 different ones at peak) that had made the manufacturing process unwieldy, getting back to products that are more “Lego-y” and subjecting product proposals to the approval a committee of 3 seasoned Lego designers. And, ultimately, insisting that projected profitability be a constant constraint.
What Lego pioneered was not just a toy, Robertson maintains, but a system of play. And that system “is about the brick.” See www.businessweek.com/articles/2013-12-16/mattels-lego-tra...
In April 2009 after much pondering, I decided to go with Okoume plywood for its light weight. I also went with the highest standard of 1088.
Seems to me that the manufacturing processes for quality marine plywood ensures consistent thickness and lamination adherence qualities. I saw a picture of a high end fiberglass trawler that had impact damage above the waterline. The gel coat had fallen off well beyond the impact area because of resin starved fiberglass thus complicating the repair. In Solomons Island, Md I saw a fiberglass sailboat under going blister repair thus had the gel coat peeled off the bottom. There was about a 6' long strip of fiberglass very white in color thus indicating resin starvation. Consequently, I believe that in a quality plywood hull, one can be confident that initial hull thickness and panel strength is more predictable than the typical production fiberglass panel with the potential for human error in not adhering to the lamination schedule or improper wetting out technique. All this is conjecture on my part but it helps me to feel good that I was "smart" enough to choose a plywood build. That's my story and I'm sticking to it.
* Edit 05/01/2012: I remain very pleased with the Joubert plywood as I have yet to find a void in a manufactured or cut edge. I also have yet to find a surface defect of any consequence. This experience is perhaps a classic case of getting what you pay for as this plywood is pricey. Per Internet forum postings, some say that plywood with a BS 1088 designation does not mean that Lloyds onsite inspectors verified that a manufacture's production processes meet the standards. It is simply a manufacture's claim of meeting the standard. Many say beware of BS 1088 claims from Chinese manufacturers with prices too good to be true. I have yet to come across a forum poster expressing disappointment with Joubert plywood.
After nearly two years, the wood remaining in this rack may be taking a set to it, so I have disassembled the rack and laid the plywood flat. While in the rack it is a good idea to clamp the wood together into a solid "block" to keep individual sheets from cupping. I failed to do the clamping and to my eye didn't notice any cupping but why take a chance since some say they have seen this happen after a few months.
Much satisfaction to reflect on a stack of raw materials and what one's hands and determination can produce. Building a boat is one of life's less than stellar financial decisions as one can go to sea much quicker and less expensively by purchasing a used boat. But, when I'm in my garage with a wood plane in my hand and singing along with the radio, my contentment is priceless.
Edit: 01/15/2014. A forum poster reported an area of delamination in the top ply of a single sheet of Joubert that was not put into use. . Speculation is that since the outer plys are drum sanded, dull sandpaper may have overheated the top ply and caused the glue to fail.
Edit: 06/10/2017- in the May /June 2017 issue of Woodenboat magazine, John Harris (owns Chesapeake Light Craft) authored an article on today's marine plywood offerings. An enlightening if not cautionary discussion that may be helpful to those considering a marine plywood purchase. John reports that Joubert Okoume is his go to plywood.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, 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, defense science, missile defense agency, aerospike,
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.
Raven - Model B Mach 8-10 - Supersonic / Hypersonic Business Jet - Iteration 6
Seating: 22 | Crew 2+1
Length: 100ft | Span: 45ft 8in
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000 ft @ Mach 8-10
Air frame: 75% Proprietary Composites
Operating Costs, Similar to the hourly operating costs of a Gulfstream G650 or Bombardier Global Express 7000 Series
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
-----------------------------
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-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.
This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.
TO ENLARGE - either:
1. Right-click the image then choose Original or...
2. Select View all sizes from the Actions tab then choose Original
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.
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USA MADE
MANUFACTURING IN PORTLAND, ORE.
In 1932 Charles Danner opened his bootmaking business, risking his future on a stubborn belief that, regardless of the economy, superior craftsmanship mattered. While much has changed since the first Danner boot was made, our dedication to crafting a superior product has not.
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MADE IN USA / BERRY COMPLIANT
Berry Compliant is a certification that meets or exceeds the most stringent guidelines set by the Federal Trade Commission. Every component of this product, down to the raw material sourced to manufacture each part, is sourced from the United States. This boot is crafted from top to bottom in our Portland, Oregon factory.
MADE IN USA
This classification of manufacturing is our promise that this product was built from top to bottom in our Portland, Ore. factory. Our USA Made boots are built with the same commitment to superior craftsmanship that we’ve been known for since 1932.
MADE IN USA WITH IMPORTED COMPONENTS
We source the best materials from around the world and utilize some construction work overseas before shipping partially assembled components to be finished in our Portland, Oregon factory. Once in our factory, the boot uppers are formed and the entire bottom of the boot is constructed by hand, giving us greater control over the finished product. This manufacturing process allows us to bring you a less expensive USA-made boot without compromising the quality you expect from Danner.
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RIVOT TFX
USA made with a more modern construction that reduces weight and increases agility.
RIVOT TFX
Coyote Non-Metallic Toe
$320.00
RIVOT TFX
Coyote
$310.00
ACADIA
USA made for generations with a variety of options in height and insulation to cover any beat.
PATROL
6"
$340.00
BLACKHAWK II
6"
$280.00
ACADIA
8"
$350.00
ACADIA
8" Insulated 200G
$355.00
RECON
8" Insulated 200G
$365.00
ACADIA
8" Insulated 400G
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ACADIA
8" Non-Metallic Toe
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FORT LEWIS
10"
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FORT LEWIS
10" Insulated 200G
$400.00
BULL RUN
Unlined leather provides cooler comfort in warmer temperatures.
EXPLORE BULL RUN FEATURES
BULL RUN MOC TOE
6" Brown
$180.00
BULL RUN
6" Brown Cristy
$180.00
BULL RUN MOC TOE
6" Brown Steel Toe
$190.00
BULL RUN
8" Brown Cristy
$190.00
USMC RAT
Incredibly durable and reliable, the only proven Rugged All Terrain boot to live up to USMC standards.
USMC RAT
Mojave
$340.00
USMC RAT
Mojave Gore-Tex
$350.00
USMC RAT
Mojave Steel Toe
$340.00
CLASSIC HUNTERS
USA-made options for every season with GORE-TEX waterproof liners and a variety of insulation levels.
GROUSE
8" Brown
$330.00
SIERRA
8" Brown Insulated 200G
$340.00
HOOD WINTER LIGHT
8" Brown Insulated 200G
$280.00
CANADIAN
10" Brown Insulated 600G
$395.00
ELK HUNTER
Ideal for big game hunting with self-cleaning Bob soles, GORE-TEX lining, and premium leather.
EXPLORE ELK HUNTER FEATURES
ELK HUNTER
Brown
$270.00
ELK HUNTER
Brown Insulated 400G
$280.00
DANNER LIGHT
The original GORE-TEX hiker, with an extra inch of ankle support.
DANNER LIGHT
Dryden
$380.00
DANNER LIGHT
Ivory
$380.00
DANNER LIGHT II
Brown
$380.00
DANNER LIGHT II
Dark Brown
$380.00
DANNER X NEW BALANCE
Danner Light Pioneer
$430.00
EXPLORER
All-Leather Brown
$380.00
KEVLAR LIGHT II
Matte Black
$390.00
DANNER LIGHT
Black
$380.00
DANNER LIGHT
Khaki
$380.00
DANNER LIGHT
Mojave Brawler
$380.00
MOUNTAIN LIGHT
Hiking boot introduced in ’79 with a one-piece leather upper and Vibram outsoles.
MOUNTAIN LIGHT
Dryden
$380.00
MOUNTAIN LIGHT
Ivory
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MOUNTAIN LIGHT
Cascade Clovis
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MOUNTAIN LIGHT II
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MOUNTAIN LIGHT II
Black
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MOUNTAIN LIGHT
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MOUNTAIN LIGHT
Black
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MOUNTAIN LIGHT
Mojave Brawler
$360.00
MOUNTAIN LIGHT
Overton
$380.00
MOUNTAIN TRAIL
$360.00
MOUNTAIN PASS
25% lighter than our Mountain Light with the same classic style.
EXPLORE MOUNTAIN PASS FEATURES
MOUNTAIN PASS
Dark Brown
$360.00
MOUNTAIN PASS
Black Glace
$360.00
MOUNTAIN PASS
Horween Rio
$350.00
QUARRY
Our most popular and versatile work boot. Waterpoof, breathable GORE-TEX, Vibram outsole, and made in the USA with imported components.
EXPLORE QUARRY FEATURES
QUARRY USA
Brown
$270.00
QUARRY USA
Brown Alloy Toe Wedge
$280.00
QUARRY USA
Brown Alloy Toe
$280.00
QUARRY USA
Black
$270.00
QUARRY USA
Black Alloy Toe
$280.00
QUARRY USA
Distressed Brown
$270.00
QUARRY USA
Distressed Brown Alloy Toe
$280.00
QUARRY USA
Distressed Brown Insulated 400G
$280.00
QUARRY USA
Distressed Brown Insulated 400G Non-Metallic Toe
$290.00
QUARRY USA
Brown Wedge
$270.00
CRATER RIM
Our award-winning, USA made backpacking boot.
CRATER RIM
Brown
$330.00
EAST RIDGE
The next generation of our multi-functional, USA-made hunting boots.
EAST RIDGE
Brown
$240.00
EAST RIDGE
Brown Insulated 400G
$260.00
RAIN FOREST
Our most durable work boot, ideal for heavy-duty outdoor work.
RAIN FOREST
Brown
$360.00
RAIN FOREST
Black
$360.00
SUPER RAIN FOREST
Black
$380.00
SUPER RAIN FOREST
Black Non-Metallic Toe
$390.00
SUPER RAIN FOREST
Black Insulated 200G
$395.00
MT ADAMS
Our Portland-made backpacking boot with GORE-TEX and Vibram.
EXPLORE MT ADAMS FEATURES
MT ADAMS
4.5" Brown
$225.00
WILDLAND TACTICAL FIREFIGHTER
Blends the design of an alpine hiker with the stringent standards of NFPA certification.
WILDLAND TACTICAL FIREFIGHTER
Black
$350.00
FOREST HEIGHTS
Unlined leather, USA made and low-profile outsoles for navigating city streets and parks.
FOREST HEIGHTS II
Piedmont
$290.00
FOREST HEIGHTS II
Falcon Gray
$290.00
FLASHPOINT
The toughest and safest USA made, NFPA-certified boot for smokejumpers and wildland firefighters.
FLASHPOINT II
All Leather Black
$400.00
DANNER MILITARY
Tactical design with easy-wearing civilian function.
DANNER LIGHT
Sage
$380.00
DANNER LIGHT
Mojave
$380.00
TRAMLINE
Lace-to-toe style in an easy chukka height.
TRAMLINE
$320.00
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