View allAll Photos Tagged Manufacturing_process
The sculptor Kai Nielsen visited Kähler for the first time in 1921. Only three years before his death.
During those three years, he was very productive, but many of his works were discarded due to his extreme self-criticism. His ambition was to achieve broad reach. He would rather sell his works and produce thousands of copies than have them on display in a museum.
He produced a number of small figures, which were copies of his larger sculptures in order to disseminate knowledge of his art. This was also a good idea in terms of his earnings.
Kai Nielsen teamed with Thirslund and organised a large production of figures in 1922. These figures were made in old bronze moulds, which had previously been used to cast bronze sculptures.
The names of these figures were just as creative as the manufacturing process: ”Dovendyret”, ”Susanne i badet”, ”Prinsessen på ærten”, ”Eva på æblet”, ”Nina på kuglen” and ”Globetrotteren”, ("Sloth", "Susanna in the bath", "Princess and the Pea", "Eve at the apple", "Nina on the ball" and "Globetrotting") just to mention a few.
The figures became very popular in Denmark and abroad. After a trip to Denmark, a dealer brought ”Prinsessen på ærten” (Princess and the Pea) back with him to San Francisco and put it on display at his shop. However, a US women’s organisation was strongly opposed to ”Princess and the Pea” as they believed that the figure thrust her abdomen forward.
Even though Kai Nielsen’s objective was to bring art to the people, the question is whether he was actually known for this work. Most people will probably remember him for his large sculptures such as ”Vandmoderen” (Water Mother), which is located in the winter garden at the Glyptothek in Copenhagen.
With thanks to:
Back at my favourite spot - the illuminated Gosford Street underpass (Coventry Ring Road/Ringway Whitefriars atop). I wonder how long these coloured lighting effects will remain in place after they fail or get damaged! NX Coventry 2162 Volvo B7RLE/Wright pauses at the stop here heading to the Rail Station and Finham on service 9.
Seems slightly weird that Wrightbus use the 'Eclipse' name for a single-decker body when their double deck product carries the same name?! Presumably the manufacturing process is similar and some of the parts used in construction are shared. Wrights tend to adopt different secondary names for their bodies when built on different chassis. 'Eclipse Gemini' on the Volvo B7TL chassis and so on.
Kitchen-O | A small kitchen with a big heart.
Kitchen-O is an open-source portable kitchen, and eating space, that brings cooking rituals back to refugee centres, where people don’t have the facilities to prepare their own food. It gives the possibilities for refugees to manifest and share their cultural background through the food they are used to and enjoy the most. Perhaps even more important Kitchen-O allows families to provide for themselves and their loved ones.
Being an open-source product, the instructions are available for anyone to reproduce it, and it is entirely digitally fabricated, thus being locally built, with locally sourced materials. Its manufacturing process gives the user the freedom and choice of the desired material. The instructions allow it to be built out of different types and qualities of wood, aggregates, or even metal, with different costs involved.
Kitchen-O celebrates food, cooking, and food rituals. It brings together the four main cooking elements, which are universal to every human being: fire, water, air, and earth. Every element has its value, place and purpose inside Kitchen-O. Cooking is not a task; it is a ceremony, a celebration, a collective ritual.
luis.fmdesousa@gmail.com
Saw this old canal bridge over a river in Coventry. Says Horseley Ironworks on it.
Vignoles Bridge is a Scheduled Ancient Monument in the City of Coventry in the West Midlands of England. The bridge is a single-span iron footbridge over the River Sherbourne in the Spon End area, just to the west of Coventry city centre and 100 metres (330 ft) west-north-west of Sherbourne House (an office building in use by Coventry City Council).
Thomas Telford developed the first techniques for maximising the potential of cast iron as a construction material, realising that the lighter frames could use flatter angles and less substantial foundations than timber bridges while preserving the single span, and thus the navigability of the waterways they cross. English Heritage, which is responsible for scheduling ancient monuments in England, considers all examples of iron bridges "which retain significant original fabric" to be of importance. Vignoles Bridge is of particular interest because it "survives well and retains its original features thus demonstrating its engineering design and reflecting the manufacturing process", despite having been moved from its original site.
The bridge originally occupied a site on the Oxford Canal (which runs from Coventry to Oxford). It is cast iron and was built at Horseley Iron Works—whose name is cast into the span of the bridge on one side—in Tipton around 1835. The bridge, which was designed by Charles Vignoles (after whom it is named), was moved to its current site in 1969. The walkway is covered with tarmac and has cast iron balustrades either side, while the abutments connecting the bridge to the river bank are brick.
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_...
David Mellor Visitor Centre
David Mellor is internationally famous for his cutlery.
His chic factory in Hathersage, designed by Sir Michael Hopkins, and purpose-built on the site of the old gasworks, is hailed as a minor masterpiece of modern architecture.
Built in local gritstone with a spectacular lead roof, it blends beautifully into the rural landscape. The factory is open for viewing on Sundays and visitors are welcome to take a look around and watch the various designs being made.
The manufacturing process is surprisingly low-tech and most of it done by hand – if nothing else this explains why the cutlery is so expensive (and so collectable).
In addition to the factory, there is also a stylish shop, a classy café and an interesting design museum.
David Mellor died in 2009, and his talented son Corin continues the design tradition at Hathersage.
Street Scene
David Mellor reigned supreme as Britain’s ‘cutlery king’ but he also ruled over another design domain often overlooked: street furniture.
A permanent exhibition at his factory and museum in Hathersage, entitled Street Scene, showcases his street furniture designs.
One of David Mellor’s great aims as a designer was to improve the quality of the everyday urban environment.
His traffic lights, post boxes, lighting columns, outdoor seating, bus shelters, litter bins and bollards were widely distributed and altered the appearance of the street scene throughout the UK.
From left to right:
Abacus Street Furniture
In collaboration with Abacus Mellors designed the first modern street furniture in post-war Britain. His designs were installed throughout the country.
Abacus Bollards
1975
Designed to be used singly or in clusters. These bollards are both highly functional and pleasingly sculptural in form.
Traffic Lights
His redesign of the traffic lights remains his greatest contribution to Britain’s street scene.
The commission came from the Ministry of Transport, as part of a comprehensive national plan in the 1960s to update the UK’s traffic signage systems.
Mellor’s main concern in redesigning the traditional traffic light system was to clarify the messages conveyed both to drivers and pedestrians, greatly improving road safety.
By the end of the 1960’s all of Britain’s 4,500 traffic light sets were being replaced by Mellor’s new design.
His traffic lights are still in use today, basically unaltered since their introduction half a century ago.
From left to right:
Standard 3-light Traffic Signal
1965
Traffic Light Pedestrian Signal
1965
Post Boxes
Square Pillar Box
1966
Queen Elizabeth II Prototype Pillar Box – Type PB1444/1
S32
When the Post Office commissioned David Mellor to redesign the pillar box, the traditional cylindrical collecting box had been more or less unchanged since 1879.
This 'revolutionary' rectangular box was evolved to make collection more efficient. The new design reduced collection time by half.
The design aroused public controversy as a departure from the traditional pillar box.
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.
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
Mary Lombardo, Director Engineering
Carrier Corporation
Mary Lombardo is an executive with over twenty-four years of UTC experience. She is currently the Director, Engineering, Materials Technology, in the newly established Technology and and Components unit at Carrier Corporation. In this role, Mary will be responsible for assuring that Carrier achieves and expands a position of leadership in the development and implementation of Materials Technology, including metallurgy, coatings, tribology, corrosion resistant materials, plastics, refrigerants and manufacturing process technology, thus ensuring product differentiation in performance, compactness and cost. Prior to this appointment, Mary was Director, Supply Chain Management where she was responsible for leading the commodity management teams at Carrier and had responsibility for over $4Billion in spending in global product and non-product categories
David Mellor Visitor Centre
David Mellor is internationally famous for his cutlery.
His chic factory in Hathersage, designed by Sir Michael Hopkins, and purpose-built on the site of the old gasworks, is hailed as a minor masterpiece of modern architecture.
Built in local gritstone with a spectacular lead roof, it blends beautifully into the rural landscape. The factory is open for viewing on Sundays and visitors are welcome to take a look around and watch the various designs being made.
The manufacturing process is surprisingly low-tech and most of it done by hand – if nothing else this explains why the cutlery is so expensive (and so collectable).
In addition to the factory, there is also a stylish shop, a classy café and an interesting design museum.
David Mellor died in 2009, and his talented son Corin continues the design tradition at Hathersage.
Shop
My image shows the stylish shop selling David and Corin Mellor's catalogue of superb designs.
Shimano has released only 1000 of these sets to North America. If you are a collector or someone that just likes the best, than this is for you. This group is almost too beautiful to put on your bike.
The Dura-Ace name speaks for itself. You can feel the quality and see the attention to detail when you hold the parts. It is quality that has made Dura-Ace successful for 25 years.
The shifts are very fast and accurate with a smooth action. The refined dual pivot brakes stop on a dime even in wet conditions. The bearings of the bottom bracket and hubs are smooth. The new SPDR pedal locks your foot to the pedal better than anything we have tried.
The components are based on the 1999 Dura-Ace 7700 series components, but there are significant differences. Component surfaces have been hand polished to a mirror like finish and more titanium hardware is used throughout the group. Each components is also identified with a special 25th Anniversary emblem. Detailed specifications are provided with the group.
The components are packaged in ready-to-display condition in a handsome aluminum presentation case which also provides ample protection for long term storage. The package also includes a book which details the history of the group, briefly explains the manufacturing process, and provides comments from the people who have been closely involved with Dura-Ace over the years.
When Dura-Ace first appeared in Europe, cycling enthusiasts thought there was little chance a Japanese component maker could make inroads into the conservative and tradition-bound sport of professional bicycle racing. Much to everyone’s surprise, Shimano’s commitment to quality, innovative engineering, and attention to the needs of racing cyclists resulted in Dura-Ace becoming a very popular and well respected component group. It is estimated that more than 60 percent of high-end road racers are now riding Dura-Ace.
The dependability and functionality of the components are integral to the performance of the racing bicycle and the athlete riding it. Dura-Ace is designed to create a highly efficient link between the racer and the bicycle. It’s an interface that allows racing cyclists to concentrate more on the race, and less on controlling the bicycle. As a result, Dura-Ace is now recognized by road racers and cycling enthusiasts around the world as the performance standard for racing components.
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.
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
In spring 1917, the British Royal Flying Corps introduced the Sopwith Triplane, a three-winged version of the earlier Sopwith Pup fighter. The “Tripe” was only built in limited numbers, but it was issued to elite pilots, such as the famous “Black Flight” of the Royal Naval Air Service—commanded by ace Raymond Collishaw, the Black Flight’s five Triplanes shot down 87 German aircraft in three months.
The German Luftstreitskrafte reacted with shock. To this point, the Germans had usually enjoyed a qualitative advantage over the Allies in the air with their Albatros D.IIIs The Triplane could operate higher and was faster than German fighters, which gave their British and Canadian adversaries the advantage in a dogfight. Germany embarked on a crash program to field their own triplanes, with 37 manufacturers all producing prototypes. The best by far, however, was Fokker’s Dreidekker I, abbreviated Dr.I. After a short period of testing of prototypes, two pre-production aircraft were built and sent to the Western Front for evaluation. Both were given to exceptional pilots—Manfred von Richthofen and Werner Voss. Richthofen, testing the Dr.I in combat for the first time in September 1917, promptly shot down two aircraft and proclaimed the Dr.I a superb aircraft, if tricky to fly. If there was any doubt of its lethality, it was removed on 23 September, when Voss engaged nine British SE.5s of 56 Squadron, all of which were flown by British aces with more than ten victories apiece. Though Voss was killed, his skill and the Dr.I’s manueverability held off nine British aces for ten minutes. Fokker immediately received a production order for 300 Dr.Is.
In combat, the Dr.I was not as fast as the Albatros, but it had a higher rate of climb and phenomenal manueverability—the design was slightly unstable, but an experienced pilot could use its high lift, light controls, and the torque of the engine to make snap rolls to the right almost within the length of the aircraft. It required an experienced pilot, especially on landing, where the torque of the engine and the wings also had a tendency to ground-loop the aircraft. This could be fatal, because the position of the two Spandau machine guns extending into the cockpit could cause a crash-landing pilot to hurtle forward into the gun butts, face-first. The Oberursel engine had a tendency to fall off in power at higher altitudes due to poor lubrication. By far, however, the worst drawback of the Dr.I was its tendency towards wing failures, which were initially believed due to poor workmanship by Fokker. It would be not until after the war that it was learned that the very triple-winged design of the Dreidekker was the problem: the top wing exerted more lift than the bottom two, with the result that the top wing would literally lift itself away from the rest of the aircraft. While it was possible to still fly with the missing top wing, the Dr.I would not fly for long and the pilot would have to make a high-speed landing in an aircraft notorious for crash landings.
Though the Dr.I was issued to two Jasta wings, including von Richthofen’s, in 1917-1918, it was never very popular with the majority of German pilots, and the production of the superb Fokker D.VII, which started about the same time, meant that the Luftstreitskrafte already had a fighter that was faster and more durable than the Dr.I, if not quite as manueverable. A few German aces still preferred the Dr.I, namely von Richthofen—because of the Dreidekker was good at something, it was attacking from ambush. A skilled ace could quickly gain altitude over an unsuspecting enemy, dive down, attack, and then use the kinetic energy built in the dive to zoom back to position, or manuever out of trouble with a quick right roll. Von Richthofen would score his last 20 (out of 80) kills in the Dr.I.
Following the end of World War I, nearly all of Germany’s fighters were purposely burned, either by their own pilots or by the Allies. By World War II, only one Dr.I was known to exist, one of von Richthofen’s aircraft, preserved in a museum in Berlin; the museum was flattened in an Allied bombing raid in 1944. Today, only scattered pieces of original Dr.Is exist. However, the simple manufacturing process of World War I fighters meant that reproductions could easily be built, and several dozen Dr.I replicas continue to fly today.
Not much can be found about this particular replica, other than it has been in the possession of the Warhawk Air Museum for some time, and is flyable. Nicknamed the "Blue Max" for both the medal and obvious reasons, it is not supposed to represent any particular German aircraft of the war, though certainly these sort of bright markings would not have been unusual. The "Blue Max," also known as the Pour le Merite, was the highest honor a German soldier or airman could be awarded during World War I, and was generally presented by the Kaiser himself; a small reproduction of the medal is carried behind the cowling.
Old Cemetery, Ipswich, Suffolk
In loving memory of Robert Charles Ransome, born June 1st 1830, died March 5th 1886. Also of his wife Elizabeth Ransome, born November 12th 1840, died July 6th 1935
Robert Charles Ransome and his wife Elizabeth lived with four children and six servants at Orwell Lodge, a large house on Belstead Road, Ipswich, a road where several prominent Ipswich families had large houses. Elizabeth was Robert's second wife, and outlived him by half a century.
Robert's grandfather, also called Robert Ransome, had invented a cold iron manufacturing process which was particularly suitable for the sharp implements required for agriculture. His foundry in Ipswich grew into what would become the largest factory for the manufacturer of agricultural machinery in Europe.
Robert Charles Ransome became chairman of the family firm of Ransome and Sons in the early 1860s. Soon afterwards, two of his brothers broke away from the firm by mutual consent to form a new company, Ransomes & Rapier, which would concentrate on heavy engineering, particularly the construction of steam trains and cranes. Ransome and Sons evolved into Ransome, Sims and Jefferies, by the early 20th century the largest employer that Ipswich would ever know. The firm survived until the recession of the late 1980s, when most of Ipswich's heavy engineering firms went out of business.
By the time of his death, Robert Charles Ransome was probably the richest man in Ipswich, but his Quaker faith probably explains the relatively simple memorial when compared with the more ostentatious gravemarkers of other prominent Ipswich families like the Pauls, the Prettys, the Fisons and the Catchpoles.
China Baths And China Sanitary Wares
Everybody loves a good China bath. More than that, everybody loves a clean and gleaming China sanitary ware. Here’s the lowdown on the best products and practices to taking China baths and taking care of your China sanitary ware. In taking the best China baths, here are some of the products that should be in your China sanitary ware. Moisturizing soap/body wash A good soap or cream applied to the skin can counter dryness. Exposure to everyday weather can strip off your skin of its natural oils so it is essential that you have a good moisturizing soap or body wash when you take a China bath. Aromatherapy oils Lavender is one of the best aromatherapy oils to include in your China bath. It is used for treating wounds, enhancing memory and aiding sleep by combating anxiety and insomnia. Other popular scents include eucalyptus, rose, jasmine and bergamot.Aromatherapy oils are relaxing. They lower stress. Body buff This is used to slough off dead skin cells. This will in part reveal, new, clean and smooth skin. When taking China baths, our bodies are soaked in water, which makes the exfoliating process so much more easier. Candles Whether you take your China bath at the start of your day or when you end it, it is absolutely refreshing to light a few candles when you soak up. The soft illumination and fresh scent of your candle will give you good vibes all day or all night. Now that you know how to take a really good China bath, here are tips on keeping your China sanitary ware in tip-top shape.
1. You’ll be needing the following China sanitary ware-cleansers. Strong, liquid cleanser that’s bacteria fighting as well. Spray cleansers that’s antiseptic. Glass cleaners and tile cleaners, too. Plus some mops, sponges and an old toothbrush if you must. Whoever said that cleaning your China sanitary ware is a piece of cake.
2. Spray shower and tub with strong cleanser. The labels on your China bath cleaning products will say what kind of stuff is in it- so make sure you get the ones with really strong bacteria-fighting stuff.
3. Pour cleaner into the toilet bowl, and spray the outside with the same cleaner. Let the chemicals do the cleaning for a while and return to scrubbing it after you do the other stuff. 4. Clean mirrors, chrome, China sanitary ware scale, and light fixtures with glass cleaner. Never interchange cleaners. There’s a big difference with cleansers and mirror cleaners. So take note! 5. Vacuum everything! This will remove dust and hair that is so hard to get up when surfaces are wet.
6. Empty and clean the wastepaper basket. Dispose of all the filth and make sure you have a fresh new plastic to replace it with. Remember to spray your wastepaper basket with a good old cleanser.
7. Clean the sink. Working from the top of the toilet down, clean the outside, and brush and flush the inside.
8. Scrub the floor with a strong cleanser. Tough tile floors can be most easily cleaned by hand with the scrub-brush side of a China sanitary ware-only sponge.One more tip: spaghetti mops are more efficient at getting into tough corners than sponge mops. Many types can even be thrown in the washing machine between cleanings. With these tips, you are on your way to the best China bath experience. Because taking a China bath is more than just taking a China bath!
Yuyao Huaneng China sanitary ware China factory is specialized in production of plumbing fittings. ‘Aige’ sanitary ware series are well received not only by supporting factories but also customers both at home and abroad. The products are well sold at home and exported to the world as well.
Supor China sanitary ware manufacture processing scheme stainless steel faucets, stainless steel sinks, stainless steel showers, stainless steel China China bathroom accessori…
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(Posted by Douzer Bathroom)
ABERDEEN PROVING GROUND, Md. (Dec. 19, 2014) -- The U.S. Army is seeking to implement a new mortar manufacturing process to provide improved weapons at a lower cost, officials said.
The Army introduced a nickel super-alloy called Inconcel to produce mortars in 2008, but its properties make it challenging to manufacture. Researchers have been working on an alternative method to overcome the difficulties, said Chris Humiston, a mechanical engineer with the Armament Research, Development and Engineering Center at Watervliet Arsenal, New York.
Read more:
In 1880 having been taught the use of simple lathes and machinery by his uncle,
and encouraged by William Morris, William Arthur Smith Benson began metalwork production
in Fulham, London. As his business grew Benson closely followed developments in technology, mastering all the processes of casting, turning, folding and riveting many variations of interchangeable components. He opened a showroom in Bond Street in 1887 displaying
light fittings, fireplace accessories, plant stands and hollow-ware, in silver, copper, brass,
iron and polished steel, patenting many of his popular designs to protect them from the
array of sub-standard copies that flooded the market.
WAS Benson was at the forefront of electric installation in homes all over Britain, advising on suitable lighting schemes and installation. In 1893 he electrified Philip Webb’s latest architectural commission, Standen, near East Grinstead, Sussex, now owned by the National Trust.
His metalwork and lighting designs reached iconic status, sold in galleries throughout Europe,
and in 1896 when William Morris died it was Benson with a colleague who bought Morris & Co and ran it alongside his own company until he resigned in 1917.
Benson attracted much acclaim for his metalwork designs and manufacturing processes.
The Studio Magazine of Decorative Arts, The Magazine of Art, and Herman Muthesius in
Das Englische Haus, were among the many who applauded his innovations.
The FSU cameras are ubiquitous in Europe and much of the rest of the world. They are just now, (last 10 years or so,) becoming appreciated in The United States. I have several of them, (along with Canon, Leica, Nikon and other cameras from the same era.)
It's possible to argue aesthetics, build quality, originality, innovation and other aspects of all the cameras from the 1930's through the 1960's. People have their favorites and it's a tough proposition to sway matters of the heart - or mind.
This Zorki 3M has a feature set that is a standout amongst the cameras of the golden age. It also lacks two elements that would make it one of the most desirable of the breed: 1,] a self-timer and 2,] flash synch. In this regard both the Zorki 4 and Zorki 6 are more desirable.
However compared to such cameras as the Leica IIIf, it has several notable improvements. It has a single, and very large viewfinder/rangefinder window, (1:1 view,) which has a built in diopter adjustment. The back is removable for easy film loading and is secured by two, (YES TWO,) fasteners that securely lock it in place without the need for light seals. All shutter speeds are on a single dial located on the top deck - slow shutter speeds are marked in red.
The fit and finish of the Zorki 3M seems to be just a smidgen better than the Zorki 3. The engraving is sharp and precise and the knurling is comfortable and sharp enough for a good grip without producing "Leica callouses," from very sharp points.The "balancing foot" doubles as a tripod socket and is located at the center of mass - not off to one side.
The film rails and guides are highly polished, as is the nicely enameled pressure plate. The spool is easily removable and the sprocket dogs are precise without being razor sharp. The screws and screw heads are of a sensible size and strength, (nicely polished too.)
The Jupiter 8 lens is well known as among the best of the FSU glass. This 1955 camera camera came with this 1956 lens - not an unusual situation given the manufacturing processes used in the former Soviet Union.
When I grab a preferred rangefinder camera it is either this one or a Canon P. Of course it's the view through the finder that tips the scales.
This particular Zorki 3M is in exceptional condition and as good as it can be, (not like several of my others.) When built as designed and assembled correctly these are tough and competent cameras. It has film in it and we're going for a walk tomorrow.
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.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
In spring 1917, the British Royal Flying Corps introduced the Sopwith Triplane, a three-winged version of the earlier Sopwith Pup fighter. The “Tripe” was only built in limited numbers, but it was issued to elite pilots, such as the famous “Black Flight” of the Royal Naval Air Service—commanded by ace Raymond Collishaw, the Black Flight’s five Triplanes shot down 87 German aircraft in three months.
The German Luftstreitskrafte reacted with shock. To this point, the Germans had usually enjoyed a qualitative advantage over the Allies in the air with their Albatros D.IIIs The Triplane could operate higher and was faster than German fighters, which gave their British and Canadian adversaries the advantage in a dogfight. Germany embarked on a crash program to field their own triplanes, with 37 manufacturers all producing prototypes. The best by far, however, was Fokker’s Dreidekker I, abbreviated Dr.I.
After a short period of testing of prototypes, two pre-production aircraft were built and sent to the Western Front for evaluation. Both were given to exceptional pilots—Manfred von Richthofen and Werner Voss. Richthofen, testing the Dr.I in combat for the first time in September 1917, promptly shot down two aircraft and proclaimed the Dr.I a superb aircraft, if tricky to fly. If there was any doubt of its lethality, it was removed on 23 September, when Voss engaged nine British SE.5s of 56 Squadron, not one of which was flown by a pilot with less than ten victories. Though Voss was killed, his skill and the Dr.I’s manueverability held off nine British aces for ten minutes. Fokker immediately received a production order for 300 Dr.Is.
In combat, the Dr.I was not as fast as the Albatros, but it had a higher rate of climb and phenomenal manueverability—the design was slightly unstable, but an experienced pilot could use its high lift, light controls, and the torque of the engine to make snap rolls to the right almost within the length of the aircraft. It required an experienced pilot, especially on landing, where the torque of the engine and the wings also had a tendency to ground-loop the aircraft. This could be fatal, because the position of the two Spandau machine guns extending into the cockpit could cause a crashlanding pilot to hurtle forward into the gun butts. The Oberursel engine had a tendency to fall off in power at higher altitudes due to poor lubrication.
By far, however, the worst drawback of the Dr.I was its tendency towards wing failures, which were initially believed due to poor workmanship by Fokker. It would be not until after the war that it was learned that the very triple-winged design of the Dreidekker was the problem: the top wing exerted more lift than the bottom two, with the result that the top wing would literally lift itself away from the rest of the aircraft. While it was possible to still fly with the missing top wing, the Dr.I would not fly for long and the pilot would have to make a high-speed landing in an aircraft notorious for groundlooping and killing its occupant.
Though the Dr.I was issued to two Jasta wings, including von Richthofen’s, in 1917-1918, it was never very popular with the majority of German pilots, and the production of the superb Fokker D.VII, which started about the same time, meant that the Luftstreitskrafte already had a fighter that was faster and more durable than the Dr.I, if not quite as manueverable. A few German aces still preferred the Dr.I, namely von Richthofen—because of the Dreidekker was good at something, it was attacking from ambush. A skilled ace could quickly gain altitude over an unsuspecting enemy, dive down, attack, and then use the kinetic energy built in the dive to zoom back to position, or manuever out of trouble with a quick right roll. Von Richthofen would score his last 20 (out of 80) kills in the Dr.I.
Following the end of World War I, nearly all of Germany’s fighters were purposely burned, either by their own pilots or by the Allies. By World War II, only one Dr.I was known to exist, one of von Richthofen’s aircraft, preserved in a museum in Berlin; the museum was flattened in an Allied bombing raid in 1944. Today, only scattered pieces of original Dr.Is exist. However, the simple manufacturing process of World War I fighters meant that reproductions could easily be built, and several dozen Dr.I replicas continue to fly today.
Dad picked the 1/72 Revell Dr. I to do Manfred von Richthofen's aircraft. This was the Red Baron's "show" plane, used for war bond tours; it is not known if Richthofen used it operationally. As with all his aircraft, this Dr. I was painted overall dark red, with a white cowl and stripes to pick out the Iron Cross national insignia (note that these are the earlier Maltese crosses, rather than the Latin crosses more often used by Luftstreitskrafte pilots after 1916). The real aircraft was the sole Dr.I survivor destroyed in Berlin in 1944.
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
Whitehall Rowboats are considered one of the most refined rowboats of the 1800s. The basic design is much older and of European ancestry. It strongly resembles a sailing ship's gig or a Thames river wherry. They were first made in the U.S. at the foot of Whitehall Street in New York City to be used to ferry goods, services, and sailors on and off the boats coming into New York Harbor. The boats range from 14 to 22 ft in length, the larger requiring two people to row them. A Whitehall Gig, which is the slightly longer version is 25 ft in length, requiring four rowers and a Coxswain for a crew of 5.
They were the first boats to incorporate an inverted-hull frame set up to speed up the manufacturing process.
The hull shape is characterized by a nearly straight stem, and slight flare to the bow, rounded sides, with a keel running the entire length of the bottom and a distinctive wine glass transom with a full skeg. Considered one of the most beautiful row-boats, they are designed to handle the harbor chop and yet track straight. Speed was the issue with these boats, as the first to the ship with the goods generally received the lion's share of the sales. Later the shore patrol used these boats for customs, police issues, water taxi, and newspaper reporting.
Whitehalls in the early 1900s were a popular recreational boat and were known as the "Bicycle of the sea". A beginning rower finds it easier to row this design in a straight line because of the tracking type keel. Turning requires stronger strokes on one side, and by braking with one oar and pulling with the other the boat can be turned in its own length.
Whitehall designs are currently being built in wood, and also manufactured fiberglass usually with wood trims, and more recently thermoformed in co-polymer plastic. These boats are either traditional fixed seat row boats or slide seat rowing boats. Some models or also including sailing rigs. Many designs are mistakenly being called Whitehalls when they are not actually true to the design criteria. The Mystic Seaport Maritime Museum has a comprehensive collection of authentic Whitehall Lines. Also see volume one of John Gardener's book "Building Classic Small Craft" for a great description of this extraordinary boat.
Mystic Seaport Mystic Ct.
Shimano has released only 1000 of these sets to North America. If you are a collector or someone that just likes the best, than this is for you. This group is almost too beautiful to put on your bike.
The Dura-Ace name speaks for itself. You can feel the quality and see the attention to detail when you hold the parts. It is quality that has made Dura-Ace successful for 25 years.
The shifts are very fast and accurate with a smooth action. The refined dual pivot brakes stop on a dime even in wet conditions. The bearings of the bottom bracket and hubs are smooth. The new SPDR pedal locks your foot to the pedal better than anything we have tried.
The components are based on the 1999 Dura-Ace 7700 series components, but there are significant differences. Component surfaces have been hand polished to a mirror like finish and more titanium hardware is used throughout the group. Each components is also identified with a special 25th Anniversary emblem. Detailed specifications are provided with the group.
The components are packaged in ready-to-display condition in a handsome aluminum presentation case which also provides ample protection for long term storage. The package also includes a book which details the history of the group, briefly explains the manufacturing process, and provides comments from the people who have been closely involved with Dura-Ace over the years.
When Dura-Ace first appeared in Europe, cycling enthusiasts thought there was little chance a Japanese component maker could make inroads into the conservative and tradition-bound sport of professional bicycle racing. Much to everyone’s surprise, Shimano’s commitment to quality, innovative engineering, and attention to the needs of racing cyclists resulted in Dura-Ace becoming a very popular and well respected component group. It is estimated that more than 60 percent of high-end road racers are now riding Dura-Ace.
The dependability and functionality of the components are integral to the performance of the racing bicycle and the athlete riding it. Dura-Ace is designed to create a highly efficient link between the racer and the bicycle. It’s an interface that allows racing cyclists to concentrate more on the race, and less on controlling the bicycle. As a result, Dura-Ace is now recognized by road racers and cycling enthusiasts around the world as the performance standard for racing components.
David Mellor Visitor Centre
David Mellor is internationally famous for his cutlery.
His chic factory in Hathersage, designed by Sir Michael Hopkins, and purpose-built on the site of the old gasworks, is hailed as a minor masterpiece of modern architecture.
Built in local gritstone with a spectacular lead roof, it blends beautifully into the rural landscape. The factory is open for viewing on Sundays and visitors are welcome to take a look around and watch the various designs being made.
The manufacturing process is surprisingly low-tech and most of it done by hand – if nothing else this explains why the cutlery is so expensive (and so collectable).
In addition to the factory, there is also a stylish shop, a classy café and an interesting design museum.
David Mellor died in 2009, and his talented son Corin continues the design tradition at Hathersage.
The Round Building
by Sir Michael Hopkins
My image shows The Round Building on a cloudy afternoon.
Museu del Disseny / Design Museum Barcelona, Spain
The Museu del Disseny de Barcelona brings together, under one roof, the collections of the Museu de les Arts Decoratives, the Museu de Ceràmica, the Museu Tèxtil i d'Indumentària and the Gabinet de les Arts Gràfiques, to showcase its vast heritage of more than 70,000 objects.
The Museu del Disseny is based on a common theme «From the decorative arts to design», and is dedicated to the culture of the object, focusing on pieces that are often from the everyday sphere, their design, manufacturing process, use and distribution, aesthetic and functional obsolescence, all from a 21st-century perspective.
The Disseny Hub Barcelona building was designed by MBM architects. The building comprises two parts: an underground section made possible by the change in level caused by the redevelopment of the square; and a block at street level, which cantilevers out towards the Plaça de les Glòries, 14.5 metres above the ground. This block houses the venues for long- and short-term temporary exhibitions, as well as a hall for events and a large auditorium. Most of the building's floor space is located below this level and houses key areas such as the main exhibition gallery, the documentation centre, research rooms, the bar and restaurant and the shop. The entire project complies with high environmental quality and sustainability standards which are achieved through a large-scale, self-sufficient energy system.
from blog.quibids.com/above-and-beyond-managers-mike-domingos/
Each month at QuiBids we get to celebrate a particular manager or employee whose work steps up above and beyond what’s expected of them and achieves that rare, particular balance between quantity and innovation: working hard while working smart.
This month it’s Mike Domingos, who’s our director of strategic sourcing! Mike spends his time building relationships with suppliers so we can offer you the most competitive retail prices we can! He also drinks enough coffee each day to keep a whole stable of horses caffeinated. Here’s your chance to get to know him!
Where did you work before QuiBids?I have been a principle in seven companies over the last few decades. Primarily involved in the food business with a focus on manufacturing, processing, distribution, sales, marketing and merchandising of products sold globally. Other ‘side’ companies included a house restoration company and a coffee company. Just prior to QuiBids, for eight years I owned a consulting company with a focus on moving companies from third-tier buying practices to first-tier procurement, which ties in very well with QuiBids as does much of my background. Clients included major companies like the MGM/Mirage Resorts out of Las Vegas. I also worked closely with the FDA and FBI intermittently for a period in 2008 and 2009 on projects focused on Agro-Terrorism. I have always enjoyed variety in my work efforts and QuiBids provides that in a fun and exciting manner!
How many mugs of coffee do you think you drink in a given week? Give us your best casual estimate.
I drink at least eight mugs of coffee every day. I am typically up by 5:30 a.m. and in the office well before 7:00. Fortunately recent news states that men who drink five cups of coffee each day will reduce their potential for diabetes II by 50%, so now I don’t let people tell me I drink too much coffee!
You’re a Disney Land enthusiast. What’s your favorite attraction out there?I’ve been to Disney Land well over 50 times and Disney World about 4 times. Indiana Jones is my favorite in Disney Land.
Got a favorite movie, and/or TV show?For TV – give me CNN NEWS! Love it! Don’t tell anybody but I’m getting pretty good at Tiger Woods Golf on my PlayStation3!
What’s something that most of your QuiBids coworkers don’t know about you?There’s a Catch 22 — if I told you they would all know! Hmmmmmm … my youngest son was in gymnastics for years with Matt Beckham and that’s why I’ve known him since he was about twelve years old .
Fill in the blank: Given 72 hours and a big bag of money to do whatever I want, I go to Las Vegas _______.
and play CRAPS because I’m good at it.
Tell us about somebody who had a meaningful and positive impact in your life?Other than my parents who were supreme, my uncle John, my father’s brother, whose dedication and hard work ethics helped me understand many facets and directions incorporated into my life.
So one day a Hollywood director shoots a film about your life. Who do you pick to play you? Al Pacino
What’s your favorite part about working for QuiBids?
Watching and being a part of the growth and success of this company. Appreciating the capabilities and the determination of the executive branch and very much enjoying the youth of this company and the fun and spirit they exude — they keep me young! (Well, at heart anyway!)
At Ideum, we pay close attention to the details of fit and finish of every multitouch table and display we build. This Portrait Kiosk was built in a custom white finish for Hennepin Health in Minneapolis, Minnesota. Ideum recently received a patent for our innovative method for fabricating metal enclosures for our touch displays.
Explore the Portrait touch wall: ideum.com/products/touch-walls/portrait
Read about Ideum's patented manufacturing process:
Hunter XCI Foil product is used in the construction of the new commons building at University of Northwestern Ohio. XCI Foil is a high thermal, rigid building insulation composed of a closed cell polyiso foam core bonded on-line during the manufacturing process to an impermeable foil facing material. It is designed for use in commercial cavity wall applications to provide continuous insulation within the building envelope.
Hunter Xci polyiso products:
- Have the highest R-Value per inch of any insulation
- NFPA 285 TEST - Passed
- Energy Star approved
- Contribute toward LEED certification credits
- HCFC, CFC, zero ODP, and negligable GWP.
XCI Twitter: twitter.com/#!/HunterXCI
XCI Facebook: www.facebook.com/pages/Hunter-Xci-Exterior-Continuous-Ins...
View more: www.hunterxci.com/
www.keyatwinscrew.com/compounding-system/sk-series-co-rot...
SK series twin screw extruder is the crystallization of more than 30 years'experience in the equipment manufacturing industry, more than 400 kinds of material technology application and thousands of working conditions verification of KY. Screw diameter can be selected from 26 mm to 135 mm.
SK Series double screw extruder adopts the welding and manufacturing process of international leading standards. It provides the best stability and reliability in operation and has successfully succeeded in replacing imported products in China.
e, the system is smaller and equipped with more powerful lubrication and cooling system, which enables users to use extruders safely and quietly.
British BiBBY torque limiter with high sensitivity and reliability can effectively avoid equipment shutdown due to improper operation or accidental overload.
Siemens's global joint insurance ILE0 series inverter motor has the characteristics of high efficiency, energy-saving, safety and so on. It provides technical support and service for localization.
Optimizing Processing Section
The processing section of the SK series double screw extruder can be flexibly configured for transportation, plasticization, mixing, shearing, homogenization, devolatilization and pressure according to the technological requirements of users' materials.
The screw and barrel can be made of HIP powder metallurgy material, which can achieve high wear resistance, high corrosion resistance and other extensive fields of operation.
The involute spline of the German standard (DIN5480) is adopted to meet the requirements of higher torque and higher speed.
Optimized screw size-diameter ratio (D0:D=1.55), reliable inter-model amplification effect
Internet-based New Generation Control System
The control system of SK series twin screw extruder can choose conventional instruments, PLC, PCC, DSC to meet different needs.
Modular design, the touch screen can be compactly installed on the mainframe
Customized programming design is satisfied with the upstream and downstream matching equipment of different mixing projects
Provide formulation, project management functions, process and production data visualization
Integrating computer technology, mobile Internet technology and industrial automation technology to realize real-time data management and control of multi-terminal
Parameter of SK Series Co-rotating Twin Screw Extruder
SK Series Co-rotating Twin Screw Extruder ModelProduction capacity kg/hr (reference value)
Material Process CategoryTypical MaterialSK26SK36SK53SK63SK73SK96SK136
Filling modificationPE, PP, EVA, etc. + calcium carbonate, talcum powder, titanium dioxide5~1045~90150~300300~500600~8001200~15001800~2700
ABS, PC, PS, etc. + aluminum hydroxide, magnesium hydroxide, antimony oxide
PP, PA, ABS, etc. + iron powder, magnetic powder, ceramic powder10~2090~135180~300380~500700~9001300~18001800~3000
blending modificationPP, PE, PS + SBS; PP, PA + epdmpp + NBE; EVA + silicone rubber, etc5~1060~100150~240270~450500~7501000~17001600~3000
PE, PA, PC, CPE + ABS; ABS + TPU; PBT + pet; PP + PE, etc5~1045~90120~240270~380450~6001000~15001200~3000
MasterbatchPE, PP, ABS, EVA, PS, etc. + pigment and other additives3~845~75150~230270~360380~500900~1200900~1800
Functional MasterbatchDegradable masterbatch: PE, PS, etc. + starch, etc3~845~90140~230230~330380~500900~1200900~1800
Flame retardant masterbatch: PP, PA, ABS, PBT, etc. + flame retardant and other auxiliaries3~860~100150~270300~450500~7501200~17001500~2700
Double control masterbatch: PE + antifogging agent, stabilizer, etc.; high insulation masterbatch; cooling masterbatch; rheological modified masterbatch3~845~75100~150270~360420~540900~1200900~1800
Carbon black masterbatch: PE, EVA, ABS, etc. + carbon black3~830~6090~150230~330380~500800~1000900~1500
Glass fiber (carbon fiber) reinforced modificationPP, PBT, ABS, as, PA6, PA66, PC, POM, PPS, pet, etc. + long fiber or short fiber or whisker5~1075~120180~270300~450450~700900~14001500~2400
PP, PBT, ABS, as, PA6, PA66, PC, POM, PPS, pet, etc. + carbon fiber5~1045~90150~240270~330380~500900~12001000~2100
Special materialsEVA hot melt adhesive, polyurethane3~845~9090~140150~230300~380700~800700~1500
Fluororubber, fluoroplastics3~830~6060~120150~230230~300600~750700~1400
Optical cable coating material, acetate fiber, PP cigarette filter material3~845~90150~230300~380450~6001200~15001500~2400
TPR shoe sole3~890~150230~300450~500700~8001300~17001500~3000
Luminescent plastics, antibacterial plastics, UV resistant plastics, PE crosslinkable tube materials3~860~90180~270330~450500~600900~12001000~1800
Various cable materialsHDPE, LDPE, LLDPE, MDPE insulation material and sheath material; PE radiation crosslinking cable material; PE silane crosslinking cable material3~845~90150~230270~380450~600750~10001000~1700
Flame retardant polyolefin cable material, PP cable material3~890~120180~270380~450600~7001100~14001200~1800
Low smoke and low halogen flame retardant PVC cable material5~1030~60120~180230~300380~500800~1000900~1500
Reactive extrusionPolyamide polycondensation, polyester melt polymerization, polyurethane addition polymerization, polycarbonate polycondensation, bulk continuous polymerization of POM1~230~50150~230300~380450~600750~900700~1500
Post treatment of exhaust devolatilizationChlorinated polypropylene, super absorbent resin, K-Resin, chlorosulfonated polyethylene, fluoro rubber, etc1~2Max75Max150Max300Max450Max900Max1500
powder coatingPolyester type, epoxy type, propyl ester type, polyurethane type, acrylate type, etc3~8150~230300~450600~7501000~12002100~23002200~4500
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.
ABERDEEN PROVING GROUND, Md. (Dec. 19, 2014) -- The U.S. Army is seeking to implement a new mortar manufacturing process to provide improved weapons at a lower cost, officials said.
The Army introduced a nickel super-alloy called Inconcel to produce mortars in 2008, but its properties make it challenging to manufacture. Researchers have been working on an alternative method to overcome the difficulties, said Chris Humiston, a mechanical engineer with the Armament Research, Development and Engineering Center at Watervliet Arsenal, New York.
Read more:
Sir Joseph Wilson Swan
Sir Joseph Wilson Swan was born in Pallion Hall in 1828. His father was the manager of the estate’s limestone quarry. He became a physicist and chemist whose works have had an incredible impact on not only the lives of the Victorians but also on ours today.
He became an apprentice to Hudson and Osbaldiston’s pharmacy in Sunderland before joining the firm of John Mawson in Newcastle later becoming a partner in the firm of manufacturing chemists. Swan’s great contribution to civilisation was the invention of the first practical incandescent electric light bulb that he was able to demonstrate for the first time in Newcastle in 1878. However, this was not his only achievement. He also invented the dry photographic plate, an important improvement in photography and a step in the development of modern photographic film, as well as an early synthetic fibre manufacturing process.
He was knighted in 1904 and died in 1914.
Old Cemetery, Ipswich, Suffolk
Memorials to members of Ipswich's famous Ransome family.
The white cross remembers Robert Charles Ransome and his wife Elizabeth, who lived with four children and six servants at Orwell Lodge, a large house on Belstead Road, Ipswich, a road where several prominent Ipswich families had large houses. Robert's grandfather, also called Robert Ransome, had invented a cold iron manufacturing process which was particularly suitable for the sharp implements required for agriculture. His foundry in Ipswich grew into what would become the largest factory for the manufacturer of agricultural machinery in Europe.
Robert Charles Ransome became chairman of the family firm of Ransome and Sons in the early 1860s. Soon afterwards, two of his brothers broke away from the firm by mutual consent to form a new company, Ransomes & Rapier, which would concentrate on heavy engineering, particularly the construction of steam trains and cranes. Ransome and Sons evolved into Ransome, Sims and Jefferies, by the early 20th century the largest employer that Ipswich would ever know. The firm survived until the recession of the late 1980s, when most of Ipswich's heavy engineering firms went out of business.
By the time of his death, Robert Charles Ransome was probably the richest man in Ipswich, but his Quaker faith probably explains the relatively simple memorial when compared with the more ostentatious gravemarkers of other prominent Ipswich families like the Pauls, the Prettys, the Fisons and the Catchpoles.
The Asiel RF is our top of the line, flagship carbon racing frame. It is the result of 20 years of technological advancement, offering superior materials, manufacturing processes, and design. The Asiel RF is hand made with a tapered head tube/fork, BB30 bottom bracket (or Italian thread), and an integrated seat post. This makes for a no-compromises race frame that is unmatched in performance and is 20% lighter and 27% stiffer than the Asiel. A new paint scheme has also been developed to give this high caliber frame a unique and stunning look.
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
(En) Founded in 1906, the Coking Plant of Anderlues was specialized in the production of coke for industrial use.
Coke was obtained by distillation of coal in furnaces and, thanks to its superior fuel coal properties, it was used afterwards to feed the blast furnaces in the steel manufacturing process.
Closed and abandoned since 2002, the site has since undergone many losses and damages, not including an important pollution. While some buildings have now been demolished, there are however still some important parts of the former coking plant.
Among them, the former coal tower, next to the imposing "battery" of 38 furnaces, where the coke was produced. Besides them, we still can see the administrative buildings, the power station with its cooling tower, and buildings for the by-products, which were obtained by recovering the tar and coal gas. There are also a gasometer north side, the coal tip east side and a settling basin south side.
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(Fr) Fondées en 1906, les Cokeries d'Anderlues étaient spécialisées dans la fabrication de coke à usage industriel.
Le coke était obtenu par distillation de la houille dans des fours et, grâce à ses propriétés combustibles supérieures au charbon, il servait par après à alimenter les hauts-fourneaux dans le processus de fabrication de l'acier.
Fermé et laissé à l'abandon depuis 2002, le site a depuis lors subi de nombreuses pertes et dégradations, sans compter la pollution qui y règne. Si certains bâtiments (comme l'ancien lavoir à charbon) ont aujourd'hui été démolis, on retrouve encore toutefois certaines parties importantes de cette ancienne cokerie.
Parmi celles-ci, l'ancienne tour à charbon suivie de près par l'imposante "batterie" de 38 fours, où était produit le coke. A côté d'eux, on découvre également les bâtiments administratifs, la centrale électrique avec sa tour de refroidissement, ainsi que les bâtiments des sous-produits, lesquels étaient obtenus par récupération du goudron et du gaz de houille. Et en périphérie, on retrouve un gazomètre côté nord, le terril à l'est et un bassin de décantation côté sud.
DUMBO, Brooklyn
Features: Nineteen bays on Bridge Street, nine bays on Water Street, and nine bays on Front Street; large segmental-arch openings separated by brick piers; end bays on Bridge Street narrower than other bays; building reflects slight slope of site, with the basement only partially above sidewalk level on Front Street rising to a full story on Water Street; multi-pane metal windows with operable awnings; iron tie rods; corbelled cornice; pedestrian entrance in westernmost bays on Front Street and Water Street; bluestone stairs at pedestrian entrance on Water Street; three fire escapes on Bridge Street.
Significant alterations: Two corner bays on Front Street partially filled in and converted into loading docks on first floor; eighth bay on Water Street partially filled in and converted into vehicular entrance.
History: The western portion of this block was home to the Union White Lead Works (later the National Lead Company) which began purchasing property on the block as early as 1837. The lead company’s property was sold to James and John H. Hanan in 1893. Although already occupied by a factory, James Hanan and his son John chose to demolish the existing buildings and replace it with a new factory for the manufacturing of shoes. Hanan initially announced construction of a seven-story structure; he actually built a five-story factory. Even before purchasing the DUMBO property, James Hanan was a resident of Brooklyn, living in a large mansion at 45 Eighth Avenue (demolished) in Park Slope. James Hanan (1819-1897) was born in Ireland and learned the shoe trade from his father. In 1849 he moved to America and in 1854 established a small shoemaking business in New York City. In about 1865, his son, John Henry Hanan (1849-1920), entered his father’s firm, and in 1882 the company became Hanan & Son.
The Hanan Company was among the first to stamp the firm’s name on every shoe, a daring idea at a time when most people still sought shoes handmade by the dealer. The firm was successful and in 1888 Hanan began opening retail stores to sell the factory’s product directly to consumers.
In 1894, the company had stores in New York, Brooklyn, Boston, Philadelphia, Cleveland, Milwaukee, New Haven, Buffalo, Chicago, and St. Paul. By 1914 the firm had thirteen retail stores in the United States and Europe (apparently in London and Paris).
Shoe manufacturing was a major industry in Brooklyn in the late nineteenth century, with 65 factories doing a combined business of $2,300,000 in 1894; one-third of that business was done at the Hanan factory. The manufacture of a pair of shoes began on the upper floor of the factory where thin leather uppers were cut from patterns; women then stitched the uppers together on sewing machines; boys then took the uppers and smoothed the seams. The uppers were then moved to the third floor where lasters worked. The uppers were tacked to lasts and leather attached to the last mold to create the form of the bottom of the shoe. The bottom and upper were sewn together and then the shoes proceed to men who inserted the insoles, largely by machine. Then glue was placed on the insole and another employee added the heavy sole, again by machine. The shoes now moved sown to the next floor where heels were nailed on by machine and where soles and heels were trimmed. Finally the shoes moved to the lower floor where they were washed, cleaned, and boxed. On this lower floor, machines also stamped out the soles. The company’s offices were on the first floor facing Front Street.
In 1894, when the description of the manufacturing process was written, there were between three and four hundred employees in the factory, although the article notes that there was capacity for 600 people. In 1913 the company employed 1,131 people in its Brooklyn factory (871 men,210 women, and 50 office workers). John Hanan also owned shoe companies in other cities and served as president of the National Boot and Shoe Manufacturers’ Association. He was also the founder of the United Shoe Machinery Corporation, which manufactured machines for use in show factories. After John Hanan’s death, the firm was taken over by his sons Herbert Wilmer Hanan (1872-1933) and Addison Garthwaite Hanan (1876-1923) and grandson Robert Wilmer Hanan (1903-1933). The company went bankrupt in 1935. Old signs extant on the building in 2000 recorded some of the complex’s later occupants: Starlite Lamp Shade Company, Fashion Decor Lamp Shade Company, Washington Garter Corporation, National Leather Manufacturing Company, Gotham Furniture Frame Company, Modern Box Company, Star Fastener Company, Embassy Archives Center, Melcon Design Company, Shaw Television Corporation, Deluxe Novelty Company (DLX Industries), and Latex Specialties.
The simple brick facade, articulated by large segmental openings, simple brick piers, and corbelled cornice, marks 54 Bridge Street as a significant example of transition from the American Round Arch style to the daylight factory. This, together with its slow-burning mill construction, makes it representative of American factory architecture of this period and contributes to the architectural and historical character of the DUMBO Historic District. Built in 1893, during a major period of development when manufacturers such as Hanan & Son were making DUMBO into one of the city’s most important industrial neighborhoods, the structure contributes to the district through its architecture, structure, and the fact that its owners played a significant role in the area’s history.
- From the 2007 NYCLPC Historic District Designation Report
*NOT MY PICTURE!*
Does anyone know how Blythe's are manufactured? Like, what process is used - which materials?
I only ask as I am planning to write a little short story about a Blythe doll, and the opening chapter is going to be about the manufacturing process. I'm in no way a writer - it's just something that has always interested me, and I thought what better thing to write about than what I know best - blythe! Though admittedly I'm having problems with the making of them... all I seem to have found is how Barbies are made and I gather Blythes are made a bit differently?
Any help will be greatly appreciated! Thank you so much!
4A Stepper Driver was manufactured for stepper motors used in CNC milling machine LILDIYCNC.
You can see the manufacturing process of this driver and have access to the entire documentation at the School of Architecture and Design PUCV website:
wiki.ead.pucv.cl/index.php/Desarrollo_Electr%C3%B3nica_DI...
or the project gallery on Flickr:
www.flickr.com/photos/111210627@N08/collections/721576486...
You can also see the process of construction of the machine in the following video:
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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hypersonic bomber, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjetdefense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, air force of science and research,
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Funding provided by DOE's Competitiveness Improvement Project and technical support from the National Renewable Energy Laboratory were key to enabling Pika Energy of Westbrook, Maine, to develop and test its innovative manufacturing process that reduced the end-user cost of its wind turbine by more than $3,000. (Photo from Pika Energy)
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Friday, December 8th, 2017
Fortune Global Forum 2017
Guangzhou, China
8:00 AMâ9:20 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 âfactory of the futureâ continues to evolve, how are companies incorporating âsmartâ 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 nationâs âMade in China 2025â 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
Manufactured by Bravo Company MFG, Inc. (BCM)
These Barreled Upper Receiver Groups are designed for shooting professionals and responsible civilians with the Mil-Spec features for the demands of their duty. They are fully assembled, headspaced, and test fired.
As a note: BCM barrel components are parkerized separately before assembly. Prior to shipping, all BCM upper receiver groups are test fired for function, laser bore sighted with a Milspec carry handle for sight alignment within Mil-Specs, and then batch samples are test fired for accuracy. As such, the upper receiver group will show handling marks consistent with these quality control procedures.
M4 Feed Ramp Barrel Extension and Upper Receiver
In developing the USGI M4 carbine as one of the primary weapons for today's infantry, some modifications were performed to the original M16 platform to enhance the reliability of the shorter barreled carbines. With the shorter carbine gas system and the increased gas port pressure, the carbine cycled faster, and at times the cycle rate could be faster than the magazine would feed ammunition. One of the modifications done to increase reliable feeding included enhancing the angle and the length of the feed ramps. This USGI modification was done to both the barrel extension and the upper receiver, creating a longer and steeper feed ramp. These Mil-Spec M4 feed ramps are part of the original CNC manufacturing process. As a result, the factory machined M4 feed ramps on the receiver are hard coat anodized which adds significant strength to the aluminum. This feature is offered on all BCM upper receivers and all BCM barrels.
T-Marked Upper Receiver
The contemporary M16/M4 rifle is built around the concept of modularity. All of the BCM flat top uppers feature a USGI type laser etched T-marks to provide addressing for the remounting of tactical accessories such as optics, laser sights, etc. This enables the weapon platform to be easily configured and then accurately reconfigured for each specific mission.
USGI 1/7 Twist Rate
The USGI 1/7 twist rate of all of the BCM barrels is the preferred twist rate by most professional infantryman. This twist rate has proven very versatile and can effectively run the new heavier 5.56 ammo that is hugely popular with military, private security personal, and personal defense for its' superior ballistics.
Mil-Spec Barrel Steel (Certified Mil-B-11595E)
BCM barrel steel is Mil-Spec per MIL-B-11595E, and is independently certified. This grade (CMV) of steel is a Mil-Spec steel used in the USGI M16 family of rifles; it is stronger and will last longer than the typical barrels offered in the commercial market. This Mil-Spec grade steel gets its' additional strength and rigidity from an increase in carbon and/or vanadium in the alloy. This will offer increased barrel life and performance through use in all types of extreme environments and temperatures.
Chrome Bore and Chamber
One of the first modifications that were made to the original M16 in the mid 1960's was the addition of the chrome lined bore and chamber. It is now a worldwide standard in the industry for a battle rifle. The chrome bore and chamber is harder than the barrel steel and will aid in chambering, extraction, and reliability. It increases velocity, and also resist against fouling and corrosion from extended use in the field. This gives the end user a longer barrel life with less required time in maintenance and cleaning.
Manganese Phosphate Barrel Finish
Barrels are parkerized with the manganese phosphate finish (Mil-Spec A-A-59267). Military specifications also state that the entire barrel surface is phosphate finished to create a porous surface to absorb oil as to resist against corrosion from the elements. BCM barrels are phosphated before installation of front sights. This is a much more extensive assembly operation, but insures that the entire barrel is finished and protected . . .even under the front sight base.
5.56 NATO Chambers
The USGI 5.56 NATO chamber is the best choice for effective deployment, reliability, and compatibility, of higher chamber pressures of military or high quality personal defense ammunition.
HPT / MP Inspected Barrels
Military specifications require that barrels undergo a HPT (High-Pressure Test) load as a part of quality assurance procedures. Commonly referred to as a proof load, the M197 HPT is rated for 70,000 psi. BCM barrels are proof loaded and then MPI (Magnetic Particle Inspected) to detect any possible flaws in the barrels surface. The barrels are MP inspected with both circular and longitudinal magnetic fields per ASTM E1444-01 (current Mil-Spec) to assure a high quality finished product. All BCM barrels are marked HP MP as our proof load marking.
Iowa is a U.S. state in the Midwestern United States, a region sometimes called the "American Heartland". Iowa is bordered by the Mississippi River on the east and the Missouri River and the Big Sioux River on the west; it is the only U.S. state whose eastern and western borders are formed entirely by rivers. Iowa is bordered by Wisconsin and Illinois to the east, Missouri to the south, Nebraska and South Dakota to the west, and Minnesota to the north.
In colonial times, Iowa was a part of French Louisiana; its current state flag is patterned after the flag of France. After the Louisiana Purchase, settlers laid the foundation for an agriculture-based economy in the heart of the Corn Belt.
In the latter half of the 20th century, Iowa's agricultural economy made the transition to a diversified economy of advanced manufacturing, processing, financial services, information technology, biotechnology, and green energy production. Iowa is the 26th most extensive in land area and the 30th most populous of the 50 United States. Its capital and largest city is Des Moines. Iowa has been listed as one of the safest states in which to live.
en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_...
In 1720 John Webster owned two mills in Perry Barr where he began to produce wire. The business rapidly expanded, and in 1752 Webster’s son, Joseph Webster I (1720-1780) leased Penns Mill at Walmley. Over the next 100 years manufacturing centred at Penns and the neighbouring forge at Plants Brook, Minworth. The workforce had expanded rapidly, and many skilled workers relocated from Birmingham. By the time Joseph Webster III inherited the business in 1801, it included two wire mills at Perry Barr, Penns Mill, Hints Forge, Plants Brook Iron Works, an office in Digbeth and a warehouse in Mount Street central Birmingham. In 1822 Joseph III acquired Killamarsh Forge and Rolling Mills in Derbyshire. From 1824 onwards, Killamarsh became the main supply source for Penns. During his time managing the company, Joseph also built cottages for his workforce as well as providing allotment gardens and sports facilities.
In 1851 James Horsfall established a steam powered wire mill at Hay Mills on the River Cole. Affectionally known as The Works, the Hay Mills site has remained the centre of the family business for over 170 years. 100 years after James, Colonel John Henry Coldwell-Horsfall modernised The Works after the two world wars and built a wire factory at Three Rivers in Quebec, Canada.
Arthur Lockwood’s watercolours of Webster and Horsfall and Latch and Batchelor offer a unique insight into one of Birmingham’s oldest surviving manufacturing companies. He had unprecedented access in 1997 and created a comprehensive record of each stage of the manufacturing process. He chose to document the factory during operating hours and therefore captured the company’s skilled workforce creating a fascinating contrast between people and machine. Many of the men in the images have been identified. Arthur created over 40 detailed watercolours and sketches. In this exhibition two rotations of images will be shown. A second display of Arthur’s watercolours will be shown from the 20th July 2020.