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.

Manhattan, New York City, New York, United States

 

If you want to know more about my walks and photos, check out my blog.

 

Summary

 

Designed by the preeminent architect Cass Gilbert, and constructed in 1927-28, the 130 West 30th Street Building was built to accommodate offices, showrooms and manufacturing space. The 18-story structure was a speculative project for the real estate firm of M. & L. Hess, Inc. and of particular interest to its president, John W. Hahner.

 

Gilbert's work includes a wide variety of types of buildings that illustrate his ability to create designs to meet the individual needs of each client: large-scale monumental structures in classical revival styles for official government purposes, distinctive skyscrapers for corporate clients, and highly functional industrial buildings, each combining modern building techniques with a unique appearance.

 

In this loft building on narrow West 30th Street in New York's fur district, the architect displays his ability to use the style most appropriate to the job. Here modern skyscraper style setbacks reflect the zoning rules required by the 1916 Building Zone Resolution to admit more light and air onto the streets. The bold, abstracted terra-cotta designs on the entryway panels and cornices, based on traditional Assyrian hunting scenes and mythical guardian figures help distinguish this building from its neighbors and are truly unusual motifs.

 

The Assyrian Revival style, one of numerous historically-inspired styles used during this period, was seen on only two other buildings in New York City. Fabricated by the Atlantic Terra Cotta Company, these terra cotta bands and elaborate geometrically-ornamented spandrel panels add an unexpected and exotic element to this industrial building, which was considered an asset for attracting tenants.

 

The Neighborhood'

 

This block of 30th Street from Sixth to Seventh Avenues was, in the late nineteenth century, part of the notorious Tenderloin section of New York. This area, infamous for its extensive criminal activity, stretched roughly from 23rd to 42nd Streets and from Fifth to Seventh Avenues.

 

These endeavors co-existed with (and were inspired by) New York's entertainment district which was centered on Broadway, between 23rd and 34th Streets, during the period from about 1860 through 1910. In 1907-08, in response to neighborhood conditions. New York City constructed a new police station just to the west of where 130 West 30th Street would be built.

 

During the early years of the twentieth century, as New York's theaters, restaurants and hotels moved north to Times Square, the Tenderloin followed, encompassing the streets between 42nd and 62nd Streets. The area around Madison Square became home to growing numbers of small garment manufacturers who moved into lofts and showrooms from their previous cramped locations in the tenements of the Lower East Side.

 

These companies were soon pushed north and west by the Fifth Avenue Association, a group of merchants who banded together to foster retail trade in the Madison Square area. As the number of people employed in the manufacturing of ready-to-wear garments increased dramatically, an association of garment manufacturers joined together to develop two large sites near Seventh Avenue and 37th Street.

 

By 1920, this became the locus for the garment district, with its manufacturing and designing lofts, showrooms and offices, that eventually took over the area from Sixth to Ninth Avenues, from 30Ul to 42nd Streets.3 During the years between the wars, garment manufacturing and selling and its related trades became New York's largest industry "in terms of both work force and commercial output."

 

A subset of this industry was the fur trade, with a somewhat more specialized production, which located in the adjoining neighborhood to the south, between 25"1 and 31st Streets, between Sixth and Eighth Avenues. This area became the fur district, the center of this labor-intensive industry which employed highly-skilled fur designers and production workers, and their sales and design staff, as well as their suppliers.

 

130 West 30 Street Building

 

West 30th Street, between Sixth and Seventh Avenues, was organized into lots beginning in the 1830s. Beginning in the mid-nineteenth century, lots 75 through 81 (on which this building is located) were combined into one parcel. Early in the twentieth century, development activity in the area increased, as demonstrated by the heightened investment level of realty companies.

 

The United States Realty Company purchased lots 77-81 in 1915. In 1920, this same parcel was sold to the 128 West 30th Street Corporation.6 This organization had been founded in April of that year as a real estate holding company.

 

The M. & L. Hess Company was a real estate brokerage firm begun in the early 1900s by Edwin H. and Nathan J. Hess, with offices at 643 and 907 Broadway.8 By 1925, John W. Hahner was listed as the president of the company. It was Hahner who, because of the increased business activity in the area, hired architect Cass Gilbert to design a speculative building for the offices, showrooms and lofts of the furriers who were relocating here.

 

The relationship between the 128 West 3001 Street Corporation and the M. & L. Hess Company is not known.

 

Real estate pressure in New York has traditionally encouraged the concentration of manufacturing, and specialized districts have developed, such as those of the silk, wool, leather, toy, or furniture manufacturers.

 

This makes it convenient and more efficient for buyers to find their markets as well as for subsidiary businesses to cluster. It has also led to the development of the building type known as the manufacturing loft. This type of building, "a machine for the production of a commodity," had specific requirements, including sufficient space to accommodate the necessary machinery and the handling of goods during the manufacturing process, as well as during packing and shipping.

 

Large elevators and freight halls and high ceilings to transport both raw and finished goods and adequate structural strength for heavy loads on floors are all important considerations for designers of this building type.

 

Cass Gilbert

 

Born in Zanesville, Ohio, Cass Gilbert (1859-1934) moved with his family to St. Paul, Minnesota where he completed his secondary education. In 1876, he entered the office of local architect, A. M. Radcliffe. Two years later he began to study architecture at the Massachusetts Institute of Technology, with Eugene

 

Leiang. In 1880, Gilbert traveled in Europe, then returned to the United States and briefly worked for the firm of McKim, Mead & White.

 

By 1882, Gilbert had returned to St. Paul where he set up his own architectural practice, then joined in partnership with fellow M.I.T. graduate James Knox Taylor. During the last two decades of the nineteenth century he built a solid reputation in St. Paul designing residences, churches, and office buildings, primarily in the Shingle and Richardson Romanesque styles.

 

In 1895, Gilbert won the competition for the Minnesota state capitol, a commission that established his national reputation. Clearly reflecting the impact of the 1893 Chicago Columbian Exposition, Gilbert's design was an elegant Beaux Arts style building, which, in its monumental composition, classical style, and elaborate decoration, laid the groundwork for his 1899 winning entry in the New York Customs House design competition.

 

In 1900, Gilbert moved permanently to New York.

 

Although established as an architect in New York City, Gilbert continued to produce numerous monumental governmental buildings in other locations, including the Detroit Public Library (1914), the West Virginia State Capitol in Charleston (1928-32), and the Supreme Court Building in Washington, D.C. (1933-35), as well as the Federal Courthouse in New York (1934). These structures are elegantly proportioned and elaborately ornamented, both inside and out, in keeping with Gilbert's stated desire to beautify buildings belonging to the public.

 

At the same time that Gilbert was producing these major government buildings, he was also designing significant skyscrapers in downtown Manhattan, many of which helped to define this new building type and move it toward a fully realized expression. His Broadway-Chambers Building (1899-1900, a designated New York City Landmark) was widely admired as one of the finest examples of the "base-shaft-capital" type yet produced.

 

His West Street Building (1906-07, a designated New York City Landmark) represented a major advance in tall building design by downplaying the base and emphasizing the verticality of the structure. This idea was carried to its logical conclusion in Cass Gilbert's romantic, neo-Gothic style Woolworth Building (1911-13, a designated New York City Landmark), perhaps his most famous design.

 

Gilbert was able to create highly varied types of designs based on the specific needs of the client and type of building demanded. His work encompassed utilitarian buildings such as the Austin, Nichols and Company Warehouse in Brooklyn (1909-23) as well as the United States Military Ocean Supply Base, known as the Brooklyn Army Terminal, built in 1918-19.

 

The design of this early, poured concrete complex was integrated with the structure of the buildings, with no applied ornament. These buildings were highly admired by modern designers and Le Corbusier even used them as an illustration of modern industrial architecture in his book, Towards a New Architecture.

 

Gilbert's abilities to meet the specific needs of his clients was recognized in the business world. A letter found in Gilbert's business correspondence of 1925 refers to a potential client's interest in Gilbert's work. "Mr. Hill stated that he could not disclose the name of his clients but they had seen some of my work and liked it, that the thing they liked about it was its individuality; that it was individual and had character of its own, and that they wanted a building that was not a mere standardized structure..."

 

The Design of the 130 West 30th Street Building

 

The loft building at 130 West 30th Street is a utilitarian structure, combining offices and manufacturing spaces for businesses in the fur trade. Since it was also built as a speculative venture, Gilbert used an idea that had proved successful on the Woolworth Building. He found that a distinctively ornamented building served as an advertisement for its occupants and was more likely to attract good tenants than one which was totally plain.

 

In addition, Gilbert used terra cotta, which he had previously employed successfully, both as a decorative accent or for complete cladding in several of his earlier designs, including the Broadway-Chambers, the Kinney Building(in Newark), the West Street Building, and the Woolworth Building.

 

On the 130 West 30th Street Building, Gilbert used terra cotta in three particular areas of the building, for the design emphasis it could create: as spandrel panels on the front, in decorative panels over the entrances, and as friezes marking each setback.

 

On the front facade, Gilbert set off the main section with monotone terracotta spandrel panels that are part of a gridwork formed by the windows, spandrels and bronze piers. Each terra-cotta panel is covered by an intricate design consisting of a central circle holding a spread-winged bird surrounded by a grid with flowers in each section and geometric patterns framing the rectangle. The panels echo the larger grid of the whole front facade.

 

The overall effect is almost one of a large woven textile, an idea especially appropriate to a building in the garment district.

 

A second use of terra cotta on this building consists of the two mirror-image hunting scene panels which are set into the marble above each of the two entrances.

 

Based on the famous stone reliefs taken from the palace of Assyrian King Assurnasirpal II of c. 883-859 which show the king hunting lions from his chariot, this modern adaptation has two helmeted men, one with a bow and arrow aimed toward a fleeing antelope. The ancient panel shows the lion downed by the arrow, under the legs of the running horses, while in the modern one some sort of cat (or lion) fills the same space.

 

Each terra-cotta panel is flanked by the three-dimensional front end of a lion, whose head and front legs emerge from the wall, and whose mouth is open to roar. These fierce beasts are also reminiscent of the Assyrian culture, where lions were an important motif.

 

Motifs taken from the Assyrian culture are extremely rare on New York City buildings, being found only as ornamental accents near the roofline on the Fred F. French and Graybar buildings. Although, to date, no one has discovered any statements by Gilbert indicating why he selected these motifs, comments by one of the designers of the Fred French Building may shed some light on the subject. H. Douglas Ives noted that the stepped masses of 1920s skyscrapers strongly resembled the forms of Assyrian ziggurats or observation towers and decided that "we felt we might safely adapt these Assyrian or Chaldean forms of ornament which were peculiarly suitable to flat surfaces" forthe French building.

 

Gilbert's terracotta designs are very flat and highly abstracted, with light-colored designs on a darker background. These would have been less expensive to reproduce than the highly sculptural designs Gilbert had employed on many of his office structures and thus more suitable for this industrial building. In addition, many artists and designers of the late 1920s, especially those influenced by the Art Deco designs coming from Europe, were taking inspiration from other, often ancient cultures, particularly those seen as more primitive. This influence can also been seen in Gilbert's panels.

 

The third use of terra cotta on this building is found on the friezes which encircle the building and are located at each setback level and at the floor above: the tenth and eleventh stories, the fourteenth and fifteenth stories, and at the seventeenth and eighteenth stories.

 

The friezes consist of two tones of terra cotta: light tan designs with a glossy finish against a darker, matte background. They are composed of panels with two highly stylized, alternating designs: facing winged lions with horse heads, and facing winged lions with human heads above animal heads.

 

These boldly abstracted creatures can be seen as mythical guardian figures, again drawing inspiration from earlier cultures. These distinctive designs and colorations contributed to an unusual building which stands out strikingly on this bustling, crowded street.

 

Architectural Terra Cotta

 

While terra cotta, as a building material was not new, architects of the late nineteenth and early twentieth century found many more uses for this inexpensive yet effective material. Promoted for its fireproof characteristics, the material was also inexpensive and highly adaptable for many kinds of visual effects.

 

Architects could create individual and colorful designs for buildings, using terra cotta in panels or inserts, either plain or polychromed. Cass Gilbert employed terra cotta in many different ways and for different design purposes on a number of his buildings. On the 130 West 30"" Street Building, as on the Broadway-Chambers, and the West Street buildings among others, the terra cotta is set off as a distinct area of the design and used to highlight a particular part of each building.

 

On the Rodin Studios (a designated new York City Landmark) the terra cotta is fully integrated into the design with spandrels and vertical piers made of the material, while it is used as a complete sheathing material on the Woolworth Building. The Atlantic Terra Cotta Company supplied Gilbert with this material for all of these buildings.

 

Founded in 1897 by DeForest Grant and others, the Atlantic Terra Cotta Company was one of the earliest New York manufacturers of architectural terra cotta, with their factory at Tottenville, Staten Island. Several founding members had worked previously at Perth Amboy Terra Cotta Company. The Atlantic Terra Cotta Company was reorganized in 1907 as the consolidation of the Perth Amboy, the Excelsior and the Atlantic Terra Cotta Companies.

 

The Standard Terra Cotta Works was added to the company shortly thereafter, as was the Atlanta Terra Cotta Company. Their plants were located at Tottenville, Staten Island, Perth Amboy and Rocky Hill, New Jersey, and Atlanta, Georgia. This company was well-known in the architectural field, creating a wide variety of terra cotta products, from the white glazed terra cotta which faced most of the Woolworth Building, to the polychrome decorative work on the Philadelphia Museum of Art, and the ornate, multi-colored murals on the walls of the Grill Room in the McAlpin Hotel.

 

The company was clearly proud of its work at 130 West 30th Street and featured it in the March 1928, issue of its magazine. In this article, the author stressed that Gilbert's friezes used only two designs, which were repeated across the facades, and that the spandrel panels were all the same design, also repeated many times, thus showing that the use of terra cotta on buildings could be very economical.

 

This was important for a speculative loft building. While the building is primarily a very functional design (plain brick walls with large, industrial-type windows), the terra cotta enlivens the facade at a reasonable cost.

 

Zoning and the 130 West 30th Street Building

 

Although Gilbert was not hired to design this building until the end of March, 1927,13 it seems that Hahner had previously worked on it and had clear ideas of what he wanted. Gilbert wrote a letter to Hahner dated May 29,1928 that delineated his history of involvement with the project: "Started work on building Stewart & Co. furnished us with a drawing dated Feb. 9,1927 titled 'Layout of building 128-134 West 30th Street, Conforming to Zoning limits"

 

Gilbert notes that this drawing formed the basis for his own plans. Stewart & Company was the contracting firm hired to complete the project and were likely to have engineers who were familiar with the provisions of New York's 1916 Building Zone Resolution.

 

This law, which had such an immense effect on the city's skyline, was passed after the 40-story Equitable Building was built at 120 Broadway.15 The enormous height and bulk of this building forced city officials to realize that height limits needed to be placed on new structures so that the city streets could continue to receive enough light and air.

 

But soon after its passage, World War I limited new building projects and an economic depression that followed in continued this trend. It was not until 1925 that the implications of this zoning law began to be seen in actual buildings. The new law required that buildings set back at certain heights rather than extend straight up from the lot line.

 

Architects made many attempts to understand the design implications of this law, including Hugh Ferriss' famous, dramatic series of drawings showing several possible massings for tall buildings under the new regulations. The results were buildings with stepped or tiered profiles such as the Chrysler and Empire State Buildings. From the 1920s through the 1950s, these buildings and other similar ones dominated the New York City skyline and defined its image.

 

While the 1916 law was designed to affect tall skyscrapers, setback designs came to be seen as representative of the period, and of everything that was modern. This type of profile could be found on furniture and other objects of the period, as well as buildings, as an indication of the modernity of the design. It was therefore not unusual that when Cass Gilbert was designing this eighteen-story loft building, he should choose to emphasize the setbacks as if it were a much taller building.

 

In addition, ziggurats or stepped pyramidal shapes were associated with ancient Assyrian buildings, a further association with the architect's design inspiration. Gilbert created setbacks at the 10th, 14th, and 17th stories, emphasizing them with two-tone terra-cotta friezes on those stories and on the stories above.

 

The frieze was also a modern touch, used instead of a projecting cornice that would have been the finishing element in designs of earlier years. The flat frieze subordinated the cornice, allowing the viewer's eye to continue traveling upward along the building to emphasize its height. Since the building is located mid-block, Gilbert was most concerned with the street facade, rather than those on the sides, but he carried the terra-cotta friezes around both sides anyway.

 

Description

 

The building at 130 West 30th Street occupies a mid-block site on a fairly narrow street and rises eighteen stories through a series of setbacks. The base has glass and metal storefronts flanked by marble-framed entryways. The rest of the facade is composed of brick, with large, metal-framed, industrial windows, and terra-cotta at the spandrel panels, window sills, and cornices, as well as in panels over the two main entrances.

 

The base is two stories high, with two large storefronts in the center section of the facade. Set on a granite watertable, each storefront has large, plate-glass windows in metal framework, with sections of the original metal grill beneath the glass. The double-height metal piers at the outside and between the two stores are original.

 

Each store has a central entrance with double glass doors recessed between the windows. Fixed glass panels, as in the original design, are above the main shop windows. The side bays of the ground story have entrances framed with travertine marble.

 

The eastern entrance is for freight, while that on the west is for pedestrians. Each opening is topped by mirror-image terra-cotta panels displaying a hunting scene of two men standing in a horse-drawn chariot. One has a bow and arrow pointed towards a running antelope, with a smaller cat (or lion?) running beneath the horse's legs. The terra-cotta designs are in light tan on a darker brown background. The panels are flanked by highly-stylized, three-dimensional terra-cotta figures of fiercely-roaring lions, their heads and front legs seeming to emerge from the marble wall.

 

Recessed within the marble at the western side is a bronze and glass doorway composed of three doors topped by a bronze cornice bearing the words "130 West Thirtieth Street." Above the cornice is a transom divided into three sections by bronze mullions. A small bronze insignia is set in the marble, beneath the terra-cotta panel and above the opening, consisting of the vertically arranged letters "SJM" surrounded by a circlet of leaves placed over the word Building.

 

The marble surround, terra-cotta panel and bronze insignia are the same on the eastern entrance. Recessed within it however, is a non-historic freight entrance. Closer to street level is a metal transom bearing the same lettering "130 West Thirtieth Street"as on the other entryway, with a non-historic three-section glass area above it.

 

Above the base, the building rises straight up for eight stories. It is symmetrically arranged with a center section eight bays wide and side sections, each one-bay wide. The side bays are faced with brick and each has a single, three-over-three window at each floor. In the spandrels between each floor, the brick is laid as headers, creating a patterned effect.

 

Within each bay of the center section is a large window, separated from its neighbor by a narrow metal pier which rise continuously to the bottom of the first cornice. Windows on the third and fourth stories have two-pane sash, while all the others have original three-over-three sash. Beneath each window, completely filling the area between the floors, is a rectangular panel in monotone tan terra cotta.

 

Each panel is completely filled with patterns and designs, including a central circle containing a bird with spread wings, surrounded by a grid in which each section contains a flower. Strips of geometric designs frame each panel. At the top of this section is a cornice that extends across the front and both sides of the building. The frieze consists of panels of stylized terra-cotta designs featuring light tan motifs on a darker brown ground.

 

Two patterns alternate: facing winged beasts (lions bodies with horses heads), and facing winged lions with human heads on top of the animal heads. Between each panel is a narrow section containing a stylized palm tree. The entire cornice is framed by strips of zig-zag patterns.

 

Above the tenth story, the front facade steps back the width of one-half a bay. The pattern of the entire front facade, with eight central bays and single side bays, is repeated at this story, and includes another terra-cotta cornice with the same design that begins next to the center section and extends across the side bays and on both sides of the building.

 

At the eleventh story, the two side bays step back another half a bay, while the center section continues straight up through three more stories. At the top of the fourteenth story is another cornice that goes across the entire front and both sides of the building. Across the center section and its reveals, the cornice is set in a metal frame around each panel, with gargoyles that project between each bay. At the fifteenth story the entire front facade steps back another half bay, with the terra-cotta cornice starting again at each side bay and continuing around the sides of the building.

 

Above the fifteenth story, the two side bays again step back a half bay while the center section rises through the next two stories. At the top of the seventeenth story is another terra-cotta cornice with metal enframements around each panel where it crosses the center section. The entire front facade steps back again after this story. Another story rises above this cornice with windows in the center section, while the two side bays continue as unfenestrated towers for several stories. Each is capped by a terra-cotta cornice around all four facades.

 

The side facades of this building are primarily faced in plain brick above the neighboring buildings, except for the terra-cotta cornices, that highlight each side and the one or two bays of industrial windows with sash similar to that on the front which are located near the front, center and rear of the side facade.

 

- From the 2001 NYCLPC Landmark Designation Report

The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.

 

This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.

 

TO ENLARGE - either:

 

1. Right-click the image then choose Original or...

2. Select View all sizes from the Actions tab then choose Original

 

The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.

 

This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.

 

TO ENLARGE - either:

 

1. Right-click the image then choose Original or...

2. Select View all sizes from the Actions tab then choose Original

 

The Horrockses Cotton Fairies take you on a tour of the cotton manufacturing processes at three of their Preston Mills - Yard Works, Centenary / New Preston and Fishwick.

 

This was Horrockses - Crewdson's contribution to the 1920 trade publication Concerning Cotton - A brief account of the aims and achievements of the Amalgamated Cotton Mills Trust Limited and it's component companies.

 

TO ENLARGE - either:

 

1. Right-click the image then choose Original or...

2. Select View all sizes from the Actions tab then choose Original

 

It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.

 

Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.

 

The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:

 

•0 to 60 mph = 4.2 seconds

•Top speed = 155 mph (electronically limited)

•Electric only top speed = 75 mph

•Pure electric range = 22 miles

 

Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.

 

The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.

 

VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.

 

The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.

 

"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."

 

One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.

 

"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"

 

The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.

 

"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."

 

The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.

 

"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."

 

Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.

 

"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."

 

During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).

 

"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."

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.

Lancia Hyena:

 

Overview:

 

ManufacturerZagato on Lancia mechanicals

Also calledLancia Delta Zagato Hyena

Production1992–1996

24 made

AssemblyRho, Milan

DesignerMarco Pedracini at Zagato

Body and chassis

ClassSports car

Body style2-door coupé

LayoutTransverse front-engine, four-wheel drive

RelatedLancia Delta Integrale "Evoluzione"

Powertrain

Engine2.0 L I4 (turbocharged petrol)

Transmission5-speed manual

The Lancia Hyena was a 2-door coupé made in small numbers by Italian coachbuilder Zagato on the basis of the Delta HF Integrale "Evoluzione".

 

History:

 

The Hyena was born thanks to the initiative of Dutch classic car restorer and collector Paul V.J. Koot, who desired a coupé version of the multiple World Rally Champion HF Integrale. He turned to Zagato, where Hyena was designed in 1990 by Marco Pedracini. A first prototype was introduced at the Brussels Motor Show in January 1992.

 

Decision was taken to put the Hyena into limited production. Fiat refused to participate in the project supplying bare HF Integrale chassis, which complicated the manufacturing process: the Hyena had to be produced from fully finished HF Integrales, privately purchased at Lancia dealers. Koot's Lusso Service took care of procuring and stripping the donor cars in the Netherlands; they were then sent to Zagato in Milan to have the new body built and for final assembly. All of this made the Hyena very expensive to build and they were sold for around 140,000 Swiss francs or $75,000 (£49,430).

 

A production run of 75 examples was initially planned, but only 25 Hyenas were completed between 1992 and 1993.

 

Specifications:

 

The Zagato bodywork made use of aluminium alloys and composite materials; the interior featured new dashboard, console and door cards made entirely from carbon fibre. Thanks to these weight saving measures the Hyena was some 150 kilograms (330 lb) lighter than the original HF Integrale, about 15% of its overall weight. The two-litre turbo engine was upgraded from 205 to 250 PS (184 kW), and the car could accelerate from 0–100 km in 5.4 seconds.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Lancia_Delta#Lancia_Hyena

 

This miniland-scale Lego Lancia Hyena (1992 - Zagato) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

IO Aircraft - www.ioaircraft.com

 

Drew Blair

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

 

U-TBCC, TBCC, RBCC, Unified Turbine Based Combine Cycle, hypersonic tactical strike vehicle, hypersonic weapon, hypersonic missile, Air-Launched Rapid Response Weapon, ARRW, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle,

 

phantom works, skunk works, boeing phantom express, xs-1, htv, hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, Turbine Based Combine Cycle, Rocket Based Combined Cycle, Reaction Engines Sabre, Reaction Engines,

 

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.

Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com

 

New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.

 

All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php

 

Length: 60'

Span: 30'

Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)

2 360° Thrust Vectoring Center Turbines

 

Fuel: Kero / Hydrogen

Payload: Up to 4 2,000 LBS JDAM's Internally

Up to 6 2,000 LBS JDAM's Externally

Range: 5,000nm + Aerial Refueling Capable

www.ioaircraft.com/hypersonic.php

 

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

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

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

 

Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.

 

Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.

 

Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.

 

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

 

Advanced Additive Manufacturing for Hypersonic Aircraft

 

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

 

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

 

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

 

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

 

Unified Turbine Based Combined Cycle (U-TBCC)

 

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

 

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

 

Enhanced Dynamic Cavitation

 

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

 

Dynamic Scramjet Ignition Processes

 

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

 

Hydrogen vs Kerosene Fuel Sources

 

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

 

Conforming High Pressure Tank Technology for CNG and H2.

 

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

 

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

 

Enhanced Fuel Mixture During Shock Train Interaction

 

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

 

Improved Bow Shock Interaction

 

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

 

6,000+ Fahrenheit Thermal Resistance

 

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

  

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

 

Scramjet Propulsion Side Wall Cooling

 

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

 

Lower Threshold for Hypersonic Ignition

 

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

 

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

 

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

 

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

 

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

 

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

 

Heckler and Koch HK416 with Knights Armament Triple Tap break 14.5" Barrel AF date code meaning it was produced in 2005.

 

Heckler and Koch HK416 with Knights Armament Triple Tap break 14.5" Barrel AF date code meaning it was produced in 2005. Cold Hammer Forged Barrel The highest quality steel is used in this unique manufacturing process producing a barrel that provides superior accuracy for greater than 20,000 rounds with minimal degradation of accuracy and muzzle velocity.

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.

New Iteration - Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com

 

New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.

 

All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php

 

Length: 60'

Span: 30'

Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)

2 360° Thrust Vectoring Center Turbines

 

Fuel: Kero / Hydrogen

Payload: Up to 4 2,000 LBS JDAM's Internally

Up to 6 2,000 LBS JDAM's Externally

Range: 5,000nm + Aerial Refueling Capable

www.ioaircraft.com/hypersonic.php

 

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

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

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

 

Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.

 

Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.

 

Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.

 

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

 

Advanced Additive Manufacturing for Hypersonic Aircraft

 

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

 

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

 

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

 

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

 

Unified Turbine Based Combined Cycle (U-TBCC)

 

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

 

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

 

Enhanced Dynamic Cavitation

 

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

 

Dynamic Scramjet Ignition Processes

 

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

 

Hydrogen vs Kerosene Fuel Sources

 

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

 

Conforming High Pressure Tank Technology for CNG and H2.

 

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

 

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

 

Enhanced Fuel Mixture During Shock Train Interaction

 

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

 

Improved Bow Shock Interaction

 

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

 

6,000+ Fahrenheit Thermal Resistance

 

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

  

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

 

Scramjet Propulsion Side Wall Cooling

 

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

 

Lower Threshold for Hypersonic Ignition

 

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

 

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

 

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

 

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

 

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

 

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

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

The boat will be sprayed with Awlcraft 2000 both interior and exterior. Seventeen years ago I sprayed original Awlgrip on my sailboat using 60 psi at the gun's nozzle tip. It came out very well in regards to minimal orange peel and few runs/sags. This is the first time I have sprayed with HVLP along with Awlcraft 2000 which is an Acrylic Urethane paint. I had inadequate light during foredeck spraying thus poor paint overlaps and I'm still searching for the right combination of air/paint volume and technique. Consequently, I created unacceptable orange peel and some runs. I knew that once the foredeck was in place its interior paint would not be very noticeable. However, I decided to use the foredeck paint for OJT to practice wet sanding with 800 to 2000 grit and buffing in order to mitigate my paint errors.

 

The picture depicts post sanding buffing using a cutting rubbing compound. Later I finished up using a polishing compound. Took care of most ills in the paint and the deck is now ready to install.

 

Awlgrip Polyester Urethane paint can be monkeyed with to correct minor problems for a most brief period after application, thus one generally has to live with what one creates at application time. Consequently, Awlcraft 2000 is friendlier for amateurs to get a quality finish as mistakes can later be sanded and buffed out. Damaged paint is also easier to fix. Awlcraft 2000 can't be rolled and tipped the reason I believe is because it cures so fast a wet edge can't be maintained. Fast curing cuts down on dust and insect problems. Awlgrip has a higher initial gloss and is more durable than Awlcraft 2000.

 

I used a $50 HVLP spray gun from Harbor Freight (with this purchase I received a free multimeter) based on Internet postings claiming excellent results. I am prepared to purchase a high end gun such as a Sata if that is the answer to obtaining a quality finish without wet sanding and buffing. However, I don't wish to rashly join the ranks of those who blame tools rather than first focusing on correcting operator error.

 

* Edit 10/07/2012: When discussing my use of a low cost spray gun, a paint manufacture's representative said before using such a gun for the first time, take the gun apart and clean it. Oil residue from the manufacturing process may contaminate the paint and create fish eyes. I didn't experience this problem but I will heed this advice for the next spray gun purchase whether expensive or inexpensive.

It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.

 

Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.

 

The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:

 

•0 to 60 mph = 4.2 seconds

•Top speed = 155 mph (electronically limited)

•Electric only top speed = 75 mph

•Pure electric range = 22 miles

 

Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.

 

The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.

 

It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.

 

Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.

 

The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:

 

•0 to 60 mph = 4.2 seconds

•Top speed = 155 mph (electronically limited)

•Electric only top speed = 75 mph

•Pure electric range = 22 miles

 

Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.

 

The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.

 

It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.

 

Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.

 

The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:

 

•0 to 60 mph = 4.2 seconds

•Top speed = 155 mph (electronically limited)

•Electric only top speed = 75 mph

•Pure electric range = 22 miles

 

Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.

 

The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.

 

New Iteration - Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com

 

New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.

 

All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php

 

Length: 60'

Span: 30'

Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)

2 360° Thrust Vectoring Center Turbines

 

Fuel: Kero / Hydrogen

Payload: Up to 4 2,000 LBS JDAM's Internally

Up to 6 2,000 LBS JDAM's Externally

Range: 5,000nm + Aerial Refueling Capable

www.ioaircraft.com/hypersonic.php

 

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

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

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

 

Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.

 

Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.

 

Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.

 

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

 

Advanced Additive Manufacturing for Hypersonic Aircraft

 

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

 

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

 

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

 

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

 

Unified Turbine Based Combined Cycle (U-TBCC)

 

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

 

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

 

Enhanced Dynamic Cavitation

 

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

 

Dynamic Scramjet Ignition Processes

 

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

 

Hydrogen vs Kerosene Fuel Sources

 

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

 

Conforming High Pressure Tank Technology for CNG and H2.

 

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

 

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

 

Enhanced Fuel Mixture During Shock Train Interaction

 

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

 

Improved Bow Shock Interaction

 

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

 

6,000+ Fahrenheit Thermal Resistance

 

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

  

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

 

Scramjet Propulsion Side Wall Cooling

 

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

 

Lower Threshold for Hypersonic Ignition

 

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

 

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

 

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

 

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

 

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

 

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

New Iteration - Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com

 

New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.

 

All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php

 

Length: 60'

Span: 30'

Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)

2 360° Thrust Vectoring Center Turbines

 

Fuel: Kero / Hydrogen

Payload: Up to 4 2,000 LBS JDAM's Internally

Up to 6 2,000 LBS JDAM's Externally

Range: 5,000nm + Aerial Refueling Capable

www.ioaircraft.com/hypersonic.php

 

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

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

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

 

Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.

 

Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.

 

Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.

 

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

 

Advanced Additive Manufacturing for Hypersonic Aircraft

 

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

 

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

 

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

 

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

 

Unified Turbine Based Combined Cycle (U-TBCC)

 

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

 

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

 

Enhanced Dynamic Cavitation

 

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

 

Dynamic Scramjet Ignition Processes

 

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

 

Hydrogen vs Kerosene Fuel Sources

 

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

 

Conforming High Pressure Tank Technology for CNG and H2.

 

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

 

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

 

Enhanced Fuel Mixture During Shock Train Interaction

 

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

 

Improved Bow Shock Interaction

 

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

 

6,000+ Fahrenheit Thermal Resistance

 

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

  

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

 

Scramjet Propulsion Side Wall Cooling

 

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

 

Lower Threshold for Hypersonic Ignition

 

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

 

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

 

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

 

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

 

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

 

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

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.

 

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.

Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com

 

New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.

 

All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php

 

Length: 60'

Span: 30'

Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)

2 360° Thrust Vectoring Center Turbines

 

Fuel: Kero / Hydrogen

Payload: Up to 4 2,000 LBS JDAM's Internally

Up to 6 2,000 LBS JDAM's Externally

Range: 5,000nm + Aerial Refueling Capable

www.ioaircraft.com/hypersonic.php

 

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

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

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

 

Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.

 

Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.

 

Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.

 

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

 

Advanced Additive Manufacturing for Hypersonic Aircraft

 

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

 

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

 

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

 

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

 

Unified Turbine Based Combined Cycle (U-TBCC)

 

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

 

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

 

Enhanced Dynamic Cavitation

 

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

 

Dynamic Scramjet Ignition Processes

 

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

 

Hydrogen vs Kerosene Fuel Sources

 

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

 

Conforming High Pressure Tank Technology for CNG and H2.

 

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

 

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

 

Enhanced Fuel Mixture During Shock Train Interaction

 

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

 

Improved Bow Shock Interaction

 

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

 

6,000+ Fahrenheit Thermal Resistance

 

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

  

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

 

Scramjet Propulsion Side Wall Cooling

 

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

 

Lower Threshold for Hypersonic Ignition

 

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

 

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

 

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

 

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

 

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

 

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

 

New Porsche 911 turbo cabs are rare, offering a unique mix of comfort, top-down California style and the heartpounding performance of over 500 horsepower and sophisticated all-wheel-drive. This particular model has been upgraded with a set of HRE custom forged CL40 centerlock wheels, featuring a brushed and clear coated finish sized at 19x8.5 front and 19x11 rear. At HRE we are proud to not only offer the finest Centerlock forged performance wheels on the planet, we can also boast a TUV verified facility, a strict inspection process by German authorities that certifies the quality of the manufacturing process. Every wheel we build is forged for maximum strength and performance, then crafted by artisans who recognize that every Porsche owner demands style, exclusivity and performance.

 

To learn more about HRE forged wheels for your 911, call (760) 598-1960 or visit the HRE wheels section online.

 

www.hrewheels.com/blog/featured-rides/2011-911-turbo…re...

Acura (show sponsor)

Rear Fender

Not for sale

 

Much of the ZDX's athletic appearance is the result of tis deep rear fenders. They not only contribute to the vehicle's bold stance but also allow the lines running down the side to converge at the rear, as if they were being pulled back tautly. Creating them required a deeper draw of sheet metal than on almost any other vehicle in production and necessitated the development of new manufacturing processes to help the metal slip cleanly from the die. The single-piece construction was crucial in retaining the fluid, seamless nature of the original design.

 

+++

 

The Armory Show is the United States’ leading art fair devoted to the most important artworks of the 20th and 21st centuries. In its twelve years, the fair has become an international institution. Every March, artists, galleries, collectors, critics and curators from all over the world make New York their destination during Armory Arts Week.

 

The Armory Show 2010 also features The Armory Show – Modern, specializing in modern and secondary market material on Pier 92. Pier 94 continues to be a venue to premiere new works by living artists. With one ticket, visitors to The Armory Show on March 4–7, 2010 have access to the latest developments in the art world, and to the masterpieces which heralded them.

 

Piers 92 and 94 on 55th Street and 12th Avenue, NYC

March 4-7, 2010

 

thearmoryshow.com

 

Jelly Belly Candy Company, formerly known as Herman Goelitz Candy Company and Goelitz Confectionery Company, manufactures Jelly Belly jelly beans and other candy. It is based in Fairfield, California, with a second manufacturing facility in North Chicago, Illinois and a distribution center in Pleasant Prairie, Wisconsin. In October 2008, the company opened a 50,000 sq ft (4,645 m2) manufacturing plant in Rayong, Thailand where it produces confectionery for the international market.

 

The company's signature product, the Jelly Belly jelly bean, comes in more than 50 varieties, ranging from traditional flavors like orange, lemon, lime, and cherry, to more exotic ones like cinnamon, pomegranate, cappuccino, buttered popcorn, and chili-mango.

 

Jelly Belly Candy Company manufactures numerous specialty Jelly Belly jelly beans with licensed products like Tabasco sauce and uncommon candy tastes like egg nog and pancakes with maple syrup. A few flavors, like lychee and green tea, are sold only in markets outside the United States.

 

Several flavors have been based on popular alcoholic beverages, beginning with Mai Tai in 1977. Over the years, new additions have included blackberry brandy (now discontinued), strawberry daiquiri, margarita, mojito, and piña colada. Draft beer, a flavor inspired by Hefeweizen ale, was introduced in 2014. All such flavors are entirely alcohol-free.

 

"Bertie Bott's Every Flavour Beans" were inspired by the Harry Potter book series and featured intentionally gruesome flavors such as "Vomit", "Earwax", "Skunk Spray", and "Rotten Egg". A similar product pairs lookalike "normal" jelly beans with weird flavors in a product dubbed "BeanBoozled" which has gone through several editions.

 

"Sport Beans" are jelly beans designed to provide physical energy and enhance athletic performance. They contain carbohydrates, electrolytes (in the form of sodium and potassium), and vitamins B1, B2, B3 and C. "Extreme Sport Beans" include the additional boost of caffeine.

 

The company makes over 100 different confections, including chocolates, licorice, gummis, and candy corn.

 

The company operates three manufacturing plants in Fairfield, California; North Chicago, Illinois; and Rayong, Thailand. A fourth facility in Pleasant Prairie, Wisconsin, is for distribution.

 

The Fairfield and Pleasant Prairie locations offer free daily tours. The 1⁄4 mi-long (400 m) self-guided Fairfield tour features interactive exhibits, Jelly Belly bean art, and videos featuring the candy manufacturing process. It was named one of the best factory tours for children by FamilyFun Magazine in 2014.

 

en.wikipedia.org/wiki/Jelly_Belly

 

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

 

www.steeltubesindia.net/254-smo-uns-s31254/astm-a276-a479...

 

254 SMO Round Bar manufacturers in India , 254 SMO Round Bar suppliers in Saudi Arabia, 254 SMO Bar suppliers in UAE, ASTM A276 UNS N31254, ASTM A479 UNS N31254, A479 N31254, 254 SMO Round Bar, WNR 1.4547 Round Bar Suppliers ,Alloy 6Mo Bar, 254 SMO Bar Stock Mumbai, 254 SMO flat bar suppliers in Kuwait City, 254 SMO flat bar, 254 SMO square bar, 254 SMO rectangle bar, 254 SMO hexagonal bar suppliers Jordan, 254 SMO threaded rod, 254 SMO forged bar suppliers, A479 UNS N31254 254 SMO Black Bar, A479 UNS N31254 254 SMO Bright Bars

 

ASTM A479 UNS N31254 Flat Bar suppliers in India, ASME SA479 Round Bar, ASTM A479 254 SMO , 254 SMO Square Bar, 254 SMO N31254 Round Corner Square Bar, A479 Alloy 254 Flat Block Bar, ASTM A479 Alloy 254 Rectangular Bar, SS 254 SMO Round Bar, Stainless Steel UNS S31254 Forged Bar, Stainless Steel 254 SMO Square Bar in Qatar, SS 254 SMO Rectangle Bar Exporter in Egypt, 254 SMO SS Black Bars Suppliers in Mumbai, India, A479 254 SMO Hexagonal Bar / Hexagon Bar, A479 UNS N31254 Hollow Bar exporter in India, N31254 254 SMO Hollow Ring Bar, Circular Bar, Threaded Bar, Bright Round Bar, 254 SMO Bar, Alloy 6Mo SOLID BARS, PSQ Bar (PUMP SHAFT QUALITY BAR), Angle Bar, ASTM A479 UNS N31254 Forged Bar, Forged Round Bar, Hollow Bar, Cold Drawn Bar suppliers in Mumbai/ Chennai

 

Steel Tubes India is offering ASTM A276/ ASTM A479 UNS N31254 254 SMO Round Bar, 254 SMO Round Bar, 254 SMO Bar, ASTM A479 UNS N31254 Rods of worlds top 20 manufacturers at one place, India's largest exporter & winner of All india award for export excellence for 6 consecutive years, compare price, Specifications & features of top 20 brands of A479 N31254 Bar, 254 SMO Round Bar, free quote on 254 SMO Round Bars within 4 hours.

 

Alloy 254 SMO Round Bar & Rod is a very high end, molybdenum and nitrogen alloyed super austenitic stainless steel with low carbon content. It demonstrates outstanding resistance to pitting, crevice corrosion stress cracking, and corrosion fatigue uniform corrosion. Alloy 254 SMO Rod is substantially stronger than the common austenitic grades, with strength nearly twice that of 300 series stainless steel.

 

254 SMO ROUND BAR SPECIFICATION -:

 

254 SMO Material Specification: ASTM A479/ ASME SA479 254 SMO

 

Grade: A479 UNS N31254 Round Bar

 

Form: Round, Square, Hex (A/F), Bush, Rectangle, Flat, Billet, Ingot, Forging, PSQ Bar, Wire Rod, Wire (Coil Form), Wire-mesh etc.

 

Size Range: 15NB to 150NB In manufacturing process: Cold drawn/ Extruded

 

Length: 100 mm To 3000 mm Long & Above

 

Diameter (Size) : Metric M6 to M48, Inches - 1/4’’ to 2’’

 

Tolerance : H8, H9, H10, H11, H12, H13, K9, K10, K11, K12 or as per clients’ requirements

 

Finish : Cold Drawn, Shot Blast & Drawn, 240 Grit Belt Polished, Black, Bright Polished, Rough Turned, NO.4 Finish, Matt Finish, BA Finish, High Polished

 

Condition : Cold Drawnd Polished Cold Drawn Centreless Ground & Polished, Threading

 

Surface : Hot Rolled Pickled or Sand Blasting Finished, Cold Drawn, Bright, Polished, Hairline

 

254 SMO Round Bar usage/ application -:

 

Chemical processing

Aerospace

Liquid fuel rocket motor components

Pollution-control equipment

Nuclear reactors

Cryogenic storage tanks

Valves, fasteners, springs, mandrels, tubing hangers

Well head completion equipment and blow out preventers (BOP’s)

Gas turbine engine parts

  

CONTACT STEEL TUBES INDIA :

Address: Ashtavinayak Building, Office No.303, 3rd Floor, Sadanand Wadi, V.P. Road, Girgaum, Mumbai-400004, Maharashtra, India

Phone number:+91 22-61432000 (30 Lines), 23895908, 23822821, 66393996

Email ID: marketing@steeltubesindia.net

Website : www.steeltubesindia.net

  

BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, Air Freight Version - Hypersonic Commercial Plane - Iteration 3

 

Seating: 220 | Crew 2+4

Length: 195ft | Span: 93ft

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

 

Fuel: H2 (Compressed Hydrogen)

Cruising Altitude: 100,000-125,000ft

Airframe: 75% Proprietary Composites

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

 

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

IO Aircraft www.ioaircraft.com

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

 

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

hypersonic commercial plane, hypersonic commercial aircraft, hypersonic plane, hypersonic aircraft, hypersonic airline, tbcc, glide breaker, fighter plane, hyperonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france

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

 

Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.

 

Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.

 

Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.

 

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

 

Advanced Additive Manufacturing for Hypersonic Aircraft

 

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

 

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

 

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

 

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

 

Unified Turbine Based Combined Cycle (U-TBCC)

 

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

 

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

 

Enhanced Dynamic Cavitation

 

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

 

Dynamic Scramjet Ignition Processes

 

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

 

Hydrogen vs Kerosene Fuel Sources

 

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

 

Conforming High Pressure Tank Technology for CNG and H2.

 

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

 

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

 

Enhanced Fuel Mixture During Shock Train Interaction

 

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

 

Improved Bow Shock Interaction

 

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

 

6,000+ Fahrenheit Thermal Resistance

 

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

  

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

 

Scramjet Propulsion Side Wall Cooling

 

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

 

Lower Threshold for Hypersonic Ignition

 

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

 

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

 

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

 

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

 

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

 

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

austin, texas

1977

 

motorola semiconductor plant

 

part of an archival project, featuring the photographs of nick dewolf

 

© the Nick DeWolf Foundation

Image-use requests are welcome via flickrmail or nickdewolfphotoarchive [at] gmail [dot] com

Visiting the Redpath sugar factory during Doors Open Toronto. They led us into this room and showed us an occasionally hilarious video on the sugar manufacturing process.

040

 

Friday, December 8th, 2017

Fortune Global Forum 2017

Guangzhou, China

 

8:00 AM–9:20 AM

 

SMART MANUFACTURING AND THE INTERNET OF THINGS

 

Around the world, factory floors and assembly lines are becoming highly automated, combining human ingenuity with data and technology to revolutionize product and productivity outcomes. As the notion of a “factory of the future” continues to evolve, how are companies incorporating “smart” and connected products into their manufacturing process? From sensors and robots to 3D printing and green technology, global companies are experimenting with a variety of methods to streamline, scale, and sustain their business. Here in China, manufacturers have been asked to deliver on the nation’s “Made in China 2025” strategy and are aggressively pursuing their own strategies to become smarter, greener, and more efficient. As these changes take hold, what are the implications for those doing business in China and for supply chains worldwide? And how are companies redeploying and reeducating their workforces as traditional factory jobs become automated and the need for technically proficient talent increases?

Hosted by The City of Guangzhou

 

Börje Ekholm, President and CEO, Ericsson Group

Till Reuter, Chief Executive Officer, KUKA

Tony Tan, Partner, Shanghai Office, McKinsey & Company

Wang Wenyin, Chairman, Amer International Group

Shoei Yamana, President and CEO, Konica Minolta

Zhang Jing, Founder and Chairman, Cedar Holdings Group

Moderator: Adam Lashinsky, Fortune

 

Photograph by Vivek Prakash/Fortune

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.

 

The Kidney Shaped Champlain On Ground Pools could be a perfect fit for your yard. 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

Jelly Belly Candy Company, formerly known as Herman Goelitz Candy Company and Goelitz Confectionery Company, manufactures Jelly Belly jelly beans and other candy. It is based in Fairfield, California, with a second manufacturing facility in North Chicago, Illinois and a distribution center in Pleasant Prairie, Wisconsin. In October 2008, the company opened a 50,000 sq ft (4,645 m2) manufacturing plant in Rayong, Thailand where it produces confectionery for the international market.

 

The company's signature product, the Jelly Belly jelly bean, comes in more than 50 varieties, ranging from traditional flavors like orange, lemon, lime, and cherry, to more exotic ones like cinnamon, pomegranate, cappuccino, buttered popcorn, and chili-mango.

 

Jelly Belly Candy Company manufactures numerous specialty Jelly Belly jelly beans with licensed products like Tabasco sauce and uncommon candy tastes like egg nog and pancakes with maple syrup. A few flavors, like lychee and green tea, are sold only in markets outside the United States.

 

Several flavors have been based on popular alcoholic beverages, beginning with Mai Tai in 1977. Over the years, new additions have included blackberry brandy (now discontinued), strawberry daiquiri, margarita, mojito, and piña colada. Draft beer, a flavor inspired by Hefeweizen ale, was introduced in 2014. All such flavors are entirely alcohol-free.

 

"Bertie Bott's Every Flavour Beans" were inspired by the Harry Potter book series and featured intentionally gruesome flavors such as "Vomit", "Earwax", "Skunk Spray", and "Rotten Egg". A similar product pairs lookalike "normal" jelly beans with weird flavors in a product dubbed "BeanBoozled" which has gone through several editions.

 

"Sport Beans" are jelly beans designed to provide physical energy and enhance athletic performance. They contain carbohydrates, electrolytes (in the form of sodium and potassium), and vitamins B1, B2, B3 and C. "Extreme Sport Beans" include the additional boost of caffeine.

 

The company makes over 100 different confections, including chocolates, licorice, gummis, and candy corn.

 

The company operates three manufacturing plants in Fairfield, California; North Chicago, Illinois; and Rayong, Thailand. A fourth facility in Pleasant Prairie, Wisconsin, is for distribution.

 

The Fairfield and Pleasant Prairie locations offer free daily tours. The 1⁄4 mi-long (400 m) self-guided Fairfield tour features interactive exhibits, Jelly Belly bean art, and videos featuring the candy manufacturing process. It was named one of the best factory tours for children by FamilyFun Magazine in 2014.

 

en.wikipedia.org/wiki/Jelly_Belly

 

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

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."

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.

Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com

 

New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.

 

All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php

 

Length: 60'

Span: 30'

Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)

2 360° Thrust Vectoring Center Turbines

 

Fuel: Kero / Hydrogen

Payload: Up to 4 2,000 LBS JDAM's Internally

Up to 6 2,000 LBS JDAM's Externally

Range: 5,000nm + Aerial Refueling Capable

www.ioaircraft.com/hypersonic.php

 

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

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

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

 

Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.

 

Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.

 

Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.

 

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

 

Advanced Additive Manufacturing for Hypersonic Aircraft

 

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

 

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

 

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

 

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

 

Unified Turbine Based Combined Cycle (U-TBCC)

 

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

 

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

 

Enhanced Dynamic Cavitation

 

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

 

Dynamic Scramjet Ignition Processes

 

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

 

Hydrogen vs Kerosene Fuel Sources

 

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

 

Conforming High Pressure Tank Technology for CNG and H2.

 

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

 

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

 

Enhanced Fuel Mixture During Shock Train Interaction

 

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

 

Improved Bow Shock Interaction

 

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

 

6,000+ Fahrenheit Thermal Resistance

 

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

  

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

 

Scramjet Propulsion Side Wall Cooling

 

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

 

Lower Threshold for Hypersonic Ignition

 

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

 

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

 

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

 

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

 

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

 

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

 

austin, texas

1977

 

motorola semiconductor plant

 

part of an archival project, featuring the photographs of nick dewolf

 

© the Nick DeWolf Foundation

Image-use requests are welcome via flickrmail or nickdewolfphotoarchive [at] gmail [dot] com

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.

 

en.wikipedia.org/wiki/De_Havilland_Dove#Variants

 

en.wikipedia.org/wiki/Yorkshire_Air_Museum#Collection

 

The de Havilland DH.104 Dove is a British short-haul airliner developed and manufactured by de Havilland. The design, which was a monoplane successor to the pre-war Dragon Rapide biplane, came about from the Brabazon Committee report which, amongst other aircraft types, called for a British-designed short-haul feeder for airlines.

 

The Dove was a popular aircraft and is considered to be one of Britain's most successful postwar civil designs, with over 500 aircraft manufactured between 1946 and 1967. Several military variants were operated, such as the Devon by the Royal Air Force and the Sea Devon by the Royal Navy, and the type also saw service with a number of overseas military forces.

 

A longer four-engined development of the Dove, intended for use in the less developed areas of the world, was the Heron. A considerably re-designed three-engined variant of the Dove was built in Australia as the de Havilland Australia DHA-3 Drover.

 

The development team for the Dove was headed by Ronald Bishop, the creator of the de Havilland Mosquito, a wartime fighter-bomber, and the de Havilland Comet, the first commercial jet aircraft in the world. It had been developed to meet the Type VB requirement issued by the Brabazon Committee. In concept, the Dove was developed to be the replacement of the pre-war Dragon Rapide. It was also required to be competitive with the large numbers of surplus military transports in the aftermath of the Second World War, such as the Douglas DC-3. Unlike the Dragon Rapide, the Dove's structure was entirely metal. It featured innovations including constant-speed propellers, flaps, and a retractable tricycle undercarriage.

 

In 1946, aviation magazine Flight praised the qualities of the newly developed Dove, noting its "modernity" as well as the aircraft's load-carrying capacity, safe engine-failure performance, and positive maintenance features. Considerable attention was paid to aspects of maintainability, many of the components being designed to be interchangeable and easy to remove or replace, such as the rudder, elevator, and power units; other areas include the mounting of the engines upon four quick-release pickup points, the routing of cables and piping, and the detachable wings and tail cone. The extensive use of special Redux metal-bonding adhesives reduced the need for riveting during the manufacturing process, reducing overall weight and air-skin friction.

 

While standard passenger versions of the Dove would carry between eight and eleven passengers, the cabin was designed to allow operators to convert between higher and lower density seating configurations. Features such as a single aircraft lavatory and an aft luggage compartment could be removed to provide increased seating. Various specialised models were produced for other roles, such as aerial survey, air ambulance, and flying classroom. A strengthened cabin floor structure was used to enable concentrated freight loads to be carried as well. The Dove could also serve as an executive transport, and in such a configuration it was capable of seating five passengers; the executive model proved to be popular with various overseas customers, particularly those in the United States.

 

The crew typically consisted of a pilot and radio operator, although rapidly removable dual flight controls could be installed for a second flying crewmember. A combination of large windows and a transparent perspex cabin roof provided a high level of visibility from the cockpit. From a piloting perspective, the Dove was noted for possessing easy flying qualities and mild stall qualities. A TKS anti-icing system was available for the Dove, involving an alcohol-based jelly delivered via porous metal strips embedded on the leading edges of the wings and tail.

 

The Dove first flew on 25 September 1945. In December 1946, the Dove entered service with Central African Airways. Initial production of the Dove took place at de Havilland's Hatfield factory, but from 1951 the aircraft were built at the company's Broughton facility near Chester. The final example of the type was delivered in 1967. Production of the Dove and its variants totalled 544 aircraft, including two prototypes, 127 military-orientated Devons and 13 Sea Devons.

 

From 1946, large numbers were sold to scheduled and charter airlines around the world, replacing and supplementing the pre-war designed de Havilland Dragon Rapide and other older designs. The largest order for the Dove was placed by Argentina, which ultimately took delivery of 70 aircraft, the majority of which were used by the Argentine Air Force. LAN Chile took delivery of twelve examples and these were operated from 1949 onwards until the aircraft were sold to several small regional airlines in the United States in 1954.

 

In excess of 50 Doves were sold to various operators in the United States by Jack Riley, an overseas distributor for the type. De Havilland later assumed direct control of U.S. sales, but did not manage to match this early commercial success for the type.

 

An early batch of 30 Devons was delivered to the Royal Air Force and they were used as VIP and light transports for over 30 years. The Royal New Zealand Air Force acquired 30 Devons between 1948 and 1954, and these remained in service for VIP, crew-training and light transport duties into the 1970s.

 

The Biafran Air Force operated a single Dove during the Nigerian Civil War; the aircraft was lost, to be subsequently found in 1970 on the premises of a school in Uli. A second US-registered Riley Dove, N477PM delivered in 1967 to Port Harcourt from Switzerland, never reached Biafra because it was stopped by Algerian authorities.

 

A few Doves and civilianised Devons remained in use in 2011 in the United Kingdom, Canada, Germany and elsewhere with small commercial firms and with private pilot owners.

 

The Yorkshire Air Museum & Allied Air Forces Memorial is an aviation museum in Elvington, York on the site of the former RAF Elvington airfield, a Second World War RAF Bomber Command station. The museum was founded, and first opened to the public, in the mid 1980s.

 

The museum is one of the largest independent air museums in Britain. It is also the only Allied Air Forces Memorial in Europe. The museum is an accredited museum under Arts Council accreditation scheme. It is a Member of Friends of the Few (Battle of Britain Memorial), the Royal Aeronautical Society, the Museums Association and the Association of Independent Museums.

 

The Museum is a registered charity (No. 516766) dedicated to the history of aviation and was also set up as a Memorial to all allied air forces personnel, particularly those who served in the Royal Air Force during the Second World War.

 

Site

Further information: RAF Elvington

The 20-acre (81,000 m2) parkland site includes buildings and hangars, some of which are listed. It incorporates a 7-acre (28,000 m2) managed environment area and a DEFRA and Environment Agency supported self sustainability project called "Nature of Flight". The museum is situated next to a 10,000 ft runway, which is privately owned.

 

History

Whilst the Royal Air Force carried on using the runway for aircraft landing and take off training until 1992, the buildings and hangars had long been abandoned. In 1980 Rachel Semlyen approached the owners of "what was then an abandoned and derelict wartime site, with the idea of restoring the buildings and creating a museum". In 1983, a group started clearing the undergrowth and the site was ready to be unveiled as the Yorkshire Air Museum in 1986.

 

Events

The Museum undertakes several annual events each year within the general attraction / entertainment area as well as educational / academic events for specific audiences, plus several corporate events in association with companies such as Bentley, Porsche, banking, government agencies etc. The unique annual Allied Air Forces Memorial Day takes place in September.

 

Exhibits

The Museum has over 50 aircraft spanning the development of aviation from 1853 up to the latest GR4 Tornado. Several aircraft including Victor, Nimrod, Buccaneer, Sea Devon, SE5a, Eastchurch Kitten, DC3 Dakota are kept live and operated on special "Thunder Days" during the year. Over 20 historic vehicles and a Registered Archive containing over 500,000 historic artefacts and documents are also preserved at the Museum, which is also the Official Archive for the National Aircrew Association and National Air Gunners Association. It is nationally registered and accredited through DCMS/Arts Council England and is a registered charity.

 

A permanent exhibition on RAF Bomber Command was opened at the museum by life member, Sir David Jason. In 2010 a new exhibition called "Pioneers of Aviation", and funded by the Heritage Lottery Fund, was opened featuring the lives and achievements of Sir George Cayley, Sir Barnes Wallis, Robert Blackburn, Nevil Shute and Amy Johnson.

 

Principal on-site businesses include: Restaurant, Retail Shop, Events, Aircraft Operation Engineering Workshops, Archives and Corporate Business Suite. The museum is also a location for TV and film companies.

 

Building 1 – Airborne Forces Display & No. 609 Squadron RAF Room

Building 2 – Uniform Display

Building 3 – Air Gunners' Exhibition

Building 4 – Archives & Reference Library

Building 5 – Museum Shop

Building 7 – Memorial Garden

Building 8 – Museum HQ, Main Entrance

Building 9 – Against the Odds

Building 10 – Elvington Corporate Room

Building 11 – Museum NAAFI Restaurant

Building 12 – Control Tower

Building 13 – French Officers' Mess

Building 14 – Airmens Billet and Station MT Display

Building 15 – Royal Observer Corp

Building 16 – Signal Square

Building 17 – Hangar T2 Main Aircraft exhibition

Building 18 – Archive & Collections Building

Building 19 – Handley Page Aircraft Workshop

Building 20 – Pioneer of Aviation Exhibition

 

Collection

Aircraft on display

Pre-World War II

Avro 504K – Replica

Blackburn Mercury – Replica

Cayley Glider – Replica

Mignet HM.14 Pou-du-Ciel

Port Victoria P.V.8 Eastchurch Kitten Replica

Royal Aircraft Factory BE.2c – Replica

Royal Aircraft Factory SE.5a – Replica

Wright Flyer – Replica

 

World War II

Avro Anson T.21 VV901

Douglas Dakota IV KN353

Fairchild Argus II FK338

Gloster Meteor F.8 WL168

Gloster Meteor NF.14 WS788

Handley Page Halifax III LV907

Hawker Hurricane I – Replica

Messerschmitt Bf 109 G-6 – Replica

Slingsby T.7 Kirby Cadet RA854

Supermarine Spitfire I – Replica

Waco Hadrian 237123

 

Post World War II

Air Command Commander Elite

Beagle Terrier 2 TJ704

Canadair CT-133 Silver Star 133417

de Havilland Devon C.2 VP967

de Havilland Vampire T.11 XH278

Europa Prototype 001

Mainair Demon

Saunders-Roe Skeeter AOP.12 XM553

Westland Dragonfly HR.5 WH991

 

Cold War

BAC Jet Provost T.4 XP640

Blackburn Buccaneer S.2 XN974

Blackburn Buccaneer S.2B XX901

British Aerospace Harrier GR.3 XV748

British Aerospace Nimrod MR.2 XV250

Dassault Mirage IIIE 538

Dassault Mirage IVA 45/BR

English Electric Canberra T.4 WH846

English Electric Lightning F.6 XS903 which arrived during June 1988.

Fairey Gannet AEW.3 XL502

Gloster Javelin FAW.9 XH767

Handley Page Victor K.2 XL231

Hawker Hunter FGA.78 QA10

Hawker Hunter T.7 XL572

Panavia Tornado GR.1 ZA354

Panavia Tornado GR.4 XZ631

 

Ground vehicles

Second World War

Thompson Brothers Aircraft Refueller

1938 Ford Model E

1940 "Tilly" Standard 12 hp Mkl RAF Utility Vehicle

1941 Chevrolet 4x4 CMP

1942 Austin K2 NAAFI Wagon

1942 Thornycroft ‘Amazon’ Coles Crane

 

Cold War

1947 Commer one and a half deck airport coach

1949 Citroen 11BL

1948 David Brown VIG.2 Aircraft Tractor

1949 David Brown VIG.3 Aircraft Tractor

1951 David Brown GP Airfield Tractor

1953 Alvis Saracen 12ton APC

1953 Austin Champ Cargo 4x4 General Purpose Vehicle

1956 Green Goddess Self Propelled Pump

1958 Commer Q4 Bikini Fire Pump Unit

1958 Lansing Aircraft Carrier Type Tug

1959 Daimler Ferret ASC MK.2/3/7

1966 Chieftain Main Battle Tank

1970 Douglas P3 nuclear aircraft 25 tonne tug

1971 Pathfinder Fire Engine 35ton (ex. Manchester Airport)

1972 TACR2 Range Rover - 6 wheeled fast response fire unit

1974 GMC 6 wheeled fast response airfield fire truck

1976 Dennis Mercury 17.5 tonne aircraft tug

Pathfinder Fire Engine

The Sochi 2014 medals are being manufactured by the experts at Adamas, a Sochi 2014 Supplier and Russia’s leading jeweler. Each medal takes up to 18 hours to be created and the latest design and technology processes have been used in the manufacturing process.

L.L Bean flagship store in Freeport Maine

L.L.Bean was founded in 1912 by avid hunter and fisherman Leon Leonwood Bean—born October 13, 1873, in Greenwood, Maine—who had developed a waterproof boot (a combination of lightweight leather uppers and rubber bottoms) that he sold to hunters. He obtained a list of nonresident Maine hunting license holders, prepared a descriptive mail order circular, set up a shop in his brother's basement in Freeport, Maine, and started a nationwide mail order business. By 1912, he was selling the "Bean boot," or Maine Hunting Shoe, through a four-page mail-order catalog, and the boot remains a staple of the company's outdoorsy image. Defects in the initial design led to 90% of the original production run being returned: Bean made good on his money-back guarantee, corrected the design, and continued selling them. Leon L. Bean died on February 5, 1967, in Pompano Beach, Florida. The company passed into the directorship of Bean's grandson, Leon A. Gorman, from that time until 2001, when Gorman decided to take the position of Chairman of the Board, leaving the position of CEO to Christopher McCormick, the first non-family member to assume the title.[1]

 

L.L.Bean has a history of high quality manufacturing processes and products as well as excellent customer service. Their return policy is noted as being one of the best for any retailer. It is not uncommon to hear stories of L.L.Bean giving a customer a brand new product after one is brought in for repair.

  

Lancia Hyena:

 

Overview:

 

ManufacturerZagato on Lancia mechanicals

Also calledLancia Delta Zagato Hyena

Production1992–1996

24 made

AssemblyRho, Milan

DesignerMarco Pedracini at Zagato

Body and chassis

ClassSports car

Body style2-door coupé

LayoutTransverse front-engine, four-wheel drive

RelatedLancia Delta Integrale "Evoluzione"

Powertrain

Engine2.0 L I4 (turbocharged petrol)

Transmission5-speed manual

The Lancia Hyena was a 2-door coupé made in small numbers by Italian coachbuilder Zagato on the basis of the Delta HF Integrale "Evoluzione".

 

History:

 

The Hyena was born thanks to the initiative of Dutch classic car restorer and collector Paul V.J. Koot, who desired a coupé version of the multiple World Rally Champion HF Integrale. He turned to Zagato, where Hyena was designed in 1990 by Marco Pedracini. A first prototype was introduced at the Brussels Motor Show in January 1992.

 

Decision was taken to put the Hyena into limited production. Fiat refused to participate in the project supplying bare HF Integrale chassis, which complicated the manufacturing process: the Hyena had to be produced from fully finished HF Integrales, privately purchased at Lancia dealers. Koot's Lusso Service took care of procuring and stripping the donor cars in the Netherlands; they were then sent to Zagato in Milan to have the new body built and for final assembly. All of this made the Hyena very expensive to build and they were sold for around 140,000 Swiss francs or $75,000 (£49,430).

 

A production run of 75 examples was initially planned, but only 25 Hyenas were completed between 1992 and 1993.

 

Specifications:

 

The Zagato bodywork made use of aluminium alloys and composite materials; the interior featured new dashboard, console and door cards made entirely from carbon fibre. Thanks to these weight saving measures the Hyena was some 150 kilograms (330 lb) lighter than the original HF Integrale, about 15% of its overall weight. The two-litre turbo engine was upgraded from 205 to 250 PS (184 kW), and the car could accelerate from 0–100 km in 5.4 seconds.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Lancia_Delta#Lancia_Hyena

 

This miniland-scale Lego Lancia Hyena (1992 - Zagato) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

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.

 

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.

3D printed parts made of powder metal are the new craze, byut sometimes you have to subtract metal from the part to make the best holes, contours and angles. Subtractive Manufacturing is a secondary manufacturing process Btec is well versed in.

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)