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.

Here are images from my recent visit to the Cambo (www.cambo.com) factory in the Netherlands while I was visiting Amsterdam. Rene Rook of Cambo was nice enough to guide me through the entire production process as well as show me some vintage cameras from the companies history and show me their current product line (which was just recently updated at Photokina 2012)

for a full review of the products and a discussion of the images you see here (especially the vintage products) you can read the full article on my website www.brianhirschfeldphotography.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_...

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_...

The watch restoration and assembly room at Prim.

On September 26, 2008 my family and I were privileged to spend the day in the beautiful town of Nové Mesto nad Metují in the east of the Czech Republic, close to the Polish border. Our host was Mr. Jan Prokop, Marketing Director (and principal designer) at the ELTON hodinárská, a.s. - the manufacturers of fine bespoke Prim wristwatches.

Mr. Prokop collected us from our hotel in Prague, drove us to Nové Mesto nad Metují and back (a round trip of three hours), presented their current product range, guided us through their interesting museum, and led us on a tour of the full manufacturing operation at Prim. This was a fantastic opportunity, and we got to see everything from the manufacturing of cases, dials, hesatite crystals and hands through to the final assembly process. We also saw great examples of their bespoke manufacturing capability as well as their top class restoration service. Mr Prokop ended a fine day with a meal and good local beer in a restaurant on the old town square.

Six weeks after our visit I sent my prized Prim Sport "Igen" 38 (produced in the 60's and early-70's) to ELTON where it is currently being restored and modernised to my specification, as well as being personalised. I can't wait to get it back - my first bespoke wristwatch and an heirloom to pass on to my son!

Although obviously sensitive about certain parts of their operation, Mr. Prokop graciously allowed me to take many photographs during our visit, and here they are for your viewing pleasure. As you will see, these are truly hand-made watches that combine both leading edge design and manufacturing processes and age-old processes and technologies. It is this progressive traditionalism and craftsmanship that gives these unique timepieces their individual character...and I love them!

Superior passive safety is only one benefit of the extreme rigidity of a full carbon fiber monocoque - very high torsional rigidity is another. The monocoque is connected at the front and rear with equally rigid aluminum sub-frames, on which the suspension, engine and transmission are mounted.

The entire body-in-white of the future V12 model weighs only 229.5 kilograms (505 lbs) and boasts phenomenal torsional rigidity of 35,000 Newton meters per degree of twist. This guarantees a superb feeling of solidity, but, more importantly, extremely exact wheel control with excellent steering precision and sensitive feedback. For the dedicated driver, both are essential for truly enticing driving pleasure. The new Lamborghini flagship responds to the most minute steering input with the stunning precision of a perfectly balanced race car.

Depending on the form, function and requirements of the individual elements, the Lamborghini development team selected from three main CFRP manufacturing methods within its technology tool kit. They differ not only in their production processes, but also in the type of carbon fiber and its weave and, most importantly, in the chemical composition of the synthetic resin used.

Resin Transfer Moulding (RTM): In this process the carbon fiber mats are preformed and impregnated with an exact amount of resin. Afterwards, they are cured under heat while the part is in the mould. Lamborghini has achieved a major breakthrough by further developing this method. Using the patented “RTM-Lambo” process, the final mould is no longer a heavy, complex metal piece, but is made instead from lightweight carbon-fiber parts, thus making the manufacturing process faster, more flexible and more efficient.

An additional benefit of the RTM-Lambo process is the low injection pressure that doesn’t require expensive equipment.

Prepreg – The carbon fiber mats used in this method, commonly known as prepreg, are pre-injected by the supplier with a thermosetting liquid resin and must be stored at a low temperature. The mats are then laminated in molds and cured under heat and pressure in an autoclave. Prepreg components are complex to make, but have an extremely high-quality surface finish (Class-A surface quality) and are therefore the preferred option for use in visible locations.

Braiding – These components are manufactured by using RTM technology. This carbon fiber weave technology is derived from the textile industry and used to make tubular components for special applications such as structural roof pillars and rocker panels. The woven components are made by diagonally interweaving the fiber in several layers.

The monocoque of the new V12 super sports car is constructed using these technologies applied in a series of special processes. One significant advancement Lamborghini realized is the ability to use already-assembled monocoque elements as the mould for the next step in the process. This makes for a considerable simplification of the manufacturing process compared with conventional methods.

Epoxy foam components are also used within the monocoque. They are placed in strategic points to increase the stiffness of the monocoque by working as spacers between the composite layers while also dampening noise and vibration. In addition, aluminum inserts are laminated into the front and rear surfaces to facilitate connection with the aluminum front and rear sub-frame elements.

Because of the complexity of the materials and process outlined above, Lamborghini decided to produce its new monocoque completely in-house, managing one strategic step in the production process.

Quality control is an absolutely crucial factor – every single monocoque is measured to exacting tolerances of only 0.1 millimeters, facilitating the extreme precision of the overall vehicle. Quality control starts with the purchase of the carbon fiber parts. Every delivery of carbon fiber is certified and the material is checked regularly for compliance with quality standards. Lamborghini worked together with its suppliers to develop a world-exclusive fiber and resin system for its RTM technology. Ultimately, these materials and processes constitute an important part of Lamborghini’s worldwide leading expertise in the field.

Carbon composite materials - A key technology for tomorrow’s high-performance automotive engineering

These materials made from CFRP combine the lowest possible weight with excellent material characteristics – they are very light, extremely rigid and exceptionally precise.

Furthermore, CFRP materials can also be formed into highly complex components with integrated functions. This reduces the number of individual parts when compared to traditional metal construction – thus enabling further weight reduction. Lighter cars have lower fuel consumption and fewer CO2 emissions. Most significantly, however, it improves the power-to-weight ratio – the deciding factor in the overall feel and performance of a sports car. A super sports car built using CFRP accelerates faster, has superior handling and better braking.

After 3 months of travel, which included approximately 7 weeks of sitting at Osaka International Airport, my Mandarake purchase in April 2020 finally arrived.

Here she is in all her glory, Sailor Pluto, the last of the Sailor Senshi on my "to get list".

BFF to Chibi-Usa, Sailor Pluto, or "Pu" is the Guardian of Time and leader of the Outer Senshi, soldiers gifted with stronger power than their Inner Senshi cohorts. She is generally stationed at that one spot preventing trespassers from entering the future. Well, things got screwy and required Pluto to not only abandon her post, but eventually abandon her timeline completely and return to the present under the civilian guise of Setsuna Meioh.

In addition to being a very competent soldier, Sailor Pluto also bears one of the three Sacred Talisman, along with Sailor Uranus and Pluto, that are needed to find the Holy Grail, the only thing that can stop "The Silence", the big baddie in Season 3 of the original run.

Plus she's the only one with no sleeves on her tunic, so you KNOW she's badass.

Based on what I was reading, Pluto was a bit annoying to get due to her Exclusive release nature, something that I've run into with several of the Endgame releases.. hence my resorting to Mandarake.

Contents of the box are what you'd expect it to be - the figure, four total face plates (neutral, smiling, shouting, eyes closed), her weapon (Garnet Rod), various hands, and the standard base. The head of the staff comes off just like in the show so you can display Pluto holding her talisman.

While I wish I could say that this was just a copy and paste overview from the other Senshi, there are a few critical items worth noting.

First off, on the positive side of things, to my eyes Sailor Pluto is one of a handful of Sailor Moon Figuarts that got the proportions right, with the other two being Super Sailor Moon and Sailor Saturn. I'm not perfectly confident about her scaling, but that's another story.

Much like the other two, Sailor Pluto's faceplates seem to be the right shape, and actually wrap around her to her neck without any unsightly gaps around the ears.

Now that we got that out of the way, lets talk about the greatest barrier to enjoying this figure - her hair. Sailor Pluto has lovely knee length Olive green hair. Good news, Tamashii Nations replicated this. Bad news, it's one solid piece of hard plastic with one point of articulation on the top of her head which is much more annoying to position than you'd think. The same stiff plastic makes up the front of her hair as well, so overall Pluto has a slightly different sheen to her hair as compared to the other Senshi. Detailing on the hair is average - it won't impress, but it won't make you question the manufacturing process either.

There are a few more exciting poses you can get her into, but in general Pluto is going to be one of those figures that does a lot of epic standing, and even then you might want to consider using the stand full time.

Articulation wise, she's got what the ladies do (ankles, knees, hips with pull down, mid torso, shoulders with some collapse and bicep swivel, elbows, wrists, and head), but as stated above your limiting factor is going to be the hair. I guess if it is any consolation, I don't remember Pluto doing much other than her projectile attacks so no crazy gymnastics come to mind.

Paint work is the usual mix of good and meh when it comes to this line, with the messiest spots around her waist where the white paint meets the skirt - interesting thing to note is that the skirt is a separate piece, so basically this is not a masking issue.. they just really sucked at applying the paint. That's kind of the story overall - it's pretty good, then you hit a spot where you go "OOF". Decals on the face are pretty solid.

Finally there's build quality and yeah, good all around. If you've handled one Senshi you've generally handled them all. In the event you haven't, expect limbs to the right size, joints to be tight, and finishes on the various parts to range from "great" to "you really didn't try that hard did you", a common problem with earlier Figuarts. Overall, most handling will be find though as always extra caution when changing hands or doing any sudden movements is recommended.

That, friends, was the last Sailor Senshi. Pluto looks great as far as aesthetics go, but from an articulation perspective sadly the hair is quite limiting. Still, there's no doubt that Pluto will look great standing in with the rest of the crew, which is probably the only reason you'd be getting one of these to begin with.

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.

SAR-QC2 VTOL Aircraft

www.ioaircraft.com

After going through many changes and cleaning it up. I'll be submitting this SAR-QC2 with USAF as per their solicitation request. Meets and dramatically exceeds requirements. Hydrogen Fuel Cell powered, and utilizing high pressure conforming tank technology I developed.

The underlying tech makes batteries for vtol absolutely obsolete, outright, forever. Also underlying tech results in ACTUAL fuel cell powered electric fixed wing aircraft and commercial aircraft. High pressure conforming tank technology, mixed with fuel cells, and composite aircraft construction. Results in radical advancements in capabilities. Not measured in minutes of endurance, but multiple hours of endurance

Screenshots with the smaller one, ie QC1 gives a size comparison. lnkd.in/e2_2AUV

vtol, air taxi, urban mobility, go fly prize, vertical flight, vertical flight society, usaf, afrl, afosr, darpa, dod, vtol, sbir, navair, diu, dia, arl, onr, mda, socom, afsoc, afwerx, boeing, lockheed, bae, raytheon, safran, utc, phantom works, skunk works, airbus, uber, safran, drone, us forestry, northrop grumman, general dynamics, nasa, hydrogen, fuel cell, vertical flight, vertical flight society, us army future command, space force, electric aircraft, e flight, evtol, additive manufacturing, honeywell, collins aerospace, cessna, piper, bombardier, gulfstream,

#usaf #afrl #afosr #darpa #dod #vtol #urbanmobility #sbir #navair #diu #dia #arl #onr #mda #socom #afsoc #afwerx #boeing #lockheed #bae #raytheon #safran #utc #phantomworks #skunkworks #airbus #uber #safran #drone #usforestry #northropgrumman #generaldynamics #nasa #hydrogen #fuelcell #goflyprize #verticalflight #verticalflightsociety #usarmyfuturecommand #spaceforce #electricaircraft #eflight #evtol #additivemanufacturing #honeywell #collinsaerospace #cessna #piper #bombardier #gulfstream

-----

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.

Blue Edge -Mach 8-10 Hypersonic Commercial Aircraft, It-1, 202 Passenger

Seating: 202 | Crew 2+4 (250 if denser seating)

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 1

IO Aircraft www.ioaircraft.com

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

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

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

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

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.

Hyperion, Hypersonic Mach 15 Scramjet Missile - IO Aircraft - ARRW, HAWC, Air Launched Rapid Response Weapon

Length: 120" / Span 25"

www.ioaircraft.com

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

Iteration V8, Hyperion Mach 15 #hypersonic #scramjet (50% faster then the X-43 #nasa), 300% faster than #Lockheed, #NorthropGrumman, #Raytheon, and Boeing. Much is sanitized as the technology advances are dramatic and not public.

DOD's funding of #AGM-183A / Air Launched Rapid Response Weapon, the poeple developing it barely comprehend student level capabilities and 50/50 it will disintegrate even at Mach 5. China and Russia, already much faster and higher tech making it obsolete already, India's recent test, apx 700 mph faster.

Summarized details are accurate

#hypersonic #hypersonics #scramjet #hypersonicplane #hypersonicaircraft #skunkworks #spaceplane #boeing #lockheed #raytheon #bae #bombardier #airbus #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #AirLaunchedRapidResponseWeapon #additivemanufacturing #military #physics #3dprinting #supersonic #ramjet #tbcc #collinsaerospace #rockwell #phantomworks #hypersonicmissile #alrrw #boeingphantomworks #generalatomics #cessna #dassault #arl #unitedlaunchalliance #spaceshipcompany #navair #diu #dia #usaf #unitedtechnologies #defenseadvancedresearchprojectagency #graphene #additivemanufacturing

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

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

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

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

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

Advanced Additive Manufacturing for Hypersonic Aircraft

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

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

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

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

Unified Turbine Based Combined Cycle (U-TBCC)

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

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

Enhanced Dynamic Cavitation

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

Dynamic Scramjet Ignition Processes

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

Hydrogen vs Kerosene Fuel Sources

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

Conforming High Pressure Tank Technology for CNG and H2.

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

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

Enhanced Fuel Mixture During Shock Train Interaction

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

Improved Bow Shock Interaction

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

6,000+ Fahrenheit Thermal Resistance

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

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

Scramjet Propulsion Side Wall Cooling

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

Lower Threshold for Hypersonic Ignition

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

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

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

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

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

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

Glen Davis in Nsw is the home of these truely amazing mining ruins. The oil shale Works closed in 1952 and are a real haven for photographers.The location was used in the film The Chain Reaction in the 1980’s. This shot is of the retort that was part of the manufacturing process obtaining oil from the shale rock mined in the hills above the Shale Works.

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.

FREE TRIAL - CLICK HERE → istheonlinedogtrainer.club/

You’ve likely heard that rawhide chews are particularly bad for dogs, filled with awful chemicals and waiting to be lodged into your pup’s intestine. But is this really the case? Are rawhide chews safe for dogs, or are they delicious death traps? Well, what does it depend on? It turns out the safety of any rawhide depends on several factors, and we’ll go over these below.

Your Dog's Chewing Style.

For example, a Chihuahua is likely to be a much softer chewer than a Rottweiler. The age of the dog plays a role, as well, because most young puppies and senior dogs have softer mouths than their adult counterparts.

Rawhides are meant to be long-lasting chews that break down into tiny, soft pieces over time. However, strong chewers are typically able to break off large chunks that can pose a major choking hazard or cause an intestinal blockage—both are life-threatening events.

Ingredients.

Rawhide chews are made from dried animal skins, which seems natural enough. What’s important to consider, however, is where these rawhide chews are made. Rawhides made in the United States are few and far between, and much pricier than your average chew—but the benefits are well worth the cost.

Rawhide chews are made from the leather industry’s leftovers. Most hides are taken directly from the kill floors at slaughterhouses and placed into high-salt brines, which helps slow their decay.

Once the hide arrives at a tannery, it is soaked and treated with lime to help separate the fat from the skin, the hair is removed by chemical and physical efforts, and the hide is rinsed again. Unfortunately, the salt brines cannot prevent decay, no matter how long they delay it. It is best to fully rinse a rawhide in water prior to giving it to your dog.

Digestibility

Rawhide digestibility can vary from dog to dog and from chew to chew. Generally speaking, rawhides are not easily digested, which is why large chunks broken off and swallowed pose such high obstruction risks. Any pieces your pup breaks off will have to pass through his digestive system in chunks, since they will not be broken down as well as the rest of his food.

It is best to manually remove the chewed up rawhide before the dog ingests it, as it can not only potentially cause an esophageal or intestinal obstruction, but it can last for months in his stomach, causing very gastrointestinal issues.

The decision about whether to offer rawhide chews is going to be yours and yours alone. Consider your dog’s individual chewing habits and health, decide if you’re willing to accept the extra expense of high-quality, American-made chews (since it's less likely that illegal or toxic chemicals were used in the manufacturing process)

There are many great alternatives to rawhide chews, but for the right dog, these treats can be a perfectly safe option. It all comes down to your comfort level and ability to recognize the risks involved in providing them to your dog.

→ istheonlinedogtrainer.club/ ← START Your FREE TRIAL Now

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.

New Building on the MDIBL campus designed and built to accommodate the growing number of researchers flocking to the site each year uses Hunter Panels for green roof.

Roof Installer: Roof Systems, Main

July 2008: The new, 18,000-square-foot building officially opened

2009: Awarded "Gold" LEED Building Certification

Roof Details:

Roof Systems used 7,800 square feet of Hunter’s insulation products to the 8,700-square-foot shingled portion of the building’s roof. They began by laying down a four-inch layer of standard polyiso over top of the lab’s 22-gauge steel roof deck. Next they installed a four and one half inch layer of Hunter’s innovative H-Shield-NB, staggering the seams from the first layer to reduce thermal bridging and further increase the rooftop’s overall energy efficiency. Consisting of a four-inch layer of polyiso laminated to a heavy-duty, 5/8-inch piece of oriented strand board, H-Shield-NB eliminates the need to install an additional nailer on top of the insulation before attaching the finished roofing material.

Hunter’s four-inch polyiso provides an R-value of 25, while the four and one half inch H-Shield-NB offers an additional R-value of 25.6. Combined, the two layers of insulation created a rooftop with an R-value of over 50, more than enough to help the laboratory reduce its heating and cooling costs.

Besides energy efficiency, Hunter’s polyiso also features other properties that make it good for the environment and good for the lab. The H-Shield NB used for this project featured OSB that was certified by the Forest Stewardship Council (FSC), a non-profit organization devoted to encouraging responsible management of the world’s forests. Lumber with the FSC label, such as the OSB used on the laboratory’s rooftop, was harvested in a sustainable manner with little impact on the environment.

Other sustainable attributes of Hunter’s polyiso include a manufacturing process that features zero ozone depleting potential (ODP), is CFC-free and meets all applicable EPA standards. Hunter’s polyiso also features an FM Class 1 uplift rating and UL Class A fire rating, resulting in a rooftop that provides superior protection against anything Mother Nature has to offer.

In order to fasten the insulation to the rooftop, Roof Systems utilized specialized 10-inch fasteners developed specifically for use with Hunter’s H-Shield-NB, Cool-Vent™ and Cool-Vent II. The fasteners offer increased pullout resistance and are FM approved. They do not require the use of washers or fastener plates, which reduces costs and speeds up installation. The 10-inch screws were installed through the H-Shield-NB and standard polyiso and attached to the building’s metal decking.

After all of the insulation was fastened to the deck, Roof Systems installed a layer of ice and water shield over the entire roof surface and then covered it with a 50-year asphalt shingle. They completed the roof installation by installing a 24-gauge, white, Kynar-coated flashing material that provides a long-term finish and increases the sustainability of the entire project.

View full article and details in Environmental Design & Construction- a web exclusive: www.edcmag.com/Articles/Web_Exclusive/BNP_GUID_9-5-2006_A...

Want more: visit us at www.hpanels.com/

A change-making, industry-shaking fabric, Revolution is a breakthrough in textile circularity.

The first fabric to be produced using Camira’s advanced textile recycling capability, iinouiio, Revolution uses waste wool yarn from our own manufacturing processes to create a fabric that is truly closing the loop, and opening the door to a new, exciting era of sustainability.

As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.

Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.

Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.

Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.

As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.

Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.

Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.

Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.

As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.

Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.

Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.

Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.

As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.

Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.

Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.

Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.

Nation : Czechoslovakia

Pavilion Name : Czechoslovakia Pavilion

Subject : Text

Island : Ile Notre Dame

Description : Ancient document found in the Czechoslovakian Pavilion's Hall of Centuries.

General Description:

The two storey Czechoslovakia Pavilion consisted of two buildings linked by an entrance hall. A simple, clear architectural strategy provided a harmonious backdrop for the exhibition's exciting displays. The first building featured two levels of exhibition space with a central courtyard which drew some of the largest crowds at Expo. Czechoslovakian art, technology and industry were presented to visitors through an attractive mixture of light, sound and video. The Hall of Centuries exhibit showcased texts and artifacts from ancient royalty. In the Hall of Tradition, visitors could find old and new glass and crystal and learn about their manufacturing processes. The World of Children enchanted the pavilion's younger visitors featuring puppet shows performing traditional tales. The second building featured four restaurants; Le Bistro served light snacks; the Bratislava Inn was a wine tavern; the Castle Restaurant featured fine Czechoslovakian cuisine; and the Prague was home to the famous pilsener Urquell beer. Offices, a gift shop and a theatre could also be found in this second Czechoslovakian building.

From Barfoot's series of coloured lithographs of 1840 depicting the cotton manufacturing process.

Original text written to accompany Lithograph No.10:

What a great number of hands the COTTON must pass through before it appears in the form of Cloth fit to make the smallest article of Clothing! and what a large amount of labour, skill, and care, must be bestowed upon it! Abroad, it has been Gathered, Ginned and Packed; here, it must be subjected to a great variety of operations before it is ready for the Weaver. A few years ago,the simple Hand-Loom was the only Machine used to turn the Yarn into Cloth; but the picture before us shows a set of Looms which do not require the force of the Weaver's hands or feet to work them: this is all done by the power of the Steam-Engine, and, on this account, these Machines are called Steam or Power Looms. One man or woman can manage two or three Looms; and as their speed is much greater than that of Looms worked by the hand, they produce a very large quantity of cloth. The Yarn-Beam is at the back of each Loom; the Healds hang towards the front, each tied to rods above and below, which work them up and down, to cross the threads of the Warp, leaving a thread of the Weft to be taken in by the Warp. The Reed is fixed in the Lathe at the front, and by working backwards and forwards, it beats up the Weft closely, and forms the cloth which laps round a beam, until the yarn is all woven. The weaver then stops the Loom, rolls off the cloth, takes it to the man on the left, who, having looked it over, and picked out the motes, makes up the piece, and sends it to the Bleacher.

Mach 8-10 Hypersonic Commercial Aircraft, It-1, 202 Passenger

Seating: 202 | Crew 2+4 (250 if denser seating)

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 maintenance costs

Iteration 1

IO Aircraft www.ioaircraft.com

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

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

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

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

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.

Hyperion, Hypersonic Mach 15 Scramjet Missile - IO Aircraft - ARRW, HAWC, Air Launched Rapid Response Weapon

Length: 120" / Span 25"

www.ioaircraft.com

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

Iteration V8, Hyperion Mach 15 #hypersonic #scramjet (50% faster then the X-43 #nasa), 300% faster than #Lockheed, #NorthropGrumman, #Raytheon, and Boeing. Much is sanitized as the technology advances are dramatic and not public.

DOD's funding of #AGM-183A / Air Launched Rapid Response Weapon, the poeple developing it barely comprehend student level capabilities and 50/50 it will disintegrate even at Mach 5. China and Russia, already much faster and higher tech making it obsolete already, India's recent test, apx 700 mph faster.

Summarized details are accurate

#hypersonic #hypersonics #scramjet #hypersonicplane #hypersonicaircraft #skunkworks #spaceplane #boeing #lockheed #raytheon #bae #bombardier #airbus #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #AirLaunchedRapidResponseWeapon #additivemanufacturing #military #physics #3dprinting #supersonic #ramjet #tbcc #collinsaerospace #rockwell #phantomworks #hypersonicmissile #alrrw #boeingphantomworks #generalatomics #cessna #dassault #arl #unitedlaunchalliance #spaceshipcompany #navair #diu #dia #usaf #unitedtechnologies #defenseadvancedresearchprojectagency #graphene #additivemanufacturing

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

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

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

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

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

Advanced Additive Manufacturing for Hypersonic Aircraft

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

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

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

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

Unified Turbine Based Combined Cycle (U-TBCC)

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

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

Enhanced Dynamic Cavitation

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

Dynamic Scramjet Ignition Processes

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

Hydrogen vs Kerosene Fuel Sources

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

Conforming High Pressure Tank Technology for CNG and H2.

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

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

Enhanced Fuel Mixture During Shock Train Interaction

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

Improved Bow Shock Interaction

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

6,000+ Fahrenheit Thermal Resistance

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

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

Scramjet Propulsion Side Wall Cooling

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

Lower Threshold for Hypersonic Ignition

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

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

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

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

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

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

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

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)

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.

A wafer is exposed to light during the manufacturing process.

2/24/2009

After 3 months of travel, which included approximately 7 weeks of sitting at Osaka International Airport, my Mandarake purchase in April 2020 finally arrived.

Here she is in all her glory, Sailor Pluto, the last of the Sailor Senshi on my "to get list".

BFF to Chibi-Usa, Sailor Pluto, or "Pu" is the Guardian of Time and leader of the Outer Senshi, soldiers gifted with stronger power than their Inner Senshi cohorts. She is generally stationed at that one spot preventing trespassers from entering the future. Well, things got screwy and required Pluto to not only abandon her post, but eventually abandon her timeline completely and return to the present under the civilian guise of Setsuna Meioh.

In addition to being a very competent soldier, Sailor Pluto also bears one of the three Sacred Talisman, along with Sailor Uranus and Pluto, that are needed to find the Holy Grail, the only thing that can stop "The Silence", the big baddie in Season 3 of the original run.

Plus she's the only one with no sleeves on her tunic, so you KNOW she's badass.

Based on what I was reading, Pluto was a bit annoying to get due to her Exclusive release nature, something that I've run into with several of the Endgame releases.. hence my resorting to Mandarake.

Contents of the box are what you'd expect it to be - the figure, four total face plates (neutral, smiling, shouting, eyes closed), her weapon (Garnet Rod), various hands, and the standard base. The head of the staff comes off just like in the show so you can display Pluto holding her talisman.

While I wish I could say that this was just a copy and paste overview from the other Senshi, there are a few critical items worth noting.

First off, on the positive side of things, to my eyes Sailor Pluto is one of a handful of Sailor Moon Figuarts that got the proportions right, with the other two being Super Sailor Moon and Sailor Saturn. I'm not perfectly confident about her scaling, but that's another story.

Much like the other two, Sailor Pluto's faceplates seem to be the right shape, and actually wrap around her to her neck without any unsightly gaps around the ears.

Now that we got that out of the way, lets talk about the greatest barrier to enjoying this figure - her hair. Sailor Pluto has lovely knee length Olive green hair. Good news, Tamashii Nations replicated this. Bad news, it's one solid piece of hard plastic with one point of articulation on the top of her head which is much more annoying to position than you'd think. The same stiff plastic makes up the front of her hair as well, so overall Pluto has a slightly different sheen to her hair as compared to the other Senshi. Detailing on the hair is average - it won't impress, but it won't make you question the manufacturing process either.

There are a few more exciting poses you can get her into, but in general Pluto is going to be one of those figures that does a lot of epic standing, and even then you might want to consider using the stand full time.

Articulation wise, she's got what the ladies do (ankles, knees, hips with pull down, mid torso, shoulders with some collapse and bicep swivel, elbows, wrists, and head), but as stated above your limiting factor is going to be the hair. I guess if it is any consolation, I don't remember Pluto doing much other than her projectile attacks so no crazy gymnastics come to mind.

Paint work is the usual mix of good and meh when it comes to this line, with the messiest spots around her waist where the white paint meets the skirt - interesting thing to note is that the skirt is a separate piece, so basically this is not a masking issue.. they just really sucked at applying the paint. That's kind of the story overall - it's pretty good, then you hit a spot where you go "OOF". Decals on the face are pretty solid.

Finally there's build quality and yeah, good all around. If you've handled one Senshi you've generally handled them all. In the event you haven't, expect limbs to the right size, joints to be tight, and finishes on the various parts to range from "great" to "you really didn't try that hard did you", a common problem with earlier Figuarts. Overall, most handling will be find though as always extra caution when changing hands or doing any sudden movements is recommended.

That, friends, was the last Sailor Senshi. Pluto looks great as far as aesthetics go, but from an articulation perspective sadly the hair is quite limiting. Still, there's no doubt that Pluto will look great standing in with the rest of the crew, which is probably the only reason you'd be getting one of these to begin with.

I took a short boat trip (20 mins) from Volendam over to Marken a small fishing village, in the province of North Holland, municipality of the Waterland. (I think I've got that right) Marken is a traditional village full of characteristic wooden houses. You can also catch a bus over to Marken. A causeway was built in 1957 so the village became easily accessible. Whilst I was there I visited a clog factory (Wooden Shoe Factory - Holzschuhfabrik). Was shown the manufacturing process and explained why clogs were so popular. And guy which gave the demonstration had a great sense of humour, so would definitely recommend.

www.theclogexperience.com/

www.holland.com/us/tourism/article/marken.htm

Graham Harwood (UK), Matsuko Yokokoji (JP).

A coal-fired boiler powers a network of computers exploring the relationships between power and media. Coal Fired Computers explores the ecologies that have created and maintained power, and the subsequent health residues and crisis of fuelling that power. The work responds to the displacement of coal production to distant India, China or Vietnam and our industrial heritage, in particular the work of Charles Parsons whose steam turbine is used to produce 40% of today’s electricity. In many countries this rate is much higher (more than 70% in India and China).

According to the World Health Organization, 318.000 deaths occur annually from chronic bronchitis and emphysema caused by exposure to coal dust. The common perception is that wealthy countries have put this all behind them, displacing coal dust into the lungs of unrecorded, unknown miners in distant lands, coal returning in our lives in the form of cheap and apparently clean goods we consume.

Coal fired energy not only powers our computers here in Europe, but is integral to the production of the 300.000.000 computers made each year. 81% of the energy used in a computer’s life cycle is expended in the manufacturing process, now taking place in countries with high levels of coal consumption.

yoha.co.uk/cfc

www.artefact-festival.be/2011/

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.

The plywood 4' edges were wetted out with epoxy and then thickened epoxy was put down. A long straight edge was used to align the 8' edges of the panels and then the scarfed seam was temporarily tacked together. Wax paper, a strip of wood and then limestone blocks were put down. Yes, I know that an epoxy joint doesn't need much pressure for a good bond. Based on the amount of squeeze out I probably had about the right pressure on the joints.

A level concrete floor sure makes life easy.

Edit: 03/14/2012. A boatbuilding forum poster claims that when inspecting a home built aircraft with wood in it, the FAA inspects glue lines. If epoxy is used, the inspector wants to see a glue line that resembles the thickness of a pencil line . Too fat means unnecessary weight. Too thin means the joint will fail. For surfaces that mate tightly, I now judge my glue lines on this basis . Of course one should pose the question, how sharp was the pencil?

Edit: 11/8/2013: During the manufacturing process, wax paper can have an inconsistent application of wax. A second problem is the heat of the epoxy curing process may soften the wax. For these reasons, I no longer use wax paper to keep items from bonding to epoxy. I now only use plastic materials.

Gruenke iron headstone in section D-South of Prospect Hill Cemetery in Washington, D.C., in the United States in 2014.

Prospect Hill Cemetery was added to the Register of Historic Places of the District of Columbia (a listing of historic sites maintained by the city) in 2005.

The headstone is unique because it is made of iron, and painted white. Iron grave markers became fashionable in the late 1800s due to the widespread availability of iron from improved manufacturing processes, and because it was considered to be a long-lasting material.

I have started to offer waterproofing in my pads for beds and hidey huts. This is useful if your piggies have that unfortunate habit of peeing in their cosy items, because the pee cannot soak right through to the bed/hidey hut, so you can just remove and wash the pads instead of having to wash the whole thing, prolonging the life of your piggie items!

This is a safe, plastic backed waterproof polyester fabric commonly used in non-disposable diapers. The manufacturing process is environmentally friendly with no fumes or solid waste produced. It is soft handed, not crunchy and very durable. It is sewn into the pads so is not visible from either side. Due to the high cost of this material, waterproofing adds £1 to small bed pads and £1.50 to hidey hut pads and large bed pads. Any more questions just ask!

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.

After 3 months of travel, which included approximately 7 weeks of sitting at Osaka International Airport, my Mandarake purchase in April 2020 finally arrived.

Here she is in all her glory, Sailor Pluto, the last of the Sailor Senshi on my "to get list".

BFF to Chibi-Usa, Sailor Pluto, or "Pu" is the Guardian of Time and leader of the Outer Senshi, soldiers gifted with stronger power than their Inner Senshi cohorts. She is generally stationed at that one spot preventing trespassers from entering the future. Well, things got screwy and required Pluto to not only abandon her post, but eventually abandon her timeline completely and return to the present under the civilian guise of Setsuna Meioh.

In addition to being a very competent soldier, Sailor Pluto also bears one of the three Sacred Talisman, along with Sailor Uranus and Pluto, that are needed to find the Holy Grail, the only thing that can stop "The Silence", the big baddie in Season 3 of the original run.

Plus she's the only one with no sleeves on her tunic, so you KNOW she's badass.

Based on what I was reading, Pluto was a bit annoying to get due to her Exclusive release nature, something that I've run into with several of the Endgame releases.. hence my resorting to Mandarake.

Contents of the box are what you'd expect it to be - the figure, four total face plates (neutral, smiling, shouting, eyes closed), her weapon (Garnet Rod), various hands, and the standard base. The head of the staff comes off just like in the show so you can display Pluto holding her talisman.

While I wish I could say that this was just a copy and paste overview from the other Senshi, there are a few critical items worth noting.

First off, on the positive side of things, to my eyes Sailor Pluto is one of a handful of Sailor Moon Figuarts that got the proportions right, with the other two being Super Sailor Moon and Sailor Saturn. I'm not perfectly confident about her scaling, but that's another story.

Much like the other two, Sailor Pluto's faceplates seem to be the right shape, and actually wrap around her to her neck without any unsightly gaps around the ears.

Now that we got that out of the way, lets talk about the greatest barrier to enjoying this figure - her hair. Sailor Pluto has lovely knee length Olive green hair. Good news, Tamashii Nations replicated this. Bad news, it's one solid piece of hard plastic with one point of articulation on the top of her head which is much more annoying to position than you'd think. The same stiff plastic makes up the front of her hair as well, so overall Pluto has a slightly different sheen to her hair as compared to the other Senshi. Detailing on the hair is average - it won't impress, but it won't make you question the manufacturing process either.

There are a few more exciting poses you can get her into, but in general Pluto is going to be one of those figures that does a lot of epic standing, and even then you might want to consider using the stand full time.

Articulation wise, she's got what the ladies do (ankles, knees, hips with pull down, mid torso, shoulders with some collapse and bicep swivel, elbows, wrists, and head), but as stated above your limiting factor is going to be the hair. I guess if it is any consolation, I don't remember Pluto doing much other than her projectile attacks so no crazy gymnastics come to mind.

Paint work is the usual mix of good and meh when it comes to this line, with the messiest spots around her waist where the white paint meets the skirt - interesting thing to note is that the skirt is a separate piece, so basically this is not a masking issue.. they just really sucked at applying the paint. That's kind of the story overall - it's pretty good, then you hit a spot where you go "OOF". Decals on the face are pretty solid.

Finally there's build quality and yeah, good all around. If you've handled one Senshi you've generally handled them all. In the event you haven't, expect limbs to the right size, joints to be tight, and finishes on the various parts to range from "great" to "you really didn't try that hard did you", a common problem with earlier Figuarts. Overall, most handling will be find though as always extra caution when changing hands or doing any sudden movements is recommended.

That, friends, was the last Sailor Senshi. Pluto looks great as far as aesthetics go, but from an articulation perspective sadly the hair is quite limiting. Still, there's no doubt that Pluto will look great standing in with the rest of the crew, which is probably the only reason you'd be getting one of these to begin with.

SEARCHLIGHT, Nev (May 25, 2011) - Exterior decking of the building. The decking system, manufactured by Best Deck is 100% green and 100% recyclable. It's composed of 55% rice hulls (renewable resource) and 45% recycled plastic. The factory manufacturing process reduces its carbon footprint by using less electricity and recirculating water. Heat generated from the production equipment is captured and used in the factory. (NPS Photo / Andrew S. Muñoz)

Graham Harwood (UK), Matsuko Yokokoji (JP).

A coal-fired boiler powers a network of computers exploring the relationships between power and media. Coal Fired Computers explores the ecologies that have created and maintained power, and the subsequent health residues and crisis of fuelling that power. The work responds to the displacement of coal production to distant India, China or Vietnam and our industrial heritage, in particular the work of Charles Parsons whose steam turbine is used to produce 40% of today’s electricity. In many countries this rate is much higher (more than 70% in India and China).

According to the World Health Organization, 318.000 deaths occur annually from chronic bronchitis and emphysema caused by exposure to coal dust. The common perception is that wealthy countries have put this all behind them, displacing coal dust into the lungs of unrecorded, unknown miners in distant lands, coal returning in our lives in the form of cheap and apparently clean goods we consume.

Coal fired energy not only powers our computers here in Europe, but is integral to the production of the 300.000.000 computers made each year. 81% of the energy used in a computer’s life cycle is expended in the manufacturing process, now taking place in countries with high levels of coal consumption.

yoha.co.uk/cfc

www.artefact-festival.be/2011/

From Barfoot's series of coloured lithographs of 1840 depicting the cotton manufacturing process.

Original text written to accompany Lithograph No.11:

Some people are afraid that the use of such wonderous Machines as Throstles, Mules, Jennies and Steam-Looms, will do harm, by throwing many workmen out of employment; but let us not forget that whilst the steam-power is performing the hardest part of the work, many hands are needed to make the engines; and, as the goods are made better, quicker, and cheaper, the demand for them is much increased. It seems, too, that where machines increase, the working people increase faster, for Manchester, which is the chief seat of the cotton trade, is three of four times as large now as it was before the steam factories were built. The Dyer's Machinery is very simple, and so are the operations; but the management of the colouring requires much skill. When the colours are to be fixed upon cloth which has gone through the Printing Machine, the pieces are first passed through a number of rollers, in a stone Cistern filled with cowdung and hot water, to take away the printer's colouring. After this they are well washed in a Dash-wheel, tied four together and put into a Dying Cistern filled with water and the dye stuff required, such as Madder for red, or lilacs, Indigo for blues, &c. the pieces are rinsed in cold water and put again into the Dash-wheel. The dye is thus fixed in the pattern given by the machine, and as the rest of the cloth is slightly tinted, it is washed in hot water and bran, and put into a cistern of bleaching liquid. It is next passed between two squeezers, and dried by the drying machine.

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

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.

Graham Harwood (UK), Matsuko Yokokoji (JP).

A coal-fired boiler powers a network of computers exploring the relationships between power and media. Coal Fired Computers explores the ecologies that have created and maintained power, and the subsequent health residues and crisis of fuelling that power. The work responds to the displacement of coal production to distant India, China or Vietnam and our industrial heritage, in particular the work of Charles Parsons whose steam turbine is used to produce 40% of today’s electricity. In many countries this rate is much higher (more than 70% in India and China).

According to the World Health Organization, 318.000 deaths occur annually from chronic bronchitis and emphysema caused by exposure to coal dust. The common perception is that wealthy countries have put this all behind them, displacing coal dust into the lungs of unrecorded, unknown miners in distant lands, coal returning in our lives in the form of cheap and apparently clean goods we consume.

Coal fired energy not only powers our computers here in Europe, but is integral to the production of the 300.000.000 computers made each year. 81% of the energy used in a computer’s life cycle is expended in the manufacturing process, now taking place in countries with high levels of coal consumption.

yoha.co.uk/cfc

www.artefact-festival.be/2011/

نوع المحل مقهى، القيمة الإيجارية 34 جنيها و80 قرشا، تحريرا فى15/ 3 /1958، اسم ولقب المرخص إليه ماريا خريستو بانيس بمنطقة المنشية، هذا ما حواه عقد ترخيص المقهى الأشهر بالإسكندرية المعروف بمقهى الهندى.

عند دخولك للمقهى ستتذكر ذلك المشهد الشهير لأحمد عز بفيلم ملاكى إسكندرية وهو يقوم بتعزية صديقه منتصر داخل منزله بالإسكندرية والذى يظهر فيه مقهى الهندى واضحا بالبهو العملاق والأسقف الإيطالية ذات الطراز المعمارى المتميز.

«الشروق» تحدثت مع طارق على الهندى مالك المقهى الآن ونجل صاحبها الذى اشتهر بسماعه لأغنيات عبدالحليم حافظ خصوصا أغانيه الحماسية من تسجيلات وحفلات.

يقول طارق الهندى: «المقهى كانت تملكه اليونانية ماريا خريستو بانيس بالمشاركة مع والدى على الهندى رحمه الله، إلى أن انتقلت الملكية لوالدى كما تشير الرخصة، لكنها اشتهرت منذ تاريخ إنشائها باسم قهوة على الهندى، وهذا اللقب لوالدى يعود لجدى الذى كان هندى الجنسية».

يضيف طارق إن المقهى يعتبر تجمعا لمشاهير إسكندرية منذ إنشائها مثل: «على فيدو» أشهر تاجر طيور سمان فى إسكندرية، والفنان السيد زيان، ومظهر أبوالنجا، ورجل الأعمال عرفة وهبة، والمطرب على الحجار، ومحمد نجم، وعبدالباسط حمودة، وريكو والكابتن محمود بكر، وأحمد الكاس، ومحمد عفيفى، وحسن مصطفى.

ويكمل طارق قائلا إن «المقهى يعتبر رافدا من روافد الحركة السياحية بالإسكندرية حيث يقبل عليه السياح من روسيا وألمانيا، إضافة إلى السياح العرب خصوصا من سوريا.

ويقول سعيد الملقب «بسلكه» العامل بالمقهى: مقهى الهندى هو أول من اخترع عملية تصنيع المعسل تفاحة، وكان تجار المعسل فى القاهرة يأتون خصيصا للمقهى لشراء المعسل.

ويضيف إن المقهى كان الوحيد الذى لم يُغلق حين حدث حظر تجول عام 1977 نتيجة لمظاهرات 18 و19 يناير، حيث كنا نقدم الطلبات على هذا السلم الشهير بسلم الخندق مؤكدا فى الوقت ذاته أن المقهى يعتبر ملاذا ومأوى للمتظاهرين على سلالم محكمة الحقانية.

كما يشتهر المقهى بأنه يحمل ملامح طراز أثرى تجذب طلب الفنون الجميلة على تحويله إلى مرسم كبير، إضافة إلى اهتمام طلبة معاهد التمثيل بتصوير أفلامهم ومشاريع تخرجهم بالمقهى.

والتقت «الشروق» مع أشهر رواد المقهى الكاتب الساخر إبراهيم السايح والذى قال «المقهى كان قبلة المثقفين اليساريين حيث كان يحتوى حوالى 700 يسارى حين كان اليسار فى مصر يسارا».

ويضيف السايح إن أول حزب يسارى تأسس فى مصر عام 1976 شهد اكبر عدد من استمارات العضوية من دائرة المنشية كان أغلبهم من رواد المقهى، كما إن قرب المقهى من محكمة الحقانية التى تشهد يوميا مظاهرات ووقفات احتجاجية جعله استراحة للمشاركين فى هذه الوقفات.

ويضيف إن المقهى اشتهر بوجود ركن للمثقفين به وركن التجار وركن الفنانين وركن الحرفيين، وركن السياسيين وركن المحامين.

Coffee shop type, the rental value of 34 pounds and 80 pounds, a liberation in 15.03.1958, licensed by the name Maria Hristo Panis area Manshiya and the title, this is what Hawwah cafe months license Alexandria cafe known Indian contract.

When you enter the cafe will remember that famous scene of Ahmed Ezz film is based angel Alexandria comfort of his friend Victor inside his home in Alexandria, in which the Indian cafe shows a clear Italian giant lobby and ceilings with a distinctive architectural style.

«Sunrise» I spoke with Tariq on Indian cafe owner and now owner's son, who became famous for songs Speaker Abdel Halim Hafez especially spirited songs of recordings and concerts.

Tariq Indian says: «The cafe was owned by Greek Maria Hristo Panis in partnership with my father on the Indian God's mercy, to be transferred ownership to the parents also indicate the license, but they are known for since its inception as the coffee on the Indian, and this title is for my parents back to my grandfather, who was an Indian national».

Tariq The cafe adds is a gathering of celebrities Alexandria since its inception such as: «Fido» months dealer birds Samman in Alexandria, and the artist Mr. Xian, and the appearance of Naga, and businessman Arafa and gift, and singer Ali El Haggar, and Muhammad Najm, and Abdul Baset Hammouda, and Rico and Captain Mahmoud Bakr, Ahmed and the cup, and Mohammed Afifi, and Hassan Mustafa.

It complements Tariq saying that «the cafe is a tributary of tourist traffic in Alexandria where it accept tourists from Russia and Germany, in addition to Arab tourists, especially from Syria.

He says Saeed, alias «Bslleke» cafe worker: Indian cafe is the first of Molasses Apple invented manufacturing process, and the traders Molasses in Cairo come specifically for the cafe to buy Molasses.

He adds that the cafe was the only one who did not close the event while a curfew in 1977 as a result of demonstrations 18 and January 19, where we offer applications on this famous staircase ditch peace stressing at the same time that the cafe is a haven and shelter to the protesters on the steps of glenoid Court.

As famous for its cafe that carries the features of the model enriched attract request of Fine Arts to turn it into a big ceremony, in addition to interest representation institutes students filmed their movies and their graduation projects cafe.

She met «sunrise» with the most famous cafe satirical writer Ibrahim Al-Sayeh, who said «the cafe was a kiss leftist intellectuals, where it only has about 700 leftist when he was left in Egypt left.»

Sayeh adds that the first left-wing party founded in Egypt in 1976 saw the largest number of organic forms of Manshiya circle was mostly of the pioneers of the cafe, and the cafe near the glenoid Court, which sees daily protest demonstrations and to stop making it a break for the participants in these stances.

He adds that the cafe is known for the presence of the corner of its intellectuals and merchants corner and cranny and corner craftsmen artists, politicians and corner and cranny of lawyers.

As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.

Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.

Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.

Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.

As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.

Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.

Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.

Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.

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www.fosurf.com/?p=B004JKDLVW

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Round watch featuring mother-of-pearl dial with luminous hands and date window at 3 o'clock 26 mm stainless steel case with mineral dial window Japanese quartz movement with analog display Stainless steel bracelet with fold-over push-button clasp with safety closure Water resistant to 100 m (330 ft): In general, suitable for swimming and snorkeling, but not scuba diving Ladies Eco Drive sport watch with MOP dial and date Since its foundation in 1930, CITIZEN has promoted a multi-cultural mindset that fosters excellence and creativity. The very name of the brand conveys a deep respect toward craftsmanship and considered as familiar by citizens the world-over. So as a “citizen†of the world, we bear the responsibility to help cultivate a culture of positive change and on-going evolution through our craft. We take that mission seriously and steadfastly welcome what the future may bring.

As a true manufacture d’horlogerie, CITIZEN integrates a comprehensive manufacturing process from creating individual components to a watch’s final assembly. It’s an artisan’s approach to watch making based on pushing forward the boundaries of technology and leveraging our experience toward exploring new possibilities.

One pivotal technological breakthrough was the development of a light-driven watch. CITIZEN pioneered this engineering innovation well ahead of other watch manufacturers as early as 1976, which led to the launch of the highly acclaimed Eco-Drive in 1995. Utilizing electrical power converted from virtually any light source, this extraordinary innovation changed forever the way watches could be powered. Eco-Drive eliminated the need to ever replace batteries, which made it especially beneficial to areas where such specialist batteries were not obtainable. This leveled the field for citizens of virtually every country to be able to experience unrestricted joy of wearing and using a CITIZEN watch.

The product development policy, “The Fusion of Technology and Beauty,†remains a constant motivation for us to merge cutting-edge technology with perfection of design beauty, which as a consequence inspires people to strive to be their best at any time.

CITIZEN launches a new campaign in collaboration with Wieden+Kennedy, Better Starts Now. This is the simple belief that no matter who you are or what you do, it is always possible to make something better  and now is the time to start doing it. We believe that better and now are both infinite, and that there is always a next ‘better’ and a new ‘now’ in which you can start pursuing it. It was clear from the onset of this project that we are dedicated to this ideal…not to the past but to the present, and all the way we can improve it. To help communicate this belief to the world we have created a new global CITIZEN brand movie, brand identity and brand website that represents out Better Starts Now philosophy.

After 3 months of travel, which included approximately 7 weeks of sitting at Osaka International Airport, my Mandarake purchase in April 2020 finally arrived.

Here she is in all her glory, Sailor Pluto, the last of the Sailor Senshi on my "to get list".

BFF to Chibi-Usa, Sailor Pluto, or "Pu" is the Guardian of Time and leader of the Outer Senshi, soldiers gifted with stronger power than their Inner Senshi cohorts. She is generally stationed at that one spot preventing trespassers from entering the future. Well, things got screwy and required Pluto to not only abandon her post, but eventually abandon her timeline completely and return to the present under the civilian guise of Setsuna Meioh.

In addition to being a very competent soldier, Sailor Pluto also bears one of the three Sacred Talisman, along with Sailor Uranus and Pluto, that are needed to find the Holy Grail, the only thing that can stop "The Silence", the big baddie in Season 3 of the original run.

Plus she's the only one with no sleeves on her tunic, so you KNOW she's badass.

Based on what I was reading, Pluto was a bit annoying to get due to her Exclusive release nature, something that I've run into with several of the Endgame releases.. hence my resorting to Mandarake.

Contents of the box are what you'd expect it to be - the figure, four total face plates (neutral, smiling, shouting, eyes closed), her weapon (Garnet Rod), various hands, and the standard base. The head of the staff comes off just like in the show so you can display Pluto holding her talisman.

While I wish I could say that this was just a copy and paste overview from the other Senshi, there are a few critical items worth noting.

First off, on the positive side of things, to my eyes Sailor Pluto is one of a handful of Sailor Moon Figuarts that got the proportions right, with the other two being Super Sailor Moon and Sailor Saturn. I'm not perfectly confident about her scaling, but that's another story.

Much like the other two, Sailor Pluto's faceplates seem to be the right shape, and actually wrap around her to her neck without any unsightly gaps around the ears.

Now that we got that out of the way, lets talk about the greatest barrier to enjoying this figure - her hair. Sailor Pluto has lovely knee length Olive green hair. Good news, Tamashii Nations replicated this. Bad news, it's one solid piece of hard plastic with one point of articulation on the top of her head which is much more annoying to position than you'd think. The same stiff plastic makes up the front of her hair as well, so overall Pluto has a slightly different sheen to her hair as compared to the other Senshi. Detailing on the hair is average - it won't impress, but it won't make you question the manufacturing process either.

There are a few more exciting poses you can get her into, but in general Pluto is going to be one of those figures that does a lot of epic standing, and even then you might want to consider using the stand full time.

Articulation wise, she's got what the ladies do (ankles, knees, hips with pull down, mid torso, shoulders with some collapse and bicep swivel, elbows, wrists, and head), but as stated above your limiting factor is going to be the hair. I guess if it is any consolation, I don't remember Pluto doing much other than her projectile attacks so no crazy gymnastics come to mind.

Paint work is the usual mix of good and meh when it comes to this line, with the messiest spots around her waist where the white paint meets the skirt - interesting thing to note is that the skirt is a separate piece, so basically this is not a masking issue.. they just really sucked at applying the paint. That's kind of the story overall - it's pretty good, then you hit a spot where you go "OOF". Decals on the face are pretty solid.

Finally there's build quality and yeah, good all around. If you've handled one Senshi you've generally handled them all. In the event you haven't, expect limbs to the right size, joints to be tight, and finishes on the various parts to range from "great" to "you really didn't try that hard did you", a common problem with earlier Figuarts. Overall, most handling will be find though as always extra caution when changing hands or doing any sudden movements is recommended.

That, friends, was the last Sailor Senshi. Pluto looks great as far as aesthetics go, but from an articulation perspective sadly the hair is quite limiting. Still, there's no doubt that Pluto will look great standing in with the rest of the crew, which is probably the only reason you'd be getting one of these to begin with.

Mach 10 Hypersonic Plane - Turbine Based Combined Cycle - IO Aircraft

www.ioaircraft.com

Drew Blair

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

20 Passengers plus 3 crew

10,000 mile range

Mach 10 Cruise

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Advanced Additive Manufacturing for Hypersonic Aircraft

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

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

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

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

Unified Turbine Based Combined Cycle (U-TBCC)

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

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

Enhanced Dynamic Cavitation

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

Dynamic Scramjet Ignition Processes

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

Hydrogen vs Kerosene Fuel Sources

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

Conforming High Pressure Tank Technology for CNG and H2.

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

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

Enhanced Fuel Mixture During Shock Train Interaction

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

Improved Bow Shock Interaction

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

6,000+ Fahrenheit Thermal Resistance

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

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

Scramjet Propulsion Side Wall Cooling

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

Lower Threshold for Hypersonic Ignition

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

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

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

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

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

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