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Graham Harwood (UK), Matsuko Yokokoji (JP).
A coal-fired boiler powers a network of computers exploring the relationships between power and media. Coal Fired Computers explores the ecologies that have created and maintained power, and the subsequent health residues and crisis of fuelling that power. The work responds to the displacement of coal production to distant India, China or Vietnam and our industrial heritage, in particular the work of Charles Parsons whose steam turbine is used to produce 40% of today’s electricity. In many countries this rate is much higher (more than 70% in India and China).
According to the World Health Organization, 318.000 deaths occur annually from chronic bronchitis and emphysema caused by exposure to coal dust. The common perception is that wealthy countries have put this all behind them, displacing coal dust into the lungs of unrecorded, unknown miners in distant lands, coal returning in our lives in the form of cheap and apparently clean goods we consume.
Coal fired energy not only powers our computers here in Europe, but is integral to the production of the 300.000.000 computers made each year. 81% of the energy used in a computer’s life cycle is expended in the manufacturing process, now taking place in countries with high levels of coal consumption.
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.
18 de fevereiro de 2011
O presidente Obama e a primeira-dama viajarão ao Brasil, Chile e El Salvador de 19 a 23 de março, onde o presidente se reunirá com líderes e falará à população desses países para tratar de uma grande variedade de temas, entre os quais a prosperidade econômica e a geração de emprego por meio da intensificação do comércio e das parcerias, a cooperação nas áreas de energia e segurança, os valores compartilhados e outros assuntos de importância regional e mundial.
A viagem oferecerá uma oportunidade para dialogar com parceiros bilaterais, destacar o engajamento do presidente no continente e promover nossos esforços para trabalhar como parceiros em igualdade de condições para tratar dos desafios básicos enfrentados pelos povos do continente americano. A visita incluirá eventos em Brasília, Rio de Janeiro, Santiago e São Salvador.
Detalhes adicionais sobre a viagem serão divulgados posteriormente.
FRAMEWORK AGREEMENT BETWEEN THE GOVERNMENT OF THE FEDERATIVE REPUBLIC OF BRAZIL AND THE GOVERNMENT OF THE UNITED STATES OF AMERICA ON COOPERATION IN THE PEACEFUL USES OF OUTER SPACE
The Government of the Federative Republic of Brazil
and
the Government of the United States of America
(hereinafter referred to as “the Parties”),
Recalling their long and useful cooperation in the exploration and peaceful use of outer space, through the successful implementation of cooperative activities in a broad range of space science and applications areas;
Taking note of the mutual benefit to be gained from working together in the peaceful use of space for the welfare of all humankind;
Considering the desirability of enhanced cooperation between the Agencies in human space flight, space science, and the use of space for research in the Earth sciences and global change, with potential benefits to all nations;
Noting the success of their joint projects under the Framework Agreement between the Government of the Federative Republic of Brazil and the Government of the United States of America on Cooperation in the Peaceful Uses of Outer Space signed at Brasilia March 1, 1996, as extended (hereinafter the “First Cooperation Agreement”);
Desiring to further develop the overall legal framework to facilitate the continuance of their mutually beneficial relationship through the conclusion of implementing arrangements to document their joint understanding of the future cooperative endeavors to be undertaken between the Parties;
Recalling the Treaty on Principles Governing the Activities of States in the Exploration and Use of Outer Space, including the Moon and Other Celestial Bodies, done on January 27, 1967, to which both States are Parties;
Have agreed as follows:
Article 1
Purpose
This Framework Agreement, hereinafter referred to as the “Agreement,” sets forth the obligations, terms and conditions for the cooperation between the Government of the Federative Republic of Brazil and the Government of the United States of America (hereinafter referred to as “the Parties”), or any designated Agency of either Party, in the exploration and use of outer space for peaceful purposes in areas of common interest and on the basis of equality and mutual benefit and is intended to supersede the First Cooperation Agreement.
Article 2
Definitions
For the purposes of this Agreement,
1. The term “Agency” means:
(i) for Brazil , the Brazilian Space Agency (AEB), or any other Brazilian agency or department that Brazil may decide to designate in writing through diplomatic channels; and
(ii) for the United States, the National Aeronautics and Space Administration (NASA), or any other U.S. agency or department that the United States may decide to designate in writing through diplomatic channels.
2. The term “Damage” means:
(i) bodily injury to, or other impairment of health of, or death of, any person;
(ii) damage to, loss of, or loss of use of any property;
(iii) loss of revenue or profits; or
(iv) other direct, indirect, or consequential damage.
3. The term “Launch Vehicle” means an object, or any part thereof, intended for launch, launched from Earth or returning to Earth, which carries Payloads or persons, or both;
4. The term “Payload” means all property to be flown or used on or in a Launch Vehicle;
5. For the purpose of Article 12, the term “Protected Space Operations” means all activities conducted pursuant to this Agreement, including Launch Vehicle activities, and Payload activities on Earth, in outer space, or in transit between Earth and air space or outer space, in implementation of this Agreement. Protected Space Operations begins on the date of entry into force of this Agreement and ends when all activities done in implementation of this Agreement are completed. It includes, but is not limited to:
(i) research, design, development, test, manufacture, assembly, integration, operation, or use of Launch or Transfer Vehicles, Payloads, or instruments, as well as related support equipment and facilities and services; and
(ii) all activities related to ground support, test, training, simulation, or guidance and control equipment and related facilities or services.
The term “Protected Space Operations” excludes activities on Earth that are conducted on return from space to develop further a Payload’s product or process for use other than for activities in implementation of this Agreement.
6. The term “Related Entity” means:
(i) a contractor or subcontractor of an Agency, at any tier;
For the purpose of Article 12 (Cross-Waiver of Liability), the term “Related Entity” also means:
(ii) a user or customer of an Agency, at any tier; or
(iii) a contractor or subcontractor of a user or customer of an Agency, at any tier.
For the purpose of Article 12, the terms “contractor” and “subcontractor” include suppliers of any kind.
For the purpose of Article 12, the term “Related Entity” may also apply to a State, an international organization, or an agency, department, or institution of a State, having the same relationship to a Party as described in subparagraphs (i) to (iii) above, or otherwise engaged in the implementation of Protected Space Operations as defined in Article 2 paragraph 5 above.
7. The term “Transfer Vehicle” means any vehicle that operates in space and transfers a Payload or person or both between two different space objects, between two different places on the same space object, or between a space object and the surface of a celestial body. A Transfer Vehicle also includes a vehicle that departs from and returns to the same location on a space object.
Article 3
Scope of Cooperation
1. The Parties shall identify areas of mutual interest and seek to develop cooperative programs or projects, hereinafter referred to as “Programs,” in the exploration and peaceful uses of outer space and shall work closely together to this end.
2. These Programs may be undertaken, as mutually agreed, and subject to the provisions of this Agreement and the specific terms and conditions of any Implementing Arrangements concluded pursuant to Article 4, in the following areas:
a) Earth science, observation, and monitoring;
b) Space science;
c) Exploration systems;
d) Space operations; and
e) Other relevant areas of mutual interest.
3. These Programs may be implemented using the following:
a) Spacecraft and space research platforms;
b) Scientific instruments onboard spacecraft and space research platforms;
c) Space operations missions;
d) Sounding rocket and scientific balloon flights and campaigns;
e) Aircraft flights and campaigns;
f) Space communications, including ground-based antennas, for tracking, telemetry, and data acquisition;
g) Ground-based research facilities;
h) Exchanges of scientific personnel;
i) Exchanges of scientific data;
j) Participation in joint workshops and meetings;
k) Terrestrial analogs;
l) Earth and space applications;
m) Education and public outreach activities; and
n) Other mechanisms of mutual interest jointly decided in writing by the Parties.
4. All activities taking place under this Agreement shall be conducted in a manner consistent with the applicable national laws and regulations of the Parties.
5. These Programs may take place on the surface of the Earth, in air space, or in outer space.
Article 4
Implementing Arrangements
1. The Parties shall conduct joint activities under this Agreement through their respective Agencies. Implementing Arrangements concluded by the Agencies shall set forth the specific roles and commitments of the Agencies and shall include, as appropriate, provisions related to the nature and scope of the joint activities, the individual and joint commitments of the Agencies, and any other provisions necessary to conduct the joint activities.
2. Such Implementing Arrangements shall incorporate by reference and be subject to this Agreement.
Article 5
Financial Arrangements
1. The Parties shall be responsible for funding their respective activities under this Agreement. Obligations under this Agreement and any Implementing Arrangements shall be subject to the availability of appropriated funds and to each Party’s funding procedures.
2. Each Party shall ensure that, should its Agency encounter funding problems that may affect the activities to be carried out pursuant to this Agreement, its Agency will notify and consult with the other Agency as soon as possible.
3. This Agreement shall not prejudice the ability of the Parties or their Agencies to conclude other agreements or arrangements regarding matters outside or within the scope of this Agreement, as mutually agreed.
Article 6
Duties, Fees, and Taxes
1. In accordance with its national laws and regulations, each Party shall ensure free customs clearance and exemption from all applicable customs duties, fees, and taxes for the import or export of goods necessary for the implementation of this Agreement.
2. In the event that any duties, fees, or taxes of any kind are nonetheless levied on such goods, such duties, fees, or taxes shall be borne by the Party of the country levying them.
Article 7
Entry and Exit of Personnel
On a reciprocal basis, each Party shall use reasonable efforts to facilitate, in accordance with its laws and regulations, the entry into and exit from its territory of personnel engaged in joint activities pursuant to this Agreement.
Article 8
Overflight
Each Party shall facilitate, upon request from the other Party, the provision of aircraft and balloon overflight clearances, as necessary, in order to carry out activities under Implementing Arrangements established under this Agreement. Detailed information regarding the purpose of the overflight, the proposed type of equipment to be used, and the researchers involved shall be addressed, as appropriate, in the Implementing Arrangements.
Article 9
Intellectual Property Rights
1. Nothing in this Agreement shall be construed as granting, either expressly or by implication, to the other Party any rights to, or interest in, any inventions or works of a Party, its Agency or its Agency’s Related Entities made prior to the entry into force of, or outside the scope of, this Agreement, including any patents (or similar forms of protection in any country) corresponding to such inventions or any copyrights corresponding to such works.
2. Any rights to, or interest in, any invention or work made in the performance of this Agreement solely by one Party, its Agency or any of its Agency’s Related Entities, including any patents (or similar forms of protection in any country) corresponding to such invention or any copyright corresponding to such work, shall be owned by such Party, its Agency or its Agency’s Related Entity. Allocation of rights to, or interest in, such invention or work between such Party, its Agency and its Agency’s Related Entity shall be determined by its applicable national laws, rules, regulations, and contractual obligations.
3. It is not anticipated that there will be any joint inventions made in the performance of this Agreement. Nevertheless, in the event that an invention is jointly made by the Parties, their Agencies and/or their Agencies’ Related Entities in the performance of this Agreement, the Parties shall, in good faith, consult and agree within 30 calendar days as to:
a. the allocation of rights to, or interest in, such joint invention, including any patents (or similar forms of protection in any country) corresponding to such joint invention;
b. the responsibilities, costs, and actions to be taken to establish and maintain patents (or similar forms of protection in any country) for each such joint invention; and
c. the terms and conditions of any license or other rights to be exchanged between the Parties or granted by one Party to the other Party.
4. For any work jointly authored by the Parties, their Agencies and/or their Agencies’ Related Entities, should the Parties decide to register the copyright in such work, they shall, in good faith, consult and agree as to the responsibilities, costs, and actions to be taken to register copyright protection (in any country).
5. Subject to the provisions of Article 10 (Publication of Public Information and Results) and Article 11 (Transfer of Goods and Technical Data), each Party shall have an irrevocable royalty free right, for its own purposes, to reproduce, prepare derivative works, distribute, and present publicly, and authorize others to do so on its behalf, any copyrighted work resulting from activities undertaken in the performance of this Agreement, regardless of whether the work was created solely by, or on behalf of, the other Party or jointly with the other Party.
Article 10
Publication of Public Information and Results
1. The Parties retain the right to release public information regarding their own activities under this Agreement. The Parties shall coordinate with each other in advance concerning releasing to the public information that relates to the other Party’s responsibilities or performance under this Agreement.
2.
(a) The Parties shall make the final results obtained from joint activities available to the general scientific community through publication in appropriate journals or by presentations at scientific conferences as soon as possible and in a manner consistent with good scientific practices.
(b) The Parties shall ensure that its Agencies include provisions for the sharing of science data in the Implementing Arrangements.
3. The Parties acknowledge that the following data or information does not constitute public information and that such data or information shall not be included in any publication or presentation by a Party under this Article without the other Party’s prior written permission: (1) data furnished by the other Party in accordance with Article 11 (Transfer of Goods and Technical Data) of this Agreement that is export-controlled or proprietary; or (2) information about an invention of the other Party before a patent application has been filed covering the same, or a decision not to file has been made.
Article 11
Transfer of Goods and Technical Data
1. The Parties are obligated to transfer only those goods and technical data (including software) necessary to fulfill their respective responsibilities under this Agreement, in accordance with the following provisions:
(a) All activities under this Agreement shall be carried out in accordance with the Parties’ national laws, rules, and regulations, including those laws, rules, and regulations pertaining to export control and the control of classified information.
(b) The transfer of technical data with regard to interface, integration, and safety for the purposes of discharging the Parties’ responsibilities under this Agreement shall normally be made without restriction, except as provided in paragraph (a) above. If design, manufacturing, processing data and associated software, which is proprietary but not export controlled, is necessary for interface, integration, or safety purposes, the transfer shall be made and the data and associated software shall be appropriately marked.
(c) All transfers of goods and proprietary or export-controlled technical data are subject to the following provisions. In the event a Party, its Agency or its Agency’s Related Entity finds it necessary to transfer goods or to transfer proprietary or export-controlled technical data, for which protection is to be maintained, such goods shall be specifically identified and such proprietary or export-controlled technical data shall be marked. The identification of goods and the marking on proprietary or export-controlled technical data will indicate that the goods and proprietary or export-controlled technical data shall be used by the receiving Party, its Agency or its Agency’s Related Entity only for the purposes of fulfilling the responsibilities of the receiving Party, its Agency or its Agency’s Related Entity under this Agreement, and that the identified goods and marked proprietary technical data or marked export-controlled technical data shall not be disclosed or retransferred to any other entity without the prior written permission of the furnishing Party, its Agency or its Agency’s Related Entity. The receiving Party, its Agency or its Agency’s Related Entity shall abide by the terms of the notice and protect any such identified goods and marked proprietary technical data or marked export-controlled technical data from unauthorized use and disclosure. The Parties to this Agreement will cause their Agencies ’ Related Entities to be bound by the provisions of this Article related to use, disclosure, and retransfer of identified goods and marked technical data through contractual mechanisms or equivalent measures.
2. All goods and marked proprietary or export-controlled technical data exchanged in the performance of any Implementing Arrangement shall be used by the receiving Party, its Agency and/or its Agency’s Related Entities exclusively for the purposes of that Implementing Arrangement. Upon completion of the activities under an Implementing Arrangement, the receiving Party, its Agency or its Agency’s Related Entity shall return or, at the request of the furnishing Party, its Agency or its Agency’s Related Entity, otherwise dispose of all goods and marked proprietary or export-controlled technical data provided under the Implementing Arrangement.
Article 12
Cross-Waiver of Liability
1. With respect to activities performed under this Agreement, the Parties agree that a comprehensive cross-waiver of liability will further cooperation in the exploration, exploitation and use of outer space. This cross-waiver of liability, as set out below, shall be broadly construed to achieve this objective. Provided that the waiver of claims is reciprocal, the Agencies may tailor the scope of the cross-waiver clause in an Implementing Arrangement to address the specific circumstances of a particular cooperation.
2.
(a) Each Party agrees to a cross-waiver of liability pursuant to which each Party waives all claims against any of the entities or persons listed in sub-paragraphs 2(a)(i) through 2(a)(iv) below based on Damage arising out of Protected Space Operations. This cross-waiver shall apply only if the person, entity, or property causing the Damage is involved in Protected Space Operations and the person, entity, or property damaged is damaged by virtue of its involvement in Protected Space Operations. The cross-waiver shall apply to any claims for Damage, whatever the legal basis for such claims, against:
(i) the other Party;
(ii) the other Party’s Agency;
(iii) the Related Entity of the other Party´s Agency;
(iv) the employees of any of the entities identified in sub-paragraphs (i), (ii) and (iii) immediately above.
(b) In addition, each Party shall ensure that its Agency extends the cross-waiver of liability as set forth in Article 12.2(a) to the Agency’s Related Entities by requiring them, by contract or otherwise, to agree to:
(i) waive all claims against the entities or persons identified in Article 12.2(a)(i) through Article 12.2(a)(iv); and
(ii) require that their Related Entities waive all claims against the entities or persons identified in Article 12.2(a)(i) through Article 12.2(a)(iv) above.
(c) For avoidance of doubt, this cross-waiver of liability shall be applicable to claims arising under the Convention on International Liability for Damage Caused by Space Objects, done on March 29, 1972 (the “Liability Convention”), where the person, entity, or property causing the Damage is involved in Protected Space Operations and the person, entity, or property damaged is damaged by virtue of its involvement in Protected Space Operations.
(d) Notwithstanding the other provisions of this Article, this cross-waiver of liability shall not be applicable to:
(i) claims between a Party or its Agency and its Agency’s Related Entity or between an Agency’s own Related Entities;
(ii) claims made by a natural person, his/her estate, survivors, or subrogees (except when a subrogee is a Party to this Agreement or is otherwise bound by the terms of this cross-waiver) for bodily injury to, other impairment of health of, or death of such natural person;
(iii) claims for Damage caused by willful misconduct;
(iv) intellectual property claims;
(v) claims for Damage resulting from a failure of a Party’s Agency to extend the cross-waiver of liability to the Agency’s Related Entities, pursuant to Article 12.2(b); or
(vi) claims by or against a Party, its Agency or its Agency’s Related Entity arising out of or relating to the other Party, its Agency or its Agency’s Related Entity’s failure to perform its obligations under this Agreement or any Implementing Arrangement concluded hereunder.
(e) Nothing in this Article shall be construed to create the basis for a claim or suit where none would otherwise exist.
(f) In the event of third-party claims for which the Parties may be liable, the Parties shall consult promptly to determine an appropriate and equitable apportionment of any potential liability and on the defense of any such claims.
Article 13
Registration of Space Objects
For Implementing Arrangements involving a launch, the Parties shall ensure that their Agencies decide as to which Agency will request its Government to register the spacecraft as a space object in accordance with the Convention on the Registration of Objects Launched into Outer Space, opened for signature January 14, 1975. Registration pursuant to this Article shall not affect the rights or obligations of either Party under the Liability Convention.
Article 14
Consultations and Settlement of Disputes
1. The Parties shall encourage their Agencies to consult, as appropriate, to review the implementation of activities undertaken pursuant to this Agreement, and to exchange views on potential areas of future cooperation.
2. In the event questions arise regarding the implementation of activities under this Agreement or regarding the interpretation or application of this Agreement, the Agencies shall endeavor to resolve the questions.
3. If resolution is not reached by the Agencies, the questions shall be resolved by means of consultations between the Parties.
Article 15
Relationship to Other Agreements
1. If it appears that this Agreement conflicts with the rights and obligations of either Party under any other agreement to which it is a party, the Parties shall consult with a view to resolving the conflict.
2. Upon entry into force of this Agreement pursuant to Article 16, the First Cooperation Agreement shall terminate. Any Implementing Arrangements subject to the provisions of the First Cooperation Agreement that have not expired or been terminated by the date this Agreement enters into force shall continue and be subject to the provisions of this Agreement. In case of any conflict between the terms and conditions contained in those Implementing Arrangements and this Agreement, the terms and conditions of this Agreement shall take precedence.
Article 16
Entry into Force, Duration, and Amendment
1. This Agreement shall enter into force on the date of the last note of an exchange of diplomatic notes in which the Parties notify each other of the completion of their internal procedures necessary for the entry into force of this Agreement. This Agreement shall remain in force for twenty (20) years unless extended by written agreement of the Parties or terminated in accordance with the provisions of Article 17 of this Agreement.
2. This Agreement may be amended through an exchange of diplomatic notes by the Parties. Such amendment shall enter into force in accordance with the entry-into-force procedure specified in paragraph 1 of this Article.
Article 17
Termination
1. Either Party may terminate this Agreement by providing at least six months written notice to the other Party.
2. Termination or expiration of this Agreement shall not affect Implementing Arrangements that are in effect at the time of termination or expiration of this Agreement.
3. Notwithstanding the termination or expiration of this Agreement, its provisions shall continue to apply to cooperation under any Implementing Arrangements in effect at the time of termination or expiration, for the duration of such Implementing Arrangements.
4. Notwithstanding termination or expiration of this Agreement or any Implementing Arrangements concluded hereunder, the obligations of the Parties set forth in Articles 9, 11, and 12 of this Agreement, concerning Intellectual Property Rights, Transfer of Goods and Technical Data, and Cross-Waiver of Liability shall continue to apply.
In witness whereof, the undersigned, being duly authorized thereto by their respective Governments, have signed this Agreement.
Done at Brasilia , in duplicate, this 19th day of March, 2011, in the Portuguese and English languages, both versions being equally authentic.
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 ââin 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 ââin 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.
Starting in January 2012 the Department for Transport is conducting a trial of longer semi-trailers. The trial involves 900 semi-trailers of 14.6m in length (i.e. 1 metre longer than the current maximum), and a further 900 semi-trailers of 15.65m in length (i.e. 2.05 metres longer). This will result in the total maximum length of the semi-trailer truck being 17.5 metres (for trailers of 14.6 metre in length) and 18.55 metres (for trailers of 15.65 metres in length). The increase in length will not result in the 44,000 kg (97,000 lb) weight limit being exceeded, and will allow some operators to approach the weight limit which may not have been previously possible due to the previous length of trailers. The trial will run for a maximum of 10 years.
www.dft.gov.uk/topics/freight/road-freight/longer-semi-tr...
United Biscuits, the company famous for well known UK brands KP, Jacobs, McVities, McCoys, Go Ahead and Jaffa Cakes to name just a few, has recently taken delivery of 20 longer semi trailers built by South Manchester based Cartwright.
The Curtainside Longer Semi Trailers, which operate from United Biscuit’s distribution centre at Ashby de la Zouche are 15650mm in length, Tri-axle in design with a rear command steering axle. The Clearspan body design has insulated and security curtains and conforms to the EN12642XL standard. They are painted in six different liveries promoting the distinctive United Biscuits brands and include an impactive liveried environmental vehicle which runs on waste vegetable oil, a by product of UB’s manufacturing process.
CARTWRIGHT GROUP says its longer semitrailers (LSTs) will use the “command rearsteer” technology because it is more versatile than current self-tracking rear-steer solutions.
The Altrincham-based body and trailer manufacturer is in the process of building its irst LST, says director Steven Cartwright, which is expected to be unveiled in January 2012. “We are inalising the design but we will initially use command [positive] rear-steer technology, which in this case is Tridec, as it is more versatile and reduces the tyre wear.
“With self-tracking rear-steer trailers, which are cheaper and lighter, you have to straightenup to slot the pin into place before reversing with three ixed axles – and there will be a lot of yards where this might not be possible,” he says.
Manufacturers developing maximum length longer trailers with a single rear-steer axle are yet to achieve a true 44-tonne GVW because they are unable to put the axle in the right position to achieve the required turning circle without compromising weight distribution.
Cartwright admits its company’s design is currently at 42-tonnes GVW. However, a reduced GVW could beneit operators that regularly cube-out and those involved with the pallet networks, as there is no height restriction with longer trailers.
An Anchor Bolt is used to attach Pre Engineered Building (PEB) columns to concrete foundation. At Richa Industries Limited Kashipur PEB manufacturing unit, simple steps are used to manufacture Anchor bolts of various size and dimension. www.richa.in
Mach 10 Hypersonic Plane - Turbine Based Combined Cycle - IO Aircraft
Drew Blair
www.linkedin.com/in/drew-b-25485312/
20 Passengers plus 3 crew
10,000 mile range
Mach 10 Cruise
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.
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.
Selective Laser Melting (SLM) is an additive manufacturing process that can be used for many different applications.
The SLM process starts by numerically slicing a 3D CAD model into a number of finite layers. For each sliced layer a laser scan path is calculated which defines both the boundary contour and some form of fill sequence, often a raster pattern. Each layer is then sequentially recreated by depositing powder layers, one on top of the other, and melting their surface by scanning a laser beam.
The powder is spread uniformly by a wiper. A high power-density fibre laser with a 40µm beam spot size fully melts the pre-deposited powder layer. The melted particles fuse and solidify to form a layer of the component.
For more information please visit www.twi-global.com/technologies/welding-surface-engineeri...
If you wish to use this image each use should be accompanied by the credit line and notice, "Courtesy of TWI Ltd".
The two fuzzy pictures on the left are huge open tanks of rum fermenting, seen from atop a dim catwalk -- the sweet smell there was by itself intoxicating. The two sharper pictures on the right show later stages in the rum manufacturing process. We were told that the rum was bottled off island, in Florida I think the guide said. We were surprised, though, that the barrels are emptied into metal tanks that are shipped out, instead of shipping out the barrels.
After the 15 minute $5 tour the guide, a woman who didn't drink, served much too big cups (at least 4 ounces of rum on ice) of our choice from the different kinds of Cruzan brand rum. My favorite was Cruzan Rum Cream, because of it smoothness and lower alcohol (17%), but the stronger tasting Cruzan Blackstrap Rum also tasted good (however it's 40% alcohol was too much for me). I drank only half of my mixture of Blackstrap and Cream and still felt walloped.
Cruzan Rum is very cheap in St. Croix, either at the factory or in the grocery stores. Black Strap Rum is only $8 for a 750 ml. bottle. Cruzan Rum Cream is $14 a bottle. There's no sales tax in St. Croix and we could have brought back up to 6 bottles duty free with us (but we didn't -- it could have been a security hassle on the airplane and, more to the point, wanting more of its good taste didn't seem like a habit we wanted to get into).
Here's some customer's reviews of Cruzan Rum. I was surprised by the latest review that said the factory or distillery has a new owner and that the quality has since dropped quite a bit. www.igougo.com/attractions-reviews-b21372-St._Croix-Cruza...
You've probably heard of tropical lethargy, which we happened to read about again there in several historical novels by local author, Patricia Gill. While our home state of Florida (Tallahassee) was shivering with record lows (down to 14 degrees) we were feeling the constant high humidity in the St. Croix rain forest, with lows not much under 70 in the mornings and highs usually at least in the mid 80s. But after tasting the Cruzan factory's good rum and seeing its cheap prices we suspected that climate isn't the only reason for tropical lethargy.
Perhaps one kind of tropical lethargy is "island time," or as its called in St. Croix, Crucian time. An example of it was on one of the 12 days Christmas Festival the starting time of the Adult Parade was always scheduled to start at 10 a.m. but we were told it never actually began until about 1 p.m. We also ran into Cruzan time when we occasionally found stores closed in the middle of the afternoon, though sometimes that was probably more a result of the Great Recession. One of the great things about Polly's at the Pier (besides its coffee and brownies) was that it was usually open. One of its co-owners, a man from Iowa, said he made it a point of being dependably open. He said people there told him he could not make a go of it, but Polly's seemed to have plenty of regular customers and not only from the cruise ships.
Lace Lithography gives this book to all of their employees, and I can see why, given the extreme economic dependencies we have on ASML and TSMC today, and the geopolitical power that derives from the advanced alchemy of computation.
The early history of the semiconductor industry was the most interesting part to me, as my father lived through it, starting at Motorola in 1966, then Texas Instruments and Mostek, the leader in memory chips in the early 80’s.
Chip War does not pull any punches when it comes to the failings of Russia, China and Intel. So, I keep it with my Intel wafer of 100Mhz Pentiums, a gift of Gordon Moore, signed by one of my favorite Professors, Andy Grove.
Here are the passages that caught my eye or packed the most punch:
“Last year the chip industry produced more transistors than the combined quantity of all goods produced by all other companies, in all other industries, in all human history. Nothing else comes close.” (p.xxi)
“Around a quarter of the chip industry’s revenue comes from phones. Today, Apple’s most advanced processors can only be produced by a single company in a single building, the most expensive factory in human history.” (p.xx)
• Chip History — U.S. vs. USSR
“At the outset, the integrated circuit cost 50x as much to make as a simpler device made with separate components wired together. Everyone agreed Noyce’s invention was clever, even brilliant. All it needed was a market. Three days after Noyce and Moore founded Fairchild Semiconductor, the answer to the question of who would pay for integrated circuits hurtled over their heads: Sputnik, the world’s first satellite, launched by the Soviet Union. Boy Noyce suddenly had a market for his integrated circuits: rockets. The first big order for Noyce’s chips came from NASA.” (19)
“By November 1962, Charles Stark Draper, the famed engineer who run the MIT Instrumentation Lab had decided to bet on Fairchild chips for the Apollo program. The computer that eventually took Apollo 11 to the moon weighed 70 pounds and took up about one cubic foot of space, a thousand times less than the ENIAC computer that had calculated artillery trajectories in World War II. MIT considers the Apollo guidance computer one of its proudest accomplishments.” (20) I have the second one that they made: flic.kr/p/2htaTmr
“NASA’s trust in integrated circuits to guide astronauts to the moon was an important stamp of approval.” (21)
In 1963, “TI’s shipments to the Air Force accounted for 60% of all dollars spent buying chips to date. By the end of 1964, Texas Instruments had supplied 100,000 integrated circuits to the Minuteman missile program.” (22) A peek inside: flic.kr/p/23nbD
“In 1965, military and space applications would use over 95% of the integrated circuits produced that year.” (29)
“Moore’s Law was the greatest technological prediction of the century. Moore later argued that Noyce’s price cuts were as big an innovation as the technology inside the integrated circuits.” (31)
“In 1966, Burroughs, a computer firm, ordered 20 million chips from Fairchild — more than 20x what the Apollo program consumed. By 1968, the computer industry was buying as many chips as the military.” (32)
“Copying was literally hardwired into the Soviet semiconductor industry, with some chipmaking machinery using inches rather than centimeters to better replicate American designs, even though the rest of the USSR used the metric system. The Soviet ‘copy it’ strategy was fundamentally flawed, however. Copying worked in building nuclear weapons, because the U.S. and the USSR built only tens of thousands of nukes over the entire Cold War.” (43)
They could not keep up with Moore’s Law. “In 1985, the CIA conducted a study of Soviet microprocessors and found that the USSR produced replicas of Intel and Motorola chips like clockwork. They were always a half decade behind.” (144)
“The KGB began stealing semiconductor manufacturing equipment too. The system of theft and replication never worked well enough to convince Soviet military leaders that they had a steady supply of quality chips, so they minimized the use of electronics and computers in military systems.” (143)
“Japan alone spent 8x as much on capital investment in microelectronics as the USSR.” (149)
“The problem with many guided munitions, the military concluded, was the vacuum tubes. The Sparrow missile’s radar system broke on average once every 5 to 10 hours of use. A post war study found that only 9.2% of Sparrows fired in Vietnam hit their target, while 66% malfunctioned, and the rest simply missed.” (58) Same for the Bullpup I have in the office: flic.kr/p/2mXRWE9
“Even the vacuum-tube-powered Sidewinder air-to-air missiles that missed most of their targets above Vietnam were upgraded with semiconductor-based guidance systems. They were 6x as accurate in the Persian Gulf War as in Vietnam.” (153) I have Serial Number 1 of the Sidewinder, and wrote a little review of the book by the same name: flic.kr/p/2ofXrJ2
“A simple laser sensor and a couple transistors turned a weapon with a zero-for-638 hit ratio into a tool of precision destruction. Outside a small number of military theorists and engineers, hardly anyone realized Vietnam had been a successful testing ground for weapons that married microelectronics and explosives in ways that would revolutionize warfare and transform American military power.” (61) Like AI + drones in Ukraine today.
“If the future of war became a contest for accuracy, the Soviets would fall behind. Guided missiles would not only offset the USSR’s quantitative advantage, they’d force the Soviets to undertake a ruinously expensive anti-missile effort in response.” (75)
“Soviet estimates suggested that if the U.S. launched a nuclear first strike in the 1980’s, it could have disabled or destroyed 98% of Soviet ICBMs.” (147)
“The Iraqi military — armed with some of the best equipment the Soviet Union’s defense industry produced — was helpless in the wake of the American assault. The reverberations of the smart bombs were felt as powerfully in Moscow as in Baghdad.” (154)
“The Russian chip industry faced humiliation, with one fab reduced in the 1990s to producing tiny chips for McDonald’s Happy Meal toys. The Cold War was over; Silicon Valley had won.” (159)
• Japan
“Sony’s research director, the famed physicist Makoto Kikuchi told an American journalist that Japan had fewer geniuses than America, a country with ‘outstanding elites.’ But America also had a ‘long tail’ of people ‘with less than normal intelligence,’ Kikuchi argued, explaining why Japan was better at mass manufacturing.” (83)
“In 1985, Japanese firms spent 46% of the world’s capital expenditures on semiconductors, compared to America’s 35%.” (89) That was the year they ruined Mostek, where my Dad ran the world’s largest memory chip fabs at the time: Mementos
“’We’re in a death spiral,’ Bob Noyce told a reporter in 1986. In the late 1980s, Intel’s equipment was running only 30% of the time due to maintenance and repairs” (106)
In 1989, Shintaro Ishihara wrote: “Japan has nearly a 100% share of 1-megabit semiconductors. Japan is at least five years ahead of the United Stated and the gap is widening.” (112)
• China
“Many of the best graduates from China’s universities before the revolution ended up working in Taiwan or in California. The year after China produced its first integrated circuit, Mao plunged the company into the Cultural Revolution, arguing that expertise was a source of privilege that undermined socialist equality.” (172) ...some sad echoes of that today.
“During the decade in which China had descended into revolutionary chaos, Intel had invented microprocessors, while Japan had grabbed a large share of the global DRAM market. China accomplished nothing beyond harassing its smartest citizens.” (174)
“A study in 1979 found that China had hardly any commercially viable semiconductor production and only 1500 computers in the entire country.” (175)
“U.S. fabs made 37% of the world’s chips in 1990, but this number fell to 19% by 2000 and 13% by 2010. South Korea, Singapore and Taiwan rapidly increased output.” (177)
“No country has been more successful than China at harnessing the digital world for authoritarian purposes.” (244)
“China has less than 1% of the global software tools market. China supplies 4% of the of the world’s silicon wafers and other chipmaking materials. It has only a 7% market share in the business of fabricating chips. None of this fabrication capacity involves high-value, leading-edge technology.” (249)
“The future of war will be defined by computing power… a belief in the Chinese military circles that warfare is being ‘intelligentized’ — inelegant military jargon that means applying AI to weapons systems.” (284)
“29% of the world’s leading researchers in AI are from China, as opposed to 20% from the U.S. and 18% from Europe. However, a staggering share of these experts end up working in the U.S., which employs 59% of the world’s top AI researchers.” (286)
“China is still staggeringly dependent on foreign semiconductor technology — in particular, U.S.-designed, Taiwan-fabricated processors — to undertake complex computation. 95% of GPUs in Chinese servers running AI workloads are designed by NVIDIA.” (286)
“The U.S. military will only succeed if it has a decisive technological advantage. The 1970s offset was driven by digital microprocessors, IT, sensors, stealth. This time it will be advances in AI and autonomy.” (287)
“Obama’s China team concluded ‘that everything we’re competing on in the 21st Century, all of it rests on the cornerstone of semiconductor mastery.” (300)
“Escalating tech competition with the United States is like a Sputnik moment for China’s government.” (320)
“Establishing a cutting-edge, all-domestic supply chain would take over a decade and cost well over a trillion dollars in that period. This is why, despite the rhetoric, China’s not actually pursuing an all-domestic supply chain. Beijing recognizes this is simply impossible.” (323)
“China now spends more money each year importing chips than it spends on oil.” (p.xviii)
• Taiwan
“TSMC’s Fab 18 fabricated well over 1 quintillion transistors.” (p.xxi)
“Taiwan fabricates 37% of the world’s logic chips. After a disaster in Taiwan, the total costs would be measured in the trillions. It would take at least half a decade to rebuild the lost chipmaking capacity.” (341)
• Lithography
“ASML builds 100% of the world’s extreme ultraviolet lithography machines, without which cutting edge chips are simply impossible to make. OPEC’s 40% share of world oil production looks unimpressive by comparison.” (p.xxv)
In 1986, the U.S. pioneer “GCA lost its position as the only company building steppers. Japan’s Nikon had initially been a partner of GCA, providing the precision lenses for its stepper. It acquired a machine from GCA and reverse engineered it. Soon Nikon had more market share than GCA.” (94)
“GCA struggled with mass production. Precision manufacturing was essential, since lithography was now so exact that a thunderstorm rolling through could change air pressure — and thus the angle at which light refracted — enough to distort the images carved on chips.” (94)
“By the end of the 1980s, Japan was supplying 70% of the world’s lithography equipment. America’s share had fallen to 21%.” (99)
“Intel would eventually spend billions of dollars on R&D and billions more learning how to use EUV to carve chips. It never planned to make its own EUV equipment” (184)
“The manufacturing of EUV wasn’t globalized, it was monopolized. A single supply chain managed by a single company [ASML] would control the future of lithography.” (189)
“EUV was one of the biggest technological gambles of our time. Intel alone invested $4B in ASML in 2012, an investment that followed billions of dollars of previous grants and investments Intel had spent on EUV, dating back to the era of Andy Grove.” (225)
“Producing enough EUV light requires pulverizing a small ball of tin with a laser. The tin is struck twice with a laser. The first pulse is to warm it up, the second is to blast it into a plasma with a temperature around a half million degrees, many times hotter than the surface of the sun. This process is then repeated 50,000 times per second to produce EUV light in the quantities necessary to fabricate chips.” (226) The laser needed ultrapure diamond windows, multi-layer mirrors that are smoother than any other object manufactured, and each machine had 457,329 parts and cost over $100M each. Their new high-aperture EUV machine costs $300M each.
“ASML’s EUV lithography tool is the most expensive mass-produced machine tool in history, so complex it’s impossible to use without extensive training from ASML personnel, who remain on-site for the tool’s entire life span.” (230)
“Chapter 41: How Intel Forgot Innovation. The company spent over $10 billion a year on R&D throughout the 2010s, four times as much as TSMC. Only a couple companies in the world spent more. Intel has now spent half a decade announcing ‘temporary’ manufacturing delays. Most people in the industry think many of the company’s problems stem from Intel’s delayed adoption of EUV tools. By 2020, half of all EUV lithography tools, funded and nurtured by Intel, were installed at TSMC. By contrast, Intel had only barely begun to use EUV in its manufacturing process.” (240)
Crown Equipment uses a virtual welding machine as part of its welder training and qualification program. In addition to improving employee skills, Crown’s virtual welding program has significantly decreased the amount of scrap metal produced through traditional welder training. This initiative is just one element of Crown’s commitment to improving the sustainability of raw materials and its manufacturing processes, as shared in Crown’s recent ecologic™ report. Learn more at news.crown.com/.
MISSION:
Provide the warfighter with 5.56 mm (Ball/Tracer) ammo that improves hard and soft target performance while eliminating more than 2,000 metric tons of lead annually from training ranges.
DESCRIPTION:
The M855A1 Ball Enhanced Performance Round contains an environmentally friendly projectile that eliminates up to 2,000 tons of lead from the manufacturing process each year in direct support of Army commitment to environmental stewardship. The M855A1 is tailored for use in the M-4 weapon system (Colt M4 Carbine and Colt M4A1 Carbine Short Barreled Rifle platforms) but also improves the performance of the M-16 assault rifle and M-249 (FN M249 SAW/LMG) families of weapons. The M855A1 steel penetrator is effective against light armored targets while its three-piece construction maintains operational capabilities against unprotected personnel targets. The M855A1 enhances performance on hard targets or barriers. It contains an improved propellant which reduces flash.
Read more at: asc.army.mil/web/portfolio-item/peo-ammo-5-56-mm-ball-m85...
From Barfoot's series of coloured lithographs of 1840 depicting the cotton manufacturing process.
Original text written to accompany Lithograph No.9:
The Beam full of yarn, after being dressed with size to stiffen and strengthen the threads, is brought to the Drawing-in Frame, and hung up as you see in the picture, the Healds which are made of twisted worsted, or Cotton, are hung under the beam and weighted below. The ends of the warp are then drawn down, and the rods hung up to preserve the lease, or the warp could not be woven. There is a female at each side of the healds; one takes hold of the ends of the warp, and gives them separately to the other, who draws them through the healds. When all the ends are through, the Drawing-in is completed. Next comes the Reeding; a reed consists of a great number of short flat pieces of steel or brass called Dents, fixed at short and equal distances from each other, in long pieces of split cane, and tightly secured with a wax band. Through each space, between the dents, two ends are drawn by a small hook, called a Reed-hook. It is not always necessary to draw the warps in; they can also be twisted in, that is, when the warp is nearly all woven into cloth by the weaver, the yarn is cut off, and the fresh warp twisted to the old one. Drawing-in and Reeding is very tedious work and requires great care, there are not only a great number of threads to draw in and reed, but if they were to miss one dent or one heald, it is probable that the whole or a part of the work would have to be done over again. Since this is the case, the steady, careful look of the girls is not to be wondered at.
FIAT AT THE 26TH SÃO PAULO INTERNATIONAL AUTO SHOW
This Auto Show edition is special to Fiat: in 2011 it will celebrate its 35 years in Brazil. And, before this important milestone in the company’s history, there is nothing fairer than to show the success of its models, its futures launchings and its new projects, in almost three thousand square meters occupied by Fiat in this Auto Show. Thirty (30) automobiles are in exhibit. Among them, the highlights are: the concept cars – FCC III, Uno Cabrio and Uno Ecology -; a new version of the New Uno, the Sporting, which is arriving at the dealers; and the preliminary presentation of Fiat Bravo.
As it forms part of Fiat’s philosophy to maintain kindled the discussion on the automobile’s future and how to be part of this future in a more and more innovative and efficient way, the brand presents at the Auto Show its third concept car developed at the Giovanni Agnelli Development Pole (Betim/MG), the Fiat Concept Car III, which was idealized by the consumer through the web portal www.fiatmio.cc. This shows the company’s creativity and capacity in assimilating what the worldwide consumer has in mind as the future automobile, that is, the model that will be conceptually ideal for his needs.
FCC III or Fiat Mio as it was baptized brings elements that laud the sustainable view, besides items that assure man’s connectivity to the automobile and the universe, which encompasses world urban mobility. Besides the Concept Car there will be at the stand multi-touch monitors where everything about the product, its conception and realization will be presented. In a closed auditorium, the public present will also see a film about this Concept and immediately afterwards it will be invited to answer an interactive quiz about Mio.
Along the same line of the FCC III, Uno Concept Ecology and Uno Concept Cabrio will be shown. Concept Ecology was presented in the launching of the New Uno and then it was one of the highlights of the Michelin Challenge Bibendum 2010. The model that carries on its structure the successful design of the New Uno is directed towards solutions that transform an automobile more ecological, more sustainable and with below average environmental impact.
Concept Cabrio is another example of Fiat’s involvement with new solutions, even though they are only exercises of creativity. Using the two-door body, the convertible model is an example of infinity of alternatives that can be generated from the New Uno platform. The result is a sports automobile, young and at the same time, sophisticated.
The company also reserved an outstanding place to present the New Fiat Bravo. With its design characterized by Fiat’s “family feeling”, it affirms the brand as world reference in design. Bravo will also be reference in new technologies in the national market. Sportiveness, comfort and safety are some of its characteristics. Without mentioning the excellent performance that Bravo reaches with the E.TorQ 1.8 16V Flex and 1.4 16V Turbo engines, which carries the Downsizing concept and today equips Fiat Punto and Fiat Linea.
Still under the impact of a great launching, and an unprecedented public acceptance, the New Uno, which has been breaking sales records and contributing decisively towards maintenance of the brand’s leadership in Brazil, has highlighted at the stand the launching of Uno Sporting, synonym of sportiveness and exclusivity.
This new version that is arriving at the market is another example that New Uno is versatile, malleable, moldable to the most varied intentions and needs. Sporting brings together all good qualities and contents of the New Uno, with spontaneity, efficiency and beauty of the more sportive versions. Equipped with the new and modern Fire 1.4 Evo engine, Uno Sporting arrives with new contents, technology, and exclusiveness in customization, besides adoption of suspensions that reinforce its quality of sportiveness and of an automobile that provides great pleasure to be driven.
Distributed throughout the Fiat space as well are the models that maintain the brand’s presence in the Brazilian market. Among them is Punto that made its debut with the new E.TorQ 1.6 and 1.8 16V engines of FPT – Powertrain Technologies, which offer low noise levels, emissions of contaminants and internal energy consumption, with excellent torque at low revolutions.
After Fiat Punto, these new engines also equip models of the Palio family – like Siena’s new special Sporting series, which carries the E.TorQ 1.6 16V engine -, Fiat Doblò and Linea, the latter recognized for its elegant lines, its quintessence, comfort and for its technological resources.
Present at the stand as well the new design of Idea, developed in Brazil by the Fiat Style Center for Latin America, which gave the model a more sophisticated look. At the rear, it bears new LED lighted lamps – Fiat Idea is the first national automobile to offer this technology. The new Idea has also received the new family of E.TorQ 1.6 16V and 1.8 16V engines.
An especially prepared space shows evidently the particularities of the Adventure line. Under a more encompassing view, the company associates technology of the products to sustainable thoughts. Just as how the mind of whoever proposes to take advantage of the locomotion properties of the Adventure models must be.
The decoration of the ambience is done with recyclable materials and reforestation wood. Another care taken by the company in the idealization of this space involved the construction of a river with LEDs – synonym of economy, consumption, energy and durability – thus emphasizing the new Idea, which made its debut with this technology in national automobiles.
There as well is the charming and irresistible Fiat Cinquecento. A model that is not merely a product of its time. Its well thought forms tell more than half a century of history in every line.
Visiting the stand the public can see closely Fiat’s competition model that participates in the Trofeo Linea [Linea Trophy] at the Racing Festival, the newest national motor sports attraction. The Trofeo Linea brings high technology automobiles within the category of stock car, with competition automobiles based on line vehicles and with acclaimed pilots in national motor car racing.
In Trofeo Linea important national motor car racing pilots are at the wheel of a Fiat Linea T-Jet with the 1.4 turbo engine from FPT – Powertrain Technologies equipped with the renowned Italian Abarth competition kit. With this preparation, Linea’s turbinated engine gains a high performance Racing profile: the original power of 152 hp leaps up to incredible 215 hp.
Besides various models exhibited, interactivity at the stand is also great, besides a quiz directed towards the FCC III, visitors can play in games with simulators and look for information at the Totems with complete contents about each of the models in exhibition. And more: the artists of the program “É Tudo Improviso” [Everything is Impromptu] will have the mission of interacting with the visitors at its providential irreverence and unusual jokes. The stand will even have a reserved space for Radio Fiat Jovem Pan, which will transmit its daily programming inside Anhembi to all of Brazil, nationwide: between 2:00 PM and 10:00 PM. The portal Terra will also be at the stand with live broadcast. All these activities emphasize the brand’s young, fun and irreverent spirit. In closing, the store Fiat Fashion brings various fashion options and present in its collection for the brand’s fans from all ages.
Fiat Concept Car III, FCC III, is the manufacturer’s interpretation of the ideas posted by internet users around the world on www.fiatmio.cc. It will be introduced in Sao Paulo International Auto Show, in October, in Brazil.
The model’s first 3D images were fully prepared by the virtual design team of Fiat Style Center for Latin America. “The virtual work saves us time in the prototype’s development. Our designers have much more agility in giving life to the ideas of internet users with this technology”, says Peter Fassbender, Manager of Fiat Style Center for Latin America.
Before the international auto show, internet users can follow the concept car’s entire manufacturing process on www.fiatmio.cc/makingof. There are seven episodes in video showing all production phases of Fiat’s prototype.
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.
VTOL - Hypersonic Plane - High Supersonic - Scramjet - IO Aircraft - Iteration 4
Early preview (Iteration 4) of an entirely new type of aircraft, no info is on the net yet and won't be for a while. RANGER - 2 Passenger VTOL Hypersonic Plane
www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
Vertical take off and landing - High Supersonic into Hypersonic Realm. Economy cruise above Mach 4, and can accelerate to beyond Mach 8. Non VTOL, could reach LEO. With a range of 5,000+ nm (8,000-10,000nm non vtol). Fuel H2, reducing fuel weight 95%.
Length, 35ft (10.67m), span 18ft (6m).
Propulsion, 2 Unified Turbine Based Combined Cycle. 2 Unified thrust producing gas turbine generators that provide the power for the central lifting fan (electric, not shaft driven) and the rear VTOL.
Estimated market price, $25-$30 million in production. New York to Dubai in an hour.
All based on my own technology advances in Hypersonics which make Lockheed and Boeing look ancient.
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boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Selective Laser Melting (SLM) is an additive manufacturing process that can be used for many different applications.
The SLM process starts by numerically slicing a 3D CAD model into a number of finite layers. For each sliced layer a laser scan path is calculated which defines both the boundary contour and some form of fill sequence, often a raster pattern. Each layer is then sequentially recreated by depositing powder layers, one on top of the other, and melting their surface by scanning a laser beam.
The powder is spread uniformly by a wiper. A high power-density fibre laser with a 40µm beam spot size fully melts the pre-deposited powder layer. The melted particles fuse and solidify to form a layer of the component.
For more information please visit www.twi-global.com/technologies/welding-surface-engineeri...
If you wish to use this image each use should be accompanied by the credit line and notice, "Courtesy of TWI Ltd".
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.
Raven - Model B Mach 8-10 - Supersonic / Hypersonic Business Jet - Iteration 6
Seating: 22 | Crew 2+1
Length: 100ft | Span: 45ft 8in
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000 ft @ Mach 8-10
Air frame: 75% Proprietary Composites
Operating Costs, Similar to the hourly operating costs of a Gulfstream G650 or Bombardier Global Express 7000 Series
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
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supersonic business jet, hypersonic business jet, hypersonic plane, hypersonic aircraft, hypersonic commercial plane, hypersonic commercial aircraft, hypersonic airline, Aerion, Aerion Supersonic, tbcc, glide breaker, fighter plane, hyperonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
This is my first time trying the Taiwan-based brand Pintoo, which makes puzzles out of plastic. This puzzle was a limited-edition that I only saw available at Planet Puzzles about a year ago (they also had Monet's "Nympheas" in the same size).
I'm finding it an interesting change of pace but I'm not sure that I like this material all that much. The pieces fit very tightly: you really need to force them to snap into place, and I wonder how easy these puzzles would be to take apart. Maybe Pintoo assumes that everyone will want to display their finished puzzle as art after completion.
And this is what the white border is all about: the border pieces are all identical and fit anywhere (well, two types which alternate every other place). If you wanted to you could link this puzzle with another 2000 piece puzzle, or two horizontal 1000s, I suppose. Pintoo makes calendar puzzles where all 12 months could be combined. This feature doesn't really interest me at all.
The flaw I'm finding in the material is that although it's quite rigid, it's still thin enough that the pieces can be bent quite easily. They do seem to bend back, but I'd imagine that disassembling this puzzle would leave many pieces not sitting flat.
The image is printed directly onto the plastic, there is no paper face. The quality of the image is very good, and the pieces have a slight texture to them that helps deflect light. The sheen level of the pieces is low to moderate.
The puzzle size is similar to Epoch's small size 2016 piece series, so the pieces are smaller than average. But the cut is not nearly as neat as Epoch's, so the puzzle cut is only of average difficulty, I'd say (although this Monet is a pretty tough image).
I noticed when doing the inner edge (the partially white pieces) that the puzzle has a repeating pattern with two identical 1000 piece sections. This was also a little disappointing since I'm not sure their manufacturing process has the same limitations as cardboard puzzles. I can't figure out if they are using a press or a mold to form the pieces. I opened the box a while ago but I'm pretty sure there were two separate bags and then another small bag with the white pieces.
It's also worth mentioning that the all-white border pieces are in addition to a total of 2000 inner pieces, which run 40 x 50.
Pintoo is now making plastic puzzles in the 4000 piece size, and even offers custom puzzles on its web site up to 9000 pieces (which run about $400 apiece). Indeed, their puzzles are at least twice as expensive as a cardboard of similar size (the 2000 series retail at $55), another reason I won't be going out of my way to collect this brand.
This is at the 5 hr. mark, with no box reference.
The research space at Sector 7 of the Advanced Photon Source at Argonne National Laboratory is the only X-ray beamline in the world dedicated to fuel injection studies. The auto and aerospace industries and military use the system to study ways to make engines more fuel efficient and stable as well as to test new types of alternative fuels.
The injection system also aids in studies of spray systems, such as those used in manufacturing processes and industrial paint and coating equipment. The black foam at the center of the picture covers a fuel injection system for the NASA rocket Morpheus that will be tested. November 2014.
Photograph Courtesy of Argonne National Laboratory
Under the rubber hood, the body marking of this lever clearly shows this was simply an earlier 600 series BL-6403 lever, now released with new silver anodized lever arms marked "SHIMANO". No reason for even Shimano to alter an already perfected design. The original 6403 levers were released in early 1990 with dark gray painted arms and lighter gray plastic "bracket caps" (those are the covers which concealed the hinge pins and bordered edges of the rubber hoods - not shown here). Date code "W H" indicates a August 1998 manufacture date for this particular part.
The deep notch at the top of the body (above the model number) appears to serve no useful purpose... it was probably just used for the manufacturing process.
Brian Temple, the Europe District Public Affairs chief, delivered his “Science behind the Magic” presentation to several classes May 9 at Aukamm Elementary School in Wiesbaden, Germany. He performed for about 200 students overall. It’s part of the district’s educational outreach program, under which Corps officials share instructional opportunities related to science, technology, engineering and math. The presentation focused on chemistry, mixtures and compounds, along with various manufacturing processes for coins, rope and flash paper. Temple showed slides and videos highlighting each scientific element, then followed it up with a magic trick demonstrating the science and technological aspects of his art. He lit the flash paper on fire and turned it into a $100 bill, drawing gasps and looks of amazement from the students. As an organization, USACE is working to engage students early and be a constant resource throughout their academic development in an effort to promote STEM careers and pursuits. “You have the coolest presentation we see all year,” third-grader Sara Uharriet, 9, told Temple. “It’s just very interesting, and we get to learn a lot of cool things.” (U.S. Army Corps of Engineers photo by Vince Little)
An image of the British Steel Corporation, Chemicals Division, Coke Ovens and By-Products Works, at Orgreave, on 23/09/1990, just two weeks after closure of the works.
The large structure visible in the centre of this photograph is the Ammonium Sulphate House. At the back of this structure, and to the left-hand-side of this photograph, although hidden from view, lay the gas scrubbing unit, whereby the raw coke oven gas, produced as a by-product of the coke manufacturing process, was firstly ‘washed’, prior to further processing.
To the extreme left-hand-side of the photograph can be seen No.7 coke oven battery chimney, and alongside that, No.7 coke oven battery coke quenching tower.
Ammonium sulphate is produced as a by-product, during the removal of ammonia from the raw coke oven gas that is generated during the coking of metallurgical coal in by-product coke ovens. Its industrial production began over a century ago, as by-product in gas cleaning in coke and coal gasification plants. Ammonium sulphate is produced as crystals, and it was once the leading form of nitrogen fertilizer.
COPYRIGHT RETAINED; N. JORDAN - I would ask that you please note that the copyright of this image is fully retained by N. Jordan. Should you wish to either copy this image, for anything other than for private research purposes, or you wish to reproduce and publish this image elsewhere, then I would be obliged, if you would be good enough to seek and secure my express written agreement beforehand.
VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.
The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.
"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."
One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.
"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"
The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.
"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."
The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.
"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."
Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.
"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."
During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).
"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."
VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.
The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.
"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."
One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.
"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"
The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.
"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."
The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.
"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."
Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.
"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."
During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).
"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."
EXHIBITION
100 Best Posters 14
GERMANY, AUSTRIA, SWITZERLAND
MI, MO 11/11/2015, 03/28/2016
MAK Art Print Hall
Already for the tenth time, the MAK in the exhibition 100 Best Posters 14. Germany Austria Switzerland shows the hundred most compelling design concepts in the probably hottest medium of visual everyday culture: the poster. The current winning projects of the popular graphic design competition are characterized by an enigmatic pictural humor, explosive colors as well as precise designs and demonstrate impressively that a poster can be more than just an banal advertising space. Many of the award-winning works furthermore also rely on a subtle play with typography. Innovative ideas can also be found in the manufacturing process: This year's competition shows that you can readily knit posters in high-tech process or use a thermo-insulating space blanket as carrier material for screen printing.
Hardly any medium is such clocked on the consumption and nevertheless sets trends at the cutting edge. "[...] The poster designer challenges himself repeatedly and enjoys himself at gained symbols." Says Götz Gramlich, President of the association 100 Best Posters eV, and he postulats. "A good poster unfolds in the mind of the beholder."
From over 1 800 submitted individual posters, composed of contract work, self-initiated posters/self-promotion as well as student project orders from Germany, Austria and Switzerland, awarded the international jury, consisting of Richard van der Laken (Amsterdam, Chairman), Christof Nardin (Wien), Jiri Oplatek (Basel), Nicolaus Ott (Berlin) and Ariane Spanier (Berlin), the 100 winning posters of the year 2014.
In the competition participated 575 submitters (men and women), of which 48 are from Austria, 128 from Switzerland and 399 from Germany. The leader among the winning 100 best is Switzerland with 51 winning projects, followed by 44 German and 5 Austrian contributions.
The by sensomatic design (Christine Zmölnig and Florian Koch, Vienna) designed catalog offers in addition to the illustrations of all the winning posters and the contacts with the designers also this year a captivating essay by Thomas Friedrich: On the dialectics of image and text in the poster today. In a concise way, he looks at the contextuality of posters and explains the theme facetiously and pictorially based on a poster for a bullfight. Read more in the catalog!
For the corporate design of this year's competition and the new Web Visuals also sensomatic design, Vienna, is responsible. Since June 2014, the new online archive on the homepage of the 100 Best Posters Registered Association offers a comprehensive overview of all award-winning works from the years 2001-2014.
The exhibition takes place in cooperation with 100 Best Posters e. V.
100-beste-plakate.de
Curator Peter Klinger, Deputy Head of the MAK Library and Works on Paper Collection
AUSSTELLUNG
100 Beste Plakate 14
DEUTSCHLAND ÖSTERREICH SCHWEIZ
MI, 11.11.2015–MO, 28.03.2016
MAK-KUNSTBLÄTTERSAAL
Bereits zum zehnten Mal zeigt das MAK in der Ausstellung 100 BESTE PLAKATE 14. Deutschland Österreich Schweiz die einhundert überzeugendsten Gestaltungskonzepte im wohl heißesten Medium der visuellen Alltagskultur: dem Plakat. Die aktuellen Siegerprojekte des beliebten Grafikdesignwettbewerbs bestechen mit hintergründigem Bildwitz, explosiver Farbgebung sowie exakten Ausführungen und demonstrieren eindrücklich, dass ein Plakat mehr als nur banale Werbefläche sein kann. Viele der prämierten Arbeiten setzen außerdem auf ein subtiles Spiel mit Typografie. Innovative Ideen finden sich auch im Herstellungsprozess: Der diesjährige Wettbewerb zeigt, dass man Plakate ohne Weiteres im Hightech-Verfahren stricken oder eine thermo-isolierende Rettungsdecke als Trägermaterial für einen Siebdruck verwenden kann.
Kaum ein Medium ist derart auf den Verbrauch hin getaktet und setzt dennoch Trends am Puls der Zeit. „[…] der Plakatgestalter fordert sich immer wieder selbst heraus und erfreut sich an gewonnenen Sinnbildern.“ so Götz Gramlich, Präsident des Vereins 100 Beste Plakate e. V., und er postuliert: „Ein gutes Plakat entfaltet sich im Kopf des Betrachters.“
Aus über 1 800 eingereichten Einzelplakaten, zusammengesetzt aus Auftragsarbeiten, selbst initiierten Plakaten/Eigenwerbungen sowie studentischen Projektaufträgen aus Deutschland, Österreich und der Schweiz, prämierte die international besetzte Fachjury, bestehend aus Richard van der Laken (Amsterdam, Vorsitz), Christof Nardin (Wien), Jiri Oplatek (Basel), Nicolaus Ott (Berlin) und Ariane Spanier (Berlin), die 100 Siegerplakate des Jahres 2014.
Am Wettbewerb hatten sich 575 EinreicherInnen beteiligt, davon 48 aus Österreich, 128 aus der Schweiz und 399 aus Deutschland. Spitzenreiter unter den prämierten 100 Besten ist die Schweiz mit 51 Siegerprojekten, gefolgt von 44 deutschen und 5 österreichischen Beiträgen.
Der von sensomatic design (Christine Zmölnig und Florian Koch, Wien) gestaltete Katalog bietet neben den Abbildungen aller Siegerplakate und den Kontakten zu den GestalterInnen auch dieses Jahr einen bestechenden Aufsatz von Thomas Friedrich: Zur Dialektik von Bild und Text im Plakat heute. In pointierter Form geht er auf die Kontextualität von Plakaten ein und erklärt das Thema witzig und bildhaft anhand eines Plakats für einen Stierkampf. Mehr dazu im Katalog!
Für das Corporate Design des diesjährigen Wettbewerbs und die neuen Web-Visuals zeichnet ebenfalls sensomatic design, Wien, verantwortlich. Seit Juni 2014 bietet das neue Online-Archiv auf der Homepage der 100 Beste Plakate e. V. einen umfassenden Überblick aller prämierten Arbeiten aus den Jahren 2001 bis 2014.
Die Ausstellung findet in Kooperation mit 100 Beste Plakate e. V. statt.
100-beste-plakate.de
Kurator: Peter Klinger, Stellvertretende Leitung MAK-Bibliothek und Kunstblättersammlung
The Lion Chambers is a building in the city centre of Glasgow, Scotland which began construction in 1904 and was completed in 1907. It was designated as a Category A listed building in 1966. It still stands today despite it recently being abandoned due to structural weakness. The building features stonework on the exterior showing a lion's head referencing the name, as well as the upper bodies of some Judges of the court, since the building was intended to comprise mainly lawyers' offices. It was made using a somewhat experimental method of construction called the Hennebique System which involves a reinforced concrete as its main material; the technique has fallen out of favour in modern times. Whether or not the building will be demolished or receive funding to be refurbished remains to be seen.
History
The Lion Chambers was originally designed by James Salmon and John Gaff Gillespie, who together formed the partnership known as Salmon, Son & Gillespie. The two were commissioned by William George Black, a lawyer and writer based in Glasgow who was well-established within the Glasgow Art Club, which included some well-known artists such as James Abbott McNeill Whistler. Because of this he integrated into his plans artists' studios that would be located in the top floors. The Glasgow Corporation was known to have somewhat of a soft spot for the innovative club of which Black was a member, and it is thought this may have helped to get the Lion Chambers approved for construction.
The building was home to many lawyers and artists for most of the 20th century, until the majority had to be evacuated in 1995 due to the decision that it was too dangerous to regularly use. The ground floor and basement were still used up until 2009 when it was decided that they too should be evacuated. The building remains there to this day with no clear indication of its future – the sum needed to restore it back to safe condition is far too great for the multiple co-owners to afford, and no one else has showed enough interest to invest in it. The building has been threatened for demolition since 1991 when the co-owners were served with a "Dangerous Building Notice", but the threats fell through because the building is Category A listed. In April 1991, water-pooling, cracking and spalling affected the building due to its structural decay. The co-owners decide to pursue demolition, since the repairs were estimated at £1–1.5 million. Four years later, The Scotsman reported that due to the danger of collapsing, all the occupants had been evacuated. Building Control assessed the building. On 12 April 1995, The Independent reported that the owners of Lion Chambers has been served with a Dangerous Building Notice, after which they submitted a demolition application. A month later, The Herald reported that for only 20 more years life of the building, the repairs would cost around £1.5 million. A report by the Glasgow Building Preservation Trust was submitted to Glasgow City Council, proposing a longer-term but more expensive approach to repairs. On 29 August 1995 the permission to demolish was refused, giving the owners six more months to deal with the Dangerous Building Notice. Glasgow Building Preservation Trust entered discussions about undertaking repairs, and also requested for notice of other parties wishing to take on the building. In October 1997, Glasgow Building Preservation Trust reported that they wanted to develop a centre for young designers, including workshop and training spaces, called the Centre for Product Resource Innovation and Design Enterprise (PRIDE). In 1999, £5,000 was granted for a feasibility study, as reported by The Annual Report of the Architectural Heritage Fund, stating that re-using as dwellings and workshop space would be viable. Historic Scotland and Glasgow City Council agreed that more research would be required into the building's mode of construction.
Architecture
Despite many common Glaswegian features such as typical corner turrets, careful modelling of the external walls and a pair of steep gables on the roof, the building was built using the Hennebique system by French Engineer, François Hennebique. This system involves mainly reinforced concrete offering an alternative to steel frames, making the building fireproof. The Hennebique system was designed to strengthen concrete to make it withstand forces which damage concrete the most and consists of using situ concrete (situ meaning 'cast in its place'). This allows the walls to be extremely thin – with a thickness of 100 millimetres (4 inches) – to maximise the amount of space within the rooms and avoid the need to have exterior scaffolding. The Hennebique system was first used in 1894 in Wiggen, Switzerland[8] and the Lion Chambers was the second building in Scotland to adopt this system and one of the first buildings in the UK.
However, the Hennebique system is not as popular in the UK as in the 1900s because of its many negative attributes, including the complexity of the framework and moulding in the manufacturing process. The architecture of the building allows the concrete to weather away easily, considerably in weather in the United Kingdom, which was one of the main reasons the Lion Chambers had to be abandoned. Additionally, the building doesn't provide the heat qualities required to meet today's standards.
Damages
Original design presented to the William George Black showed many weak points, including the lack of Thermal Insulation of the external walls and roof surfaces, causing condensation on the internal surfaces. Additionally, there was no external insulation against water penetration on the basement walls. This caused water to be able to penetrate the basement walls, which eventually led to the evacuation of the basement in 2009. In 2009, a feasibility study for the reparation of the Lion Chambers was instructed by Historic Scotland. The study advised there to be additional reparations to the building as further corrosion occurred due to the lack of activity in the building and the Glasgow City Council provided £156,000 to replace materials used in the building with wire mesh due to concerns over debris falling from the building.[4] Furthermore, around 25% of the windows have been boarded over due to safety reasons and the northern and eastern walls have been vandalised at ground level.
Future of the Lion Chambers
After the departure of the last tenant, Douglas, the owner of a supplies shop that occupied the ground floor, the 12,628-square-foot (1,173.2-square-metre) building now lies vacant. It is currently valued and being sold at £113,000. Although the building has a relatively low value, the restoration of the building would cost more than £1.3m, which has led the owners of the building struggling to find a bidder. There have been other attempts by agencies to restore the Lion Chamber, such as Four Acres Charitable Trust and the Glasgow City Council, however, all attempts are yet to be successful. Despite the pursuit of finding a solution to Lion Chambers, Historic Scotland and Glasgow City Council are committed to finding a solution to save the building. However, in 2000 on 26 October the Scotsman reported that Glasgow City Council had approved funding of £156,000 to be used to replace current scaffolding with a wire mesh, allowing for a further two years in which for them to create a funding package. Also in 2001 the Annual Report of the Historic Buildings Council for Scotland reported that £22,958 had been awarded to aid costs with scaffolding. In 2002 the Annual Report of GBPT reported that the idea to raise wire mesh was still in talks and that if completed would mean that the Dangerous Buildings notice would be removed from the site. Due to two buses colliding with the scaffolding, the scaffolding had to be rebuilt around the site. In 2004 the scaffolding began to be taken down, leaving the wire mesh still up. It was also reported by local planners that the building was available but not for leasing. In 2006 the GBPT back out of any arrangements with the building. By 2007 the lower floor of the building was only being used as an office supplies shop. Despite that windows were still boarded over and many of the walls had been vandalised with graffiti. In 2010 the last business unit located within the building moves out, leaving the building empty, this is supposedly because of the poor condition of the building. It is reported that Glasgow City Council offered the building to multiple owners for restoration at the price of only £1, however no successful deal were made. Glasgow City Council and Historic Scotland are still strongly committed to finding a solution to save the building.
[Information: Wikipedia]t
Graham Harwood (UK), Matsuko Yokokoji (JP).
A coal-fired boiler powers a network of computers exploring the relationships between power and media. Coal Fired Computers explores the ecologies that have created and maintained power, and the subsequent health residues and crisis of fuelling that power. The work responds to the displacement of coal production to distant India, China or Vietnam and our industrial heritage, in particular the work of Charles Parsons whose steam turbine is used to produce 40% of today’s electricity. In many countries this rate is much higher (more than 70% in India and China).
According to the World Health Organization, 318.000 deaths occur annually from chronic bronchitis and emphysema caused by exposure to coal dust. The common perception is that wealthy countries have put this all behind them, displacing coal dust into the lungs of unrecorded, unknown miners in distant lands, coal returning in our lives in the form of cheap and apparently clean goods we consume.
Coal fired energy not only powers our computers here in Europe, but is integral to the production of the 300.000.000 computers made each year. 81% of the energy used in a computer’s life cycle is expended in the manufacturing process, now taking place in countries with high levels of coal consumption.
To improve hold feeling and to add some visual spice, I have made a simple grip for my XZ-1 with ebony. The braided leather strap is also hand made by myself.
If somebody is interested in manufacturing process of this small wooden staff, please visit my blog at arkrico.blog.fc2.com/
The kit shows the steps in the insulin manufacturing process from animal pancreas to drug product.
americanhistory.si.edu/collections/search/object/nmah_107...
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.
INB2202-220x200cm-1000g-C-AAA
Mulberry Silk filled comforters, Queen size silk comforter with 300TC cotton cover. Comforter with loops that coordinate with a large selection inboo duvet covers.
The hand-stretched silk fibers is AAA Mulberry Silk,Oeko-Tex rating. Natural silk has anti-allergic, anti-mite,anti-bacterial, skin-friendly and the silk fleece sheds surplus heat by wicking away moisture from your body - keeping you cool and comfortable. the use of natural silk duvet can really do improve human health. Further more by being combined with a silk fleece blanket on the top, the silk comforter will be very flexible to adjust the temperature.
Features:
Significant benefits of silk comforters:
Silk is a natural insulator:Depending on the temperature, silk duvets either draw heat away from the body, or traps in the warmth. In the winter, the large fibres in silk duvets, reduce heat loss from the body, but in summer, the silk fleece sheds surplus heat by wicking away moisture from your body - keeping you cool and comfortable.
This also means that one silk duvet/quilt will satisfy two sleepers with different warmth needs.
Silk is naturally hypoallergenic: Silk duvets/quilts are resistant to dust and house mites, mildew, mould, and rot that attacks other fibres. Sufferers of asthma, blocked sinuses or other hay fever symptoms, can find relief in silk duvet bedding, as well as those with allergies to down or other synthetic material.
Silk is composed of 18 amino acids: The same amino acids that are found in our own bodies. Medical studies have show that this can help blood circulation and your digestion system during sleep. It also helps to reduce the discomfort of itchy skin and aids in preventing vascular sclerosis.
Silk duvets are also suited to children: Their lightweight nature and breathable qualities ensure a regulated, even, sleep temperature with no added chemicals for a healthier sleeping environment.
Silk duvets provide the same warmth as down duvets. They are comfortable all year round due to their insulating properties.
Specification:
1. The Silk comforters Silk duvets Silk blanket cover options:
100% cotton cover: (conventional)
233TC twill, 300TC,400TC Sateen and Jacquard cotton,
100% silk cover: (Luxury)
8mm, 15mm100% silk habotai, 16mm, 19mm, 23mm 100% silk/cotton Jacquard, 15mm silk, 16mm Pure silk Charmeuse.
Eco friendly Recyclable fiber fabrics: (low cost solution)
bamboo fiber Viscose, 100% Tancel,
Polyester fabrics: (lowest cost solution)
Polyester pongee
2. Filling material: 100% mulberry silk / 100% tussash silk or mixed depends on customers' requirement.
3. Filling Weight
Available in lightweight (summer), medium (all season) Summer and winter.
Summer-weight silk duvet (250gsm) is perfect for warm summer nights. ( equivalent of a 4 tog)
All Year round (winter)-weight (400gsm ) is ideal all year round for most people in a centrally heated environment.
Medium to winter duvet (aprrox 550-600gsm) is ideal for cold winter ( equivalent of a 9 tog)
Combining either two summer weights or a summer and winter silk duvet will allow maximum use of the quilts when you need more or less warmth.
Conventional size:
150x210cm, 180x210cm, 200x230cm, 220x240cm
Full sizes available:
1.2m single bed:
150x180cm
150x200cm
150x210cm
160x210cm
1.5m twin bed:
180x210cm
180x220cm
180x230cm
200x230cm
1.8m Queen bed:
220x240cm
Child bed:
100x150cm
USA size:
Baby 30" x 36"
Twin 68" x 86"
Full 78" x 86"
Queen 90" x 86"
King 104" x 94"
Cal king 108" x 98"
4. Manufacturing process:
The long-fiber mulberry silk is hand stretched and then hundred layered in a grid pattern until the desired tog rating and weight is achieved. Then the silk is hand stitched or box stitched, hand tacked. Hand Tufted on the the duvet case(shell) to prevent the silk filling moving.
5. Machine box stitch quilting pattern selection
diamond stitch(30x30cm or custom),
Ring stitch
Light weight box stitched silk duvet is ideal as a Summer quilt, bedspread, coverlet and throw.
Easy for machine wash.
6. Silk Quilt Edges Trimming options and decorative designs:
Piping edge with different color, matchingh or contrast
decorative logo by scalding hot drilling plans
5cm -10cm 100% pure charmeuse silk border binding, matchingh or contrast
5cm -10cm polyster satin silk border binding, matchingh or contrast
7. Inspecting opening & loops:
Depending on requirment recommend using a duvet (comforter) cover to protect and prolong the use of this beautiful silk comforter.
8. Cover Color: white, light pink, custom.
9. Packing : each with a plastic bag, match with exterior retail pacing: non-woven bag, cotton bag, gift packing
10. Washing:
Machine-washable, dry wash, hand wash
11. Minimun order quantity: 100pcs per color
12.Inquiry Number: INB2201-220x200 cm-1000g-C-Subsidiary details A
Nomenclature:
INB2201-150x210cm-700g-C-Subsidiary details
INB: INBOO products
-2201: product code for Mulberry Silk filled comforters, Silk duvets
-150x210cm: Silk duvets Size
-700g: filling weight
-C : Cotton cover
-S : Silk cover
-- Subsidiary details: For more details
Application:
Bedroom health sleeping
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, 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.
“Conceptual drawing shows how the metal and textile wheel-tire recently unveiled for NASA officials by Goodyear’s Aviation Products Division will carry the mobile laboratory (MOLAB) vehicle being developed for lunar exploration. The 60-inch-diameter wheel-tire uses a positively-linked wire mesh, partially covered by a fiber pad, as the tire and tread because the hostile conditions of the moon prohibit use of the traditional tire concept of contained air under pressure.”
Despite mishandling, to include the upper right corner having been cut off...but at least not infringing the image, and of course the "military-grade caption adhesive" induced waviness along the left border, this is still a vibrant, high-gloss photo.
Not a particularly good work, but delightful nonetheless, by Al Johnson, whom I assume to be a Goodyear artist. As expected, zilch on him.
I can’t help but wonder what is the gizmo the astronaut’s holding. Geiger counter? Mass spectrometer?
Additionally, per “The Development of Wheels for the Lunar Roving Vehicle”/NASA/TM—2009-215798:
“MOLAB (1964 to 1965): NASA next sponsored the study of a Mobile Lunar Laboratory (MOLAB). This was a large pressurized vehicle to be used for long range exploration after the Apollo program. GM DRL and Goodyear again worked together and made a larger wire frame wheel with higher load capacity. However, they found that the wheel design could not easily be scaled to accommodate a higher load. For example, increasing the wire diameter elevated the stresses at the looped intersections, while increasing the number of wires made the wheels difficult to manufacture by hand. Working within these limitations, the prototype shown in Figure 3 was made; however, the wheel carcass was unable to support the vehicle weight. To fix this problem, a method to weave the carcass was developed at GM DRL using the process illustrated by Figure 4. As shown, the wires were precrimped at fixed intervals. In this fashion, they held their position in the carcass without excessive stress. Additionally, the manufacturing process enabled a much tighter spacing between wires.”
ntrs.nasa.gov/api/citations/20100000019/downloads/2010000...
The prototype referenced in Figure 3 is exactly the wheel depicted in my posting:
Introducing the Champlain Octagon Shaped On Ground Pools. This NEW product is exclusively offered by Propools! A semi-inground pool is perfect for yards which slope because the pool can be installed partially in the ground and partially out. It can be decked with redwood or pressure treated wood and complimented with either a concrete deck or pavers. Depths ranges available are from 40" to an 8' Deep End.
This pool wall, equipment and materials are like that of an inground pool but competitively priced like a higher end above ground pool. Features a 17-gauge no-weld wall, 9 bolt panel fastening system, Stake-Loktm Rivet-less/Weldless manufacturing process, Z-700 (G-235) galvanized coated panels and supports. Lifetime Transferable warranty.
Read More About: On Ground Pools
Selective Laser Melting (SLM) is an additive manufacturing process that can be used for many different applications.
The SLM process starts by numerically slicing a 3D CAD model into a number of finite layers. For each sliced layer a laser scan path is calculated which defines both the boundary contour and some form of fill sequence, often a raster pattern. Each layer is then sequentially recreated by depositing powder layers, one on top of the other, and melting their surface by scanning a laser beam.
The powder is spread uniformly by a wiper. A high power-density fibre laser with a 40µm beam spot size fully melts the pre-deposited powder layer. The melted particles fuse and solidify to form a layer of the component.
For more information please visit www.twi-global.com/technologies/welding-surface-engineeri...
If you wish to use this image each use should be accompanied by the credit line and notice, "Courtesy of TWI Ltd".
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.
BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, 220 Passenger Hypersonic Commercial Plane - Imaginactive Media Release ICAO
Courtesy of Imaginactive, ICAO, Charles Bombardier, and Martin Rico. Media Release of High Quality Renderings for mainstream media.
IO Aircraft: www.ioaircraft.com/hypersonic/blueedge.php
Imaginactive: imaginactive.org/2019/02/blue-edge/
Martin Rico, Industrial Graphics Designed: www.linkedin.com/in/mjrico/
Seating: 220 | Crew 2+4
Length: 195ft | Span: 93ft
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle) +1 Aerospike for sustained 2G acceleration to Mach 10.
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000ft
Airframe: 75% Proprietary Composites
Operating Costs, Similar to a 737. $7,000-$15,000hr, including averaged maintenence costs
Iteration 3 (Full release of IT3, Monday January 14, 2019)
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
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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
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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.
Brian Temple, the Europe District Public Affairs chief, delivered his “Science behind the Magic” presentation to several classes May 9 at Aukamm Elementary School in Wiesbaden, Germany. He performed for about 200 students overall. It’s part of the district’s educational outreach program, under which Corps officials share instructional opportunities related to science, technology, engineering and math. The presentation focused on chemistry, mixtures and compounds, along with various manufacturing processes for coins, rope and flash paper. Temple showed slides and videos highlighting each scientific element, then followed it up with a magic trick demonstrating the science and technological aspects of his art. He lit the flash paper on fire and turned it into a $100 bill, drawing gasps and looks of amazement from the students. As an organization, USACE is working to engage students early and be a constant resource throughout their academic development in an effort to promote STEM careers and pursuits. “You have the coolest presentation we see all year,” third-grader Sara Uharriet, 9, told Temple. “It’s just very interesting, and we get to learn a lot of cool things.” (U.S. Army Corps of Engineers photo by Vince Little)
American Airlines (US Airways)
Serial Number 1281
MFR Year 2000
Engine Model IAE V2500
Former America West Airlines
11-02-2001
Engine failure and evacuation, Airbus A319, November 2, 2001
Departure: George Bush Intercontinental Airport, Houston, Texas, USA
Destination: Phoenix Sky Harbor International Airport, Phoenix, Arizona, USA
Airplane Type(s): Airbus A319-132
Flight Phase: Cruise
Registration(s): N814AW
Operator(s): America West Airlines
NTSB short summary:
the #1 engine's fatigue failure of the #3 bearing due to the manufacturer's inadequate design of the high-pressure compressor stubshaft coating, which resulted in a loss of engine power and an emergency landing.
NTSB synopsis:
The transport airplane was in cruise flight at flight level 390 for 12 minutes when they received an "engine oil filter bypass" fault message on the engine centralized aircraft monitoring (ECAM) system; however, all of the engine parameters remained within limits. Subsequently, the oil pressure indication for the #1 (left) engine rose into the red band and a "high vibration and a thumping sound" was felt and heard. The flight crew then declared an emergency and diverted to another airport. The captain reported that during the landing roll, he moved both throttle levers into reverse, and simultaneously the cockpit and cabin began to fill with smoke. Air traffic controllers reported they observed white smoke emanating from the #1 engine during the landing roll. The captain stopped the airplane on the high-speed taxiway, turned off both engines, and an emergency evacuation ensued. The 1L and 2L doors were operated normally; however, the 1R door jammed when the flight attendant attempted to open it. Examination of the 1R door actuator and slide did not reveal the reason it failed to operate. Examination of the engine revealed that debris contamination of the #3 bearing initiated spallation of the bearing's outer ring raceway. Cyclic loading from the bearing balls passing over the growing raceway spall resulted in extensive fretting of the outer diameter surface of the outer ring, from which a fatigue crack was initiated. High-cycle fatigue progression radially through the outer ring was followed by rapid fracture and subsequent liberation of the outer ring fragments. The debris contamination more than likely came from the high-pressure compressor (HPC) stubshaft coating, which was liberated and entered the #3 bearing area causing it to fracture, and the engine to lose power. Research revealed this was one of five similar occurrences, which was traced down to a change in the manufacture process for the HPC stubshaft coating. The manufacturer has taken actions to alert operators of the existing problem.
NTSB factual narrative text:
HISTORY OF FLIGHT
On November 2, 2001, at 0734 central standard time, an Airbus Industrie A319-132 transport airplane, N814AW, operating as America West Airlines flight 786, experienced an engine anomaly while in cruise flight and diverted to the Midland International Airport (MAF), Midland, Texas. The captain, who held an airline transport pilot certificate, the first officer, who also held an airline transport pilot certificate, three cabin attendants, and 84 passengers were not injured. The airplane was registered to International Lease Finance Corporation of Los Angeles, California, and operated by America West Airlines of Phoenix, Arizona. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 121 scheduled passenger flight. The flight originated from the George Bush Intercontinental Airport (IAH), Houston, Texas, at 0610, and was destined for the Phoenix Sky Harbor International Airport (PHX), Phoenix.
"Born on: 24 November 1907 in Süssen
Died on: 13 June 1996 in Bad Überkingen
Friedrich Geiger was a remarkable person in many respects. Until 1975 he was the first head of the styling department, as the design unit was then called. And he was not only a masterly craftsman and engineer in this function, but also a gifted artist. But it was typical of the man that during his active working life his ability to paint beautiful watercolours remained virtually unknown. Exceedingly modest and reserved, Geiger was always happy to let others take the limelight.
Born at Süssen on the edge of the Swabian Alb on 24 November 1907, Friedrich Geiger first learned the coach maker’s trade before studying coach design. Given that most bodies at the time consisted of a wooden auxiliary frame planked with sheet metal, this was a logical and consistent career path. On 10 April 1933, Geiger then joined the special coachbuilding department at the Sindelfingen factory of Daimler-Benz AG, led by Hermann Ahrens. Here, too, this bodybuilding approach was practised, also for the individual creations which the customers had mounted on a chassis. All-steel bodies were not introduced by Daimler-Benz until 1938 in the Mercedes-Benz 230 (W 153 series). At the special coachbuilding department, Geiger was able to convincingly demonstrate his double talents both as engineer and a person with a sense of aesthetics and proportion. For instance, the body of the Special Roadster version of the famous 500 K/540 K models (W 29) is Geiger’s work. Specially armoured saloons for the Grand Mercedes (W 07 and W 150) and the 540 K also originated on his drawing board.
Geiger’s time of greatness began after the Second World War, in the 1950s, when he built up and managed the styling department of Karl Wilfert’s body testing unit in Sindelfingen. Werner Breitschwerdt, future chief engineer and Chairman of the Board, thought very highly of Geiger in retrospect on account of his creativity, inspirational power and ability to take a broader view, while Karl Wilfert, ever the artist, was more the visionary engineer and driving force for passive safety.
Geiger was a man of iron discipline and rigour – qualities that resulted in his being perceived in different ways. His self-discipline included a daily one-hour swim at the mineral spa in Bad Cannstatt before going to the office. Work in Sindelfingen began at 7 a.m.
A major, if not his most important, achievement was the Mercedes-Benz 300 SL (W 198), the famed Gullwing, presented in New York in 1954. Only a year later, Geiger was designing the first bodies for the future 300 SL Roadster, introduced at the Geneva Motor Show in 1957. His design for the luxury car of the W 111 series beat studies submitted by colleagues Hermann Ahrens and Walter Häcker. He succeeded in producing a design of timeless elegance in the coupé variant of the 220 SE and 300 SE models (W 111/W 112), which was initially presented in 1961 as the 220 SE. In its formal finality, this Coupé attained a great significance in Geiger’s creative work. The Mercedes-Benz 600 (W 100) with its angular, restrained design idiom was also his work. The heavy use of chrome was more to the taste of the Board of Management members responsible for development, Fritz Nallinger and – later – Hans Scherenberg. But the composed and clear lines of the luxury vehicles of the W 108/109 series and the upper-intermediate range W 114/115 series also reveal his determining influence. Geiger was especially proud of the Coupé of the W 114 series, a car he himself drove for many years.
The body of the Mercedes-Benz 230 SL (W 113), the successor to the 190 SL (W 121 I), also took shape under his direction, while the “pagoda” roof was championed by the engineering duo of Béla Barényi and Karl Wilfert and its design realised by Paul Bracq. Prominent Geiger creations include other classic cars of today, notably both the SL and SLC models of the R/C 107 series and the W 116-series S-Class along with the E-Class predecessor W 123. One characteristic feature of the SL of the R 107 series is the logical mirroring of the concave roof shape in the rear boot lid – this too a Geiger creation which, as Breitschwerdt recalled, resulted in a few problems at the time. For the body manufacturing process did not make it easy to mould concave boot lids.
When Friedrich Geiger retired on 31 December 1973, he could claim to have decisively shaped and influenced the formal vocabulary of Mercedes-Benz passenger cars over four decades – and in particular the design idiom of the SL models built up to that time. Geiger died at Bad Überkingen on 13 June 1996."
Minton Tiles
The richly patterned and colored Minton tile floors are one of the most striking features of the extensions of the United States Capitol. They were first installed in 1856, when Thomas U. Walter was engaged in the design and construction of vast additions to the Capitol (1851-1865). For the floors in his extensions, Walter chose encaustic tile for its beauty, durability and sophistication.
•Artist: Minton, Hollins and Company
•Date: Installed in 1856
One striking example of the contrast between the interiors of the Old Capitol (finished in 1826) and the extensions (begun in 1851) may be seen in the differences in flooring materials. In the Old Capitol, stone pavers were used in corridors and other public spaces, such as the Rotunda and Crypt, while brick was used to floor committee rooms and offices. These materials, although durable and fireproof, would have looked plain and old-fashioned to the Victorian eye. In the mid-19th century, encaustic tile flooring was considered the most suitable and beautiful material for high-traffic areas. Unlike ordinary glazed tile, the pattern in encaustic tile is made of colored clays inlaid or imbedded in the clay ground. Because the color is part of the fabric of the encaustic tile, it will retain its beauty after years of wear. One observer noted:
“The indestructibility of tiles may be judged from the fact that the excavations at Pompeii have unearthed apartments where painted tiles are just as beautiful, the colors as fresh and bright as... when the fated city was in all its glory.”
Two types of tile were used at the U.S. Capitol: plain and inlaid encaustic tiles in a range of colors. Plain tiles were used as borders for the elaborate inlaid designs or to pave large corridor areas. They were available in seven colors: buff, red, black, drab, chocolate, light blue and white. Additional colors, such as cobalt blue, blue-gray, and light and dark green, appear in the inlaid encaustic tiles that form the elaborate centerpieces and architectural borders. They were made by “filling indentations in the unburnt tile with the desired colors and burning the whole together.”
The patterns and designs formed in the inlaid tiles were limited only by taste and imagination. They include geometric patterns such as the Greek key, guilloche, and basket weave; floral designs such as the fleur-de-lis; and figures such as dolphins and classical heads. Few of the patterns are repeated. Although most of the tiles are six-by-six-inch squares, some are round, triangular or pie-shaped. Approximately 1,000 different tile patterns are used in the corridors of the Capitol alone, and up to 100 different tiles may be needed to create a single design.
The original encaustic tiles in the Capitol extensions were manufactured at Stoke-upon-Trent in Staffordshire, England, by Minton, Hollins and Company. The firm’s patented tiles had won numerous gold medals at international exhibitions and were considered the best tiles made. In 1876, having seen Minton’s large display at the Centennial Exhibition in Philadelphia, one critic wrote, “Messr. Minton shone superior to all exhibits of the sort… and may be cited as showing the highest results in tile-pottery achieved by modern skill and research.”
Beginning in 1856, and continuing for five years, the tile was installed by the import firm of Miller and Coates of New York City. For the journey from New York to Washington, the tiles were packed in wooden casks weighing about 1100 pounds; each cask contained enough tiles to pave about 100 square feet. The cost of the tile ranged from $0.68 to $2.03 per square foot.
Thomas U. Walter had every reason to believe that the encaustic tile floors would last as long as his extensions stood. One visitor noted in 1859 that the tile floors vied with the beauty of marble and surpassed it in durability. While perhaps valid for other installations, however, this prediction proved overly optimistic for the Capitol Building. By 1924, the Minton tile was removed from the corridors in the first and second floors of the House Wing and replaced by “marble tile in patterns of a simple order.” In that day, marble was selected for its superior durability and because suitable replacement tile was difficult to find.
In the 1970s, however, a similar condition prompted a very different response. In 1972, a search was undertaken to determine a source of similar tiles in order to restore the original appearance of the building. Inquiries were made of all major American tile manufacturers, the American Ceramic Tile Manufacturers Association, and even Mexican and Spanish tile suppliers. Although the colors and designs could be reproduced relatively easily, the patterns would quickly wear because they would be applied to the surface. The “inlaid” feature of the encaustic tiles, i.e., the approximately 1/8-inch thickness of the pattern and color, is the characteristic that enables the Minton tiles to be walked upon for over 100 years without signs of wear. It was this technique that formed the basic difficulty of manufacture.
Finally, as a result of the Capitol’s needs becoming generally known, the Architect of the Capitol was placed in contact with H & R Johnson Tiles Ltd., located at Stoke-on-Trent, England. It was discovered that that firm was a successor company to the Minton Tile Co. and had even retained many of the original hand tools and forms in a private museum at the company’s manufacturing site.
Contact was then made with Mr. James Ellis, the Directing Architect of Ancient Monuments and Historic Buildings for the Crown. He had been trying for many years to establish a program for the replacement of the worn Minton tiles at the Houses of Parliament but had more or less given up the attempt because of H & R Johnson’s continued unwillingness to revive the encaustic tile process. However, the restoration work at the Arts and Industries Building of the Smithsonian Institution was in process at about the time the needs of the Capitol became known; it thus appeared that a market for such tiles was developing to the degree that the manufacturer began to reconsider its prior position. The company thus began the experiments that finally led to the present availability, after many decades, of the original Minton-type tiles.
Because the tiles in the Capitol are more decorative and have more complicated designs and color combinations than those in either the Houses of Parliament or the Smithsonian, those institutions were able to obtain replacement tiles sooner than the Capitol. The lessons learned in the manufacture of the simpler tiles served as a basis for filling the later needs.
Color photographs and full-sized drawings of the many required patterns were made and recorded, and many developmental submissions were made as the hand-made manufacturing process was re-developed. Finally, in 1986, the first acceptable tiles were delivered. The installation process was accomplished with modern cement adhesives and has yielded excellent results.
The program enabled the original tiles to be replaced with exact replicas. This project began on the first floor of the Senate wing, where the effects of 130 years of wear and tear were most noticeable. Replacement tile was closely scrutinized to ensure fidelity to the nineteenth-century originals. While difficult and slow, this process is the only fitting response to the history of the Capitol extensions, not only to restore the original beauty and elegance of these unique floors, but also to provide for their continuing attractiveness for the foreseeable future.
Early preview (Iteration 3) of an entirely new type of aircraft, no info is on the net yet and won't be for a while. RANGER - 2 Passenger VTOL Hypersonic Plane
Drew Blair
www.linkedin.com/in/drew-b-25485312/
Vertical take off and landing - High Supersonic into Hypersonic Realm. Economy cruise above Mach 4, and can accelerate to beyond Mach 8. Non VTOL, could reach LEO. With a range of 5,000+ nm (8,000-10,000nm non vtol). Fuel H2, reducing fuel weight 95%.
Length, 35ft (10.67m), span 18ft (6m).
Propulsion, 2 Unified Turbine Based Combined Cycle. 2 Unified thrust producing gas turbine generators that provide the power for the central lifting fan (electric, not shaft driven) and the rear VTOL.
Estimated market price, $25-$30 million in production. New York to Dubai in an hour.
All based on my own technology advances in Hypersonics which make Lockheed and Boeing look ancient.
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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.
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.
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 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]