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What are adhesive tapes?
Adhesive tapes are a combination of a material and an adhesive film and are used to join or bond objects together rather than using fasteners, screws or welding.
The use of adhesive tapes instead of mechanical fasteners makes it possible to simplify manufacturing processes.
In addition, adhesive tapes can protect surfaces so that the surface is not damaged when fasteners or screws are used. Adhesive tapes are also used to provide electrical insulation, dissipate heat or seal against media.
Adhesive tapes are good solutions for automated product manufacturing, while liquid adhesives are messy and time-consuming because they must be sprayed or rolled onto the surface before bonding.
What are adhesive tapes made of?
Adhesive tapes consist of a material called a carrier material (e.g. paper, plastic film, fabric, foam), coated with an adhesive and covered with a release liner if required.
The adhesive-coated carrier is then wound into a jumbo roll. The jumbo roll is then cut into narrow strips to produce several small rolls or short rolls. Each roll and its composition is unique and can be tailored to specific applications for a variety of adhesive solutions.
How are adhesive tapes applied?
Adhesive tapes can be pressure sensitive, thermally activated or even require moisture to function. In many cases the tape is used in roll form, but often die-cuts are also made from tape.
Most popular types of adhesive tapes:
Pressure sensitive adhesives
Pressure-sensitive adhesives (PSAs) are tacky in dry form at room temperature. They adhere firmly to a variety of surfaces and require only the use of a finger or hand or a pressure tool. PSAs do not require water, solvent or heat activation to adhere to materials such as paper, plastic, glass, wood, cement and metal. The recommended adhesion pressure is 14.5 – 29 psi =^ 10 – 20 N/cm². The temperature during application should be moderate, somewhere between 15º C and 35º C. Lower temperatures could result in insufficient “wetting” or “coverage” of the adhesive on the substrate. Very high temperatures can cause the tape to stretch during application, which could create additional stress in the final application.
Heat activated adhesive
Heat-activated adhesive tape is normally tack-free until activated by a heat source. Heat-activated tape requires time to bond at elevated temperatures of 80˚C or higher. Heat-activated adhesive allows aggressive bonding to difficult surfaces such as rubber, EPDM, PU and PVC-based plastics. It can be produced with different carriers suitable for a variety of applications.
Water activated adhesive
Water-activated adhesive tape, gummed paper tape or rubberized tape is a starch or bone glue based adhesive that is applied to a kraft paper backing. When moistened, this coating becomes sticky. Water-activated adhesive tape is inexpensive and is used to close and seal cartons. Dr. Dietrich Müller GmbH does not offer this adhesive tape, but uses it to close cartons.
What types of adhesives are used for adhesive tapes?
Choosing the right adhesive for a project requires a good understanding of the application and the substrate or carrier used. The following adhesives are primarily used in the applications Dr. Dietrich Müller GmbH serves:
Acrylic adhesives offer excellent resistance to environmental influences and cure faster than other adhesives.
Epoxy resins exhibit high strength and low shrinkage during curing and are known for their toughness and resistance to chemical and environmental damage.
Rubber-based adhesives offer highly flexible bonds and are usually based on butadiene-styrene, butyl, polyisobutylene or nitrile compounds.
Silicone adhesives (polysiloxane) and sealants have high flexibility and are resistant to very high temperatures.
Polyurethane and isocyanate adhesives offer greater flexibility, impact strength, resistance and durability.
What materials are used for the carrier of the adhesive tapes?
Adhesive tapes and films differ in terms of the carrier or backing material. The most common carrier/support materials used by Dr. Dietrich Mueller GmbH are listed here:
Paper: Paper adhesive tape products have a paper carrier. This can also be creped. The tapes are also called crepe adhesive tapes.
Fabric: A fabric carrier often contains a woven fabric or fabric layer for reinforcement, for additional strength and heat resistance. Synthetic and glass fabrics are used here.
Felt and fleece: Felt or fleece tapes are often applied to substrates to avoid scratches.
Foam: Adhesive-coated foam backing tape contains an adhesive that is protected by a liner. Foam is often used for sealing, weather stripping and assembly.
Rubber: a rubber liner can be used to make a conformable rubber electrical insulation and sealing tape. There are also self-welding variants.
Metal foil: aluminum, aluminum-reinforced and leaded carrier materials resist flames, extreme temperatures and high humidity. Metal tapes are generally intended to seal joints and seams against moisture or steam. Aluminum foil is laminated to paper or plastic films to achieve greater strength. Copper foil is used in the manufacture of multilayer printed circuit boards (PCB).
Plastic foils: In general, there are two categories of plastics: Thermoplastics and thermosets. Plastic foil products contain one or more plastic layers. They consist of a plastic film, which can be clear, colored, printed or unprinted. They can be single or multilayer and can be combined with materials such as paper and/or aluminum. Dr. Dietrich Müller GmbH processes in particular polyester films, polyimide films and PVC films.
PET/Polyester: Polyethylene teraphthalate (PET)/Polyester products use a PET or polyester carrier in the form of a film or laminate. Mylar or hostaphane is often used as the carrier material.
Polyimide: Polyimide tape consists of a polyimide film and a heat-resistant silicone adhesive or an acrylic adhesive. Polyimide films are useful substrates for the manufacture of flexible circuit materials. Polyimide film retains its excellent physical, mechanical, chemical and electrical properties over a wide range.
PVC/Vinyl: Polyvinyl chloride (PVC)/vinyl products use a vinyl or PVC carrier to resist wear, weather and abrasion.
Silicone: Silicone is an excellent product for gaskets, insulators, press pads and stamped parts. Many types of silicone carriers can be used to meet different requirements. These include fabric reinforcements in particular.
Acrylic Films: Acrylic films are plastic or thermoplastic resin films manufactured using polymethyl methacrylate (PMMA) or polymethyl-2-methylpropanoate. Acrylic films have excellent clarity and are UV stable.
Glass/Fiberglass: Fiberglass composite material or a layer of glass provides exceptional stability in harsh environments by resisting shrinkage, decay or burning.
Filament: Filament tape, usually referred to as strapping tape, consists of thousands of filaments (usually glass fiber) woven into yarns and embedded in the adhesive. It is a strong and versatile material that allows the user to bundle similar or odd shaped items for shipping or storage. There are also filament tapes that are reinforced with a polyester film.
Fluoropolymer/PTFE/PVDF: Polytetrafluoroethylene (PTFE) is an insoluble compound with a high degree of chemical resistance and a low coefficient of friction. Fluoropolymer films, layers or coatings consist of plastics such as polytetrafluoroethylene (PTFE) or polyvinylidene fluoride (PVDF). Fluoropolymer is often used in applications that require superior chemical resistance, good dielectric properties, and water and dirt repellency. It is also used in applications where the conveyed material must not adhere to the belt, fabric or laminate.
Transfer adhesive tape: Transfer adhesive tape consists of a thin adhesive film without backing and can be transferred to most dry surfaces as a peelable adhesive layer. Transfer tapes often use a peelable protective film to improve handling and application of the tape.
Double sided tapes: Double sided tapes consist of carrier materials coated on both sides. Each side can have a different adhesive strength. The masking films are made of either paper, film or silicone.
Punched parts from adhesive tape
Dr. Dietrich Müller GmbH uses all adhesive tapes to produce die-cut or shaped die-cut parts or adhesive parts that are used in a variety of applications. Die-cut parts made of adhesive tape can be supplied on a roll, as a die-cut part on a roll, die-cut parts as individual parts or as a magazine-loaded die-cut part. There are also many options for quantities. Punched parts can be produced in small series or in large series as mass punched parts.
The post Adhesive tapes: an overview appeared first on Dr. Dietrich Müller GmbH.
abc7news.com/ba5-covid-immunity-omicron-ba4-reinfections-...
OMICRON BA.5 STRAIN MAY SHORTEN COVID IMMUNITY FROM 3 MONTHS TO 28 DAYS, RESEARCH SHOWS
SAN FRANCISCO (KGO) -- New research shows the latest highly-transmissible COVID subvariants may be shortening the window of immunity post-infection.
"I think this is a wake-up call," said UCSF's Dr. George Rutherford. "For all of us."
The warning comes from Australian health officials who say the BA.4 and BA.5 strains are so strong at evading antibodies -- they're seeing COVID reinfections happen faster and more frequently compared to other variants.
"This means your period of immunologic protection following infection is probably shorter," Rutherford said. "We previously thought it was around three to four months. It's probably less."
How much less? A committee of Australian doctors are changing recommendations to reduce the definition of immunity from 90 days to 28 days.
"Do you think we should do the same?" ABC7's Stephanie Sierra asked.
"It's something up for discussion," said Rutherford, who specializes in infectious diseases. "If you were infected at the beginning of the summer, there's nothing saying you can't be infected again today with one of these newer variants."
The omicron subvariant BA.5 is now the most dominant strain in the U.S. accounting for roughly 65% of new cases, according to ABC's analysis of federal data. BA.4 accounts for 16%. The two combined are dominating the latest surge - making up more than 80% of new cases nationwide. And the reality is, those figures are likely much higher.
"We're probably seeing just a drop in the bucket in terms of official cases," said UCSF Infectious Disease Physician, Dr. Peter Chin-Hong.
As most of the Bay Area braces for another surge, Solano County is already in one.
"It's already here," said Dr. Bela Matyas, Solano County's Health Officer. "We've seen it. We've seen a bump in our cases, 10 to 15%, about 30 per day more over the past week than we did prior."
Every Bay Area county is reporting an increase in hospitalizations, but the uptick is not currently overwhelming hospital systems. The areas reporting a steady increase in new hospital admissions over the past week include: Marin, Napa, Contra Costa, Alameda, Santa Clara, and Solano counties. But thankfully, these counties aren't seeing any major impacts to ICU admissions.
www.cnbc.com/2022/07/13/fda-authorizes-novavax-covid-vacc...
FDA authorizes Novavax Covid vaccine for adults as the first new shots in U.S. in more than a year
KEY POINTS
▫️ FDA authorization of Novavax’s vaccine was delayed for weeks as the agency reviewed changes to the company’s manufacturing process.
▫️ The Novavax shot is based on more conventional protein technology used for decades in hepatitis B and HPV vaccines, while Pfizer and Moderna are the first FDA approved vaccines to use mRNA.
▫️ Novavax was one of the original participants in the U.S. government’s race to develop a ▫️ Covid vaccine in 2020, receiving $1.8 billion in taxpayer funding from Operation Warp Speed.
The Food and Drug Administration has authorized Novavax’s two-dose vaccine for adults ages 18 and over, the fourth Covid shot to get emergency approval in the U.S. since the pandemic began.
The FDA decision comes weeks after its committee of independent vaccine experts voted overwhelming in favor of Novavax’s shot in early June, after an all-day public meeting in which they weighed data on the vaccine’s safety and its effectiveness at preventing illness from Covid.
The Centers for Disease Control and Prevention still needs to sign off on Novavax’s vaccine before pharmacies and other health-care providers can start administering shots. FDA authorization of Novavax’s vaccine was delayed for weeks as the agency reviewed changes to the company’s manufacturing process.
Novavax was one of the original participants in the U.S. government’s race to develop a Covid vaccine in 2020, receiving $1.8 billion in taxpayer funding from Operation Warp Speed. However, the small Maryland biotech company struggled to quickly get manufacturing in place and its clinical trial data read out much later than Pfizer or Moderna.
Novavax’s shots have received FDA authorization at a time when nearly 77% of adults ages 18 and over are already fully vaccinated. However, 27 million adults still have not gotten a single shot yet. Dr. Peter Marks, a senior FDA official, said Novavax’s vaccine would potentially appeal to unvaccinated people who would prefer a shot that is not based on the messenger RNA technology used by Pfizer and Moderna.
How Novavax is different
The Novavax shot is based on more conventional protein technology used for decades in hepatitis B and HPV vaccines, while Pfizer and Moderna are the first FDA approved vaccines to use mRNA.
Pfizer and Moderna’s vaccines use mRNA, a molecule encoded with genetic instructions, to tell human cells to produce copies of a virus particle called the spike protein. The immune system responds to these copies of the spike, which prepares the human body to attack the actual virus.
Novavax makes copies of the virus spike outside human cells. The genetic code for the spike is put into an insect virus that infects moth cells, which produce copies that are then purified and extracted during the manufacturing process. The finished spike copies are injected into the human body, inducing an immune response against Covid.
The Novavax vaccine also uses an additional ingredient called an adjuvant, which is extracted and purified from the bark of a tree in South America, to induce a broader immune response. The shots consist of 5 micrograms of the spike copy and 50 micrograms of the adjuvant.
Effectiveness and safety
Two doses of the Novavax vaccine were 90% effective at preventing illness from Covid across the board and 100% effective at preventing severe illness, according to clinical trial data from the U.S. and Mexico. However, the trial was conducted from December 2020 through September 2021, months before the omicron variant became dominant.
Novavax did not present any on data on the shot’s effectiveness against the variant at the FDA committee meeting in June. However, the vaccine will likely have lower effectiveness against omicron as is the case with Pfizer and Moderna’s shots. Omicron is so distinct from the original strain of Covid that the antibodies produced by the vaccines have trouble recognizing and attacking the variant.
Novavax published data in December showing that a third shot boosted the immune response to levels comparable to the first two doses which had 90% effectiveness against illness. The company plans to ask the FDA to authorize a third dose of its vaccine.
FDA authorization of Novavax’s vaccines comes as the U.S. is preparing to updated Covid shots to target the omicron BA.4 and BA.5 variants to increase protection against the virus. Novavax’s vaccine, like all the other shots, is based on the original version of the virus that first emerged in Wuhan, China. The effectiveness of Covid vaccines against mild illness has slipped substantially as the virus as evolved, though they still generally protect against severe disease.
Novavax presented data at an FDA committee meeting in late June demonstrating that a third dose of its vaccine produced a strong immune response against omicron and its subvariants. Committee members were impressed by the company’s data on omicron.
The Novavax vaccine also appears to carry a risk of heart inflammation for younger men, known as myocarditis and pericarditis, similar to Pfizer and Moderna’s shots. Myocarditis is an inflammation of the heart muscle and pericarditis is inflammation of the outer lining of the heart.
FDA officials flagged four cases of myocarditis and pericarditis from Novavax’s clinical trial in young men ages 16 to 28. People who develop heart inflammation as a side effect of Covid vaccines are usually hospitalized for several days as a precaution but then recover.
The FDA has issued a fact sheet for health-care providers warning that clinical trial data indicates there is an increased risk of myocarditis with the Novavax vaccine. People who experience chest pain, shortness of breath and feelings of a fluttering or pounding heart should immediately seek medical attention, according to the FDA.
In the case of the mRNA shots, the CDC has found that the risk of myocarditis is higher from Covid infection than vaccination. Myocarditis is usually caused by viral infections.
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.
Watches produced for Škoda Auto, to be presented to the buyers of the new Škoda "Superb" range. In the watch restoration and assembly room at Prim.
On September 26, 2008 my family and I were privileged to spend the day in the beautiful town of Nové Mesto nad Metují in the east of the Czech Republic, close to the Polish border. Our host was Mr. Jan Prokop, Marketing Director (and principal designer) at the ELTON hodinárská, a.s. - the manufacturers of fine bespoke Prim wristwatches.
Mr. Prokop collected us from our hotel in Prague, drove us to Nové Mesto nad Metují and back (a round trip of three hours), presented their current product range, guided us through their interesting museum, and led us on a tour of the full manufacturing operation at Prim. This was a fantastic opportunity, and we got to see everything from the manufacturing of cases, dials, hesatite crystals and hands through to the final assembly process. We also saw great examples of their bespoke manufacturing capability as well as their top class restoration service. Mr Prokop ended a fine day with a meal and good local beer in a restaurant on the old town square.
Six weeks after our visit I sent my prized Prim Sport "Igen" 38 (produced in the 60's and early-70's) to ELTON where it is currently being restored and modernised to my specification, as well as being personalised. I can't wait to get it back - my first bespoke wristwatch and an heirloom to pass on to my son!
Although obviously sensitive about certain parts of their operation, Mr. Prokop graciously allowed me to take many photographs during our visit, and here they are for your viewing pleasure. As you will see, these are truly hand-made watches that combine both leading edge design and manufacturing processes and age-old processes and technologies. It is this progressive traditionalism and craftsmanship that gives these unique timepieces their individual character...and I love them!
This lathering soap is formulated in accordance with age old traditions of making soap from fats, not with the more common, post-industrial age manufacturing process of using artificial, chemical detergents that over 95% of soaps consist of today. There is no sodium palmate, sulphites or petroleum-based ingredients to compromise the health of the dermis. Especially formulated to be both effective and pleasurable to use, the pure essential oil of eucalyptus will purify the skin of bacteria and even fungi (the cause of jock itch and athletes feet, for instance) and the pure essential oil of geranium will delight the senses, all without stripping the skin of moisture. With prolonged use, this real soap gently returns the skin to its resilient state, allowing its beauty to naturally shine through.
Find it on Etsty.com by searching Yogi Marlon
130822-M-DU087-049
CAMP FOSTER, OKINAWA, Japan - Marines and civilians work to assemble “widgets” during a Lean Six Sigma Yellow Belt course Aug. 22 at Camp Foster. The “widgets” represented building a product from start to finish as part of a learning exercise during the course. The Lean theory focuses on removing waste from the work flow by streamlining the manufacturing process. The participants are from Marine Corps Base Camp Smedley D. Butler, Marine Corps Installations Pacific, and Marine Corps Community Services Okinawa. (U.S. Marine Corps photo by Lance Cpl. Nicholas S. Ranum/Released)
On the left, the SS-20
known as the "Pioneer" in Russian, is a two-stage, solid propellant missile with three multiple targetable reentry warheads.
The missile is almost 16.5 meters tall.
The exterior of the first stage is yellow fiberglass with numbers and Cyrillic letters printed along the circumference. The letters and numbers are used as guides in the manufacturing process when the solid fuel is covered with fiberglass. Two thirds of the way up the missile are the letters "CCCP" and a yellow five-point star.
The second stage has similar markings. The reentry vehicle consists of three warheads. The predominant color of the missile is green. Along the base of the missile are white fan stabilizers that assist in guidance.
The Votkinsk Machine Building Plant, USSR, constructed the missile for the exhibition at the National Air and Space Museum.
Exhibition of this missile complies with the Intermediate Nuclear Forces agreement between the US and USSR that provided for the preservation of fifteen SS-20 and Pershing II missiles to commemorate the first international agreement to ban an entire class of nuclear arms exhibition. It does not contain fuel or any live components. The Ministry of Defense of the USSR donated the missile to the Smithsonian.
Gift of USSR Ministry of Defense
Country of Origin
Union of Soviet Socialist Republics
Manufacturer
Votkinsk Machine Building Plant
Location
National Air and Space Museum, Washington, DC
Exhibition
Milestones of Flight
Type
CRAFT-Missiles & Rockets
Materials
Metal (steel?), fiberglass, paint, plastic
Dimensions
Overall: 5 ft. 10 1/2 in. wide x 54 ft. 11 in. tall (179.1 x 1673.9cm)
airandspace.si.edu/collections/artifact.cfm?id=A19900275000
On the right, Pershing II
The Pershing II was a mobile, intermediate-range ballistic missile deployed by the U.S. Army at American bases in West Germany beginning in 1983.
It was aimed at targets in the western Soviet Union.
Each Pershing II carried a single, variable-yield thermonuclear warhead with an explosive force equivalent to 5-50 kilotons of TNT.
Under the terms of the 1987 Intermediate-Range Nuclear Forces Treaty between the United States and the Soviet Union, all Pershing IIs and their support equipment were removed from the inventory and rendered inoperable.
This missile is a trainer, but its dimensions and weight are identical to an operational Pershing II. It was built by Martin Marietta and transferred by the Army Missile Command to NASM in 1990.
Transferred from the United States Army Missile Command.
Country of Origin
United States of America
Manufacturer
Martin Marietta Aerospace
Location
National Air and Space Museum, Washington, DC
Exhibition
Milestones of Flight
Type
CRAFT-Missiles & Rockets
Materials
Metal
Dimensions
Other: 3 ft. 3 5/8 in. diameter x 34 ft. 9 5/8 in. tall (100.6 x 1060.7cm)
The special Kenworth T680 Advantage on display at Mid-America is specified with the latest technology, components and driver amenities, including the new PACCAR 40K tandem rear axle. Innovative technologies and advanced manufacturing processes deliver a fuel efficient, light weight design resulting in a lower cost of ownership. With a first-of-its-kind pinion thru-shaft design, it keeps loads moving forward efficiently and reliably.
I'm having a bit of a hard time dating this brooch because it a Regency-style piece that seems to be produced in about an 1850s-60s manufacturing process. I have never seen another one like this, so I am taking a stab at the date. If anyone with grater experience comes across this, I would certainly welcome your opinions.
Purchased in Stratford-Upon-Avon, England.
The current Prim range.
On September 26, 2008 my family and I were privileged to spend the day in the beautiful town of Nové Mesto nad Metují in the east of the Czech Republic, close to the Polish border. Our host was Mr. Jan Prokop, Marketing Director (and principal designer) at the ELTON hodinárská, a.s. - the manufacturers of fine bespoke Prim wristwatches.
Mr. Prokop collected us from our hotel in Prague, drove us to Nové Mesto nad Metují and back (a round trip of three hours), presented their current product range, guided us through their interesting museum, and led us on a tour of the full manufacturing operation at Prim. This was a fantastic opportunity, and we got to see everything from the manufacturing of cases, dials, hesatite crystals and hands through to the final assembly process. We also saw great examples of their bespoke manufacturing capability as well as their top class restoration service. Mr Prokop ended a fine day with a meal and good local beer in a restaurant on the old town square.
Six weeks after our visit I sent my prized Prim Sport "Igen" 38 (produced in the 60's and early-70's) to ELTON where it is currently being restored and modernised to my specification, as well as being personalised. I can't wait to get it back - my first bespoke wristwatch and an heirloom to pass on to my son!
Although obviously sensitive about certain parts of their operation, Mr. Prokop graciously allowed me to take many photographs during our visit, and here they are for your viewing pleasure. As you will see, these are truly hand-made watches that combine both leading edge design and manufacturing processes and age-old processes and technologies. It is this progressive traditionalism and craftsmanship that gives these unique timepieces their individual character...and I love them!
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.
We have our students in the senior Manufacturing Processes elective make model steam engines. The flywheel is one of the more challenging parts to make.
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.
Argonne National Laboratory is already renowned battery research program will take a significant leap forward with the addition of three new facilities.
Argonne National Laboratory is already renowned battery research program will take a significant leap forward with the addition of three new facilities: Cell Fabrication Facility, Materials Production Scale-Up Facility and Post-Test Analysis Facility. The fabrication facility will include designed to improve the quality and evaluate the performance of newly fabricated cells. The scale-up facility will help develop manufacturing processes for producing advanced battery materials in sufficient quality for industrial-scale testing. The post-test facility will help researchers understand the changes that occur in materials as a battery ages from use or testing.
For more information or additional images, please contact 202-586-5251.
(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.
Various televisions display a variety of information about the Clayton brand and manufacturing process.
# The Application of Stealth Design Technology in Unmanned Cardboard Gliders
## Abstract
This article explores the innovative use of stealth design technology in the development of unmanned aerial vehicles (UAVs), specifically cardboard gliders constructed from pressed cardboard materials. By leveraging polygonal stealth design principles, these drones aim to minimize radar visibility, offering strategic advantages for reconnaissance and surveillance missions.
## Introduction
The evolution of military technology has led to a significant emphasis on stealth capabilities in aerial vehicles. Traditional stealth aircraft utilize advanced materials and geometric designs to evade radar detection. This article proposes a novel approach: the construction of unmanned gliders from specially designed pressed cardboard. The use of lightweight materials not only reduces production costs but also aligns with eco-friendly practices in military operations.
## Stealth Design Principles
### 1. Polygonal Geometry
The cornerstone of stealth technology is the geometric design of the aircraft. Polygonal shapes reduce the radar cross-section by deflecting incoming radar waves away from the source. In the case of cardboard gliders, employing flat surfaces and sharp angles can effectively minimize radar signature.
### 2. Material Properties
While cardboard inherently lacks radar-absorbing properties, advancements in material science can enhance its stealth capabilities. Coating the cardboard with radar-absorbing substances or integrating special additives during the pressing process can improve its effectiveness against detection.
### 3. Shape Optimization
The shape of the glider is crucial for ensuring invisibility. A design that incorporates low aspect ratios and high lift-to-drag ratios will not only enhance aerodynamic performance but also aid in radar evasion.
## Design and Manufacture of Cardboard Gliders
### 1. Structural Integrity
Pressed cardboard can be engineered to maintain structural integrity while remaining lightweight. The design must ensure that the glider can withstand operational stresses without compromising its stealth features.
### 2. Manufacturing Process
The production of these gliders involves a specialized pressing technique that shapes the cardboard into stealth-optimized forms. This process can be scaled for mass production, making it a viable option for military use.
### 3. Cost-Effectiveness
Using pressed cardboard significantly reduces manufacturing costs compared to traditional UAV materials. This economic advantage allows for the development of a larger fleet of drones, enhancing operational flexibility.
## Operational Advantages
### 1. Reconnaissance and Surveillance
Stealth cardboard gliders can be deployed for reconnaissance missions in areas with high radar coverage. Their reduced visibility allows for covert data collection, providing valuable intelligence without alerting enemy forces.
### 2. Ecological Considerations
The use of biodegradable materials aligns with contemporary military strategies focused on sustainability. Cardboard drones can minimize environmental impact while fulfilling military objectives.
### 3. Tactical Versatility
The lightweight and low-cost nature of these gliders enables rapid deployment and adaptability in various operational scenarios. This versatility can enhance mission success rates.
## Conclusion
The integration of stealth design technology in the manufacture of unmanned cardboard gliders presents a unique opportunity for military advancements. By utilizing polygonal shapes and innovative materials, these drones can offer effective stealth capabilities while remaining environmentally conscious and cost-effective. Further research and development are essential to refine these designs and maximize their potential in modern warfare.
## Future Research Directions
Future studies should focus on enhancing radar-absorbing properties of cardboard, optimizing aerodynamic designs, and exploring the operational efficacy of these gliders in real-world scenarios.
## Strengthening Cardboard Structures for Atmospheric Applications
### Abstract
The increasing interest in lightweight aerial vehicles, such as quadcopters and gliders made from cardboard, necessitates the exploration of materials and methods that enhance durability and performance. This study investigates techniques for reinforcing cardboard structures, particularly in humid environments, and minimizing the incorporation of metal components.
### 1. Introduction
Cardboard is an appealing material for constructing lightweight aerial vehicles due to its low cost and ease of fabrication. However, its susceptibility to moisture and structural weakness poses significant challenges, especially when deployed in high-altitude scenarios. This paper outlines strategies to strengthen cardboard for use in quadcopters and gliders, which may be released from helium balloons at high altitudes, and discusses methods to minimize metal components for weight reduction.
### 2. Strengthening Cardboard Structures
#### 2.1 Waterproof Coating
Cardboard is inherently porous, making it vulnerable to moisture absorption. To enhance its water resistance, a waterproof coating is recommended. Coatings such as polyurethane or epoxy resin can provide a robust barrier against humidity. These coatings can be applied via spray or brush methods and should be allowed to cure fully to ensure optimal performance.
#### 2.2 Reinforcement Layers
Adding additional layers of cardboard can significantly improve the structural integrity of the vehicle. This can be achieved by utilizing corrugated cardboard, which offers superior strength-to-weight ratios. In addition, other lightweight materials, such as fiberglass or carbon fiber, can be laminated onto the cardboard to enhance its rigidity and resilience.
#### 2.3 Honeycomb Structure
Incorporating a honeycomb design within the cardboard can enhance its load-bearing capacity while minimizing weight. This structure allows for increased stiffness and strength, making it ideal for aerial applications where aerodynamic efficiency is crucial.
#### 2.4 Plastic Lamination
Laminating the cardboard with a thin layer of plastic can provide added protection against moisture. This process involves encasing the cardboard in a plastic film, which not only shields it from environmental factors but also adds a degree of structural support.
#### 2.5 Foam Inserts
Using lightweight foam materials as inserts can add strength and reduce overall weight. Foam can be strategically placed within the cardboard structure to provide additional support in critical areas without compromising the vehicle's weight limits.
### 3. Minimizing Metal Components
#### 3.1 Use of Plastic Components
Replacing metal parts with plastic alternatives is a viable method for reducing weight. Many manufacturers produce strong, lightweight plastic components that can serve the same functions as metal parts, including gears, connectors, and frames.
#### 3.2 3D Printed Parts
Advancements in 3D printing technology allow for the creation of custom components using lightweight materials such as PLA or PETG. 3D printing enables the design of integrated parts that can combine multiple functions, thereby reducing the total number of components required.
#### 3.3 Adhesive Joints
Utilizing strong adhesives or tapes instead of metal fasteners such as screws and bolts can significantly decrease the number of metal parts in the assembly. This approach not only reduces weight but also simplifies the construction process.
#### 3.4 Integrated Designs
Designing components to fulfill multiple roles can minimize the need for additional parts. For instance, the frame of the quadcopter can be designed to also serve as a mounting structure for motors and batteries, reducing complexity and weight.
### 4. Conclusion
By employing the techniques outlined in this study, it is possible to enhance the performance and durability of cardboard quadcopters and gliders, especially in humid environments. The integration of waterproof coatings, structural reinforcements, and the minimization of metal components will contribute to the successful deployment of these innovative aerial vehicles in various atmospheric conditions.
### 5. Future Work
Further research is recommended to explore additional materials and methods that can enhance the performance of cardboard aerial vehicles, including the effects of varying environmental conditions on structural integrity and performance.
Heroyam 🔱 Slava
Bohdan
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.
austin, texas
1977
motorola semiconductor plant
part of an archival project, featuring the photographs of nick dewolf
© the Nick DeWolf Foundation
Image-use requests are welcome via flickrmail or nickdewolfphotoarchive [at] gmail [dot] com
The Password:JDM Dry Carbon Fiber Engine Cover for the 2013+ Subaru BRZ / Scion FR-S will clean up the look of your engine bay! Like all of our Dry Carbon parts we manufacture, this engine cover has been precision crafted for a perfect fitment every time. We have used a fade resistant resin during the manufacturing process to ensure this plug cover will always look & function as good as the day you bought it!
Includes all necessary mounting hardware.
Features include:
- Perfect dry carbon fitment with structural integrity
- high-heat, fade resistant resin fabrication process
- two options to choose from, dry carbon fiber and dry carbon kevlar
- Extreme lightweight to strength ratio
- Made in the USA
- Badass looks for your BRZ or FR-S engine bay!
Mandala Dining Table
It is common knowledge that Rotsen makes amazing high-end furniture, decorative products and wall art, mainly from felled trees and reclaimed wood slabs. The idea is that trees do not have to be cut down.
Designed to maximize our commitment with environmental sustainability, the Mandala Dining Table uses scraps of hardwood collected from our own manufacturing process, when making larger furniture items such as cocktail tables, dining tables and consoles.
The result is a round glass dining table, which shows a mosaic made from salvaged hardwood, placed forming a very unique piece. The dining table metal base is made of steel with a powder coating finish. The Mandala Dining Table can be made to order in various shapes and dimensions.
Rotsen Furniture designs furniture pieces integrating wood’s organic characteristics with a clean, graceful, modernist aesthetic. Our team of world class artisans and craftsmen works with rare solid woods, impressive single slab live edge lumber, and large book matched slabs, making unique and sophisticated furniture for residential and commercial projects worldwide.
White chocolate is a confectionery derivative of chocolate. It commonly consists of cocoa butter, sugar, milk solids and salt, and is characterized by a pale yellow or ivory appearance. The melting point of cocoa butter, its primary cacao bean component, is high enough to keep white chocolate solid at room temperature, yet low enough to allow white chocolate to melt in the mouth.Despite its moniker, white chocolate is, by definition, not chocolate as it does not contain cocoa solids, the primary nutritional constituent of chocolate liquor. During the manufacturing process, the dark-colored solids of the cacao bean are separated from its fatty content (as with milk, semi-sweet, and dark chocolate), but unlike conventional chocolates the cocoa solids are not later recombined. As a result, white chocolate does not contain the antioxidant properties or many characterizing ingredients of chocolate, such as thiamine, riboflavin, theobromine, phenylethylamine, and serotonin. Often, the cocoa butter is deodorized to remove its strong and undesirable taste that would negatively affect the flavor of the finished product. Regulations also govern what may be marketed as "white chocolate": In the United States, since 2004, white chocolate must be (by weight) at least 20% cocoa butter, 14% total milk solids, and 3.5% milk fat, and no more than 55% sugar or other sweeteners] Before this date, U.S. firms required temporary marketing permits to sell white chocolate. The European Union has adopted the same standards, except that there is no limit on sugar or sweeteners. Although white chocolate is made the same way as milk chocolate and dark chocolate, it lacks cocoa paste, liquor or powder. Some preparations that may be confused with white chocolate (known as confectioner's coating, summer coating, or Almond bark) are made from inexpensive solid or hydrogenated vegetable and animal fats, and as such, are not at all derived from cocoa. These preparations may actually be white (in contrast to white chocolate's ivory shade[ and will lack cocoa butter's flavour.
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Went for a morning walk around Alcester in Warwickshire. Alcester is market town that was founded by the Romans.
A look at Minerva Mill in Alcester. Located on Station Road.
Grade II Listed Building.
Listing Text
The following building shall be added:
ALCESTER
SP0857 STATION ROAD
419-0/4/10000 (North East side)
Minerva Needle Works
II
Needlemaking factory. Circa 1880-5 for Alfred Allwood, needlemaker; C20 extension at
rear. Red brick with terracotta dressings. Hipped Welsh slate roof with lead roll hips and
crested ridge tiles. 2 small brick axial stacks. PLAN: Long and shallow 20-bay range with 2
short rear wings at either end, the righthand wing's SE return has a 5-bay front; the space
between the rear wings has been infilled by a C20 extension. Italianate style. EXTERIOR:
3 storeys. 20-bay south west front with round-headed windows in recessed panels with
enriched moulded terracotta imposts and heads and ramped cills. Also moulded terracotta
eaves course. Multi-pane cast-iron windows. Central doorway with segmental arch.
Righthand south east return is similar, but 5 bays and with round-headed doorway. At rear
2-bay wings to left and right, C20 extension between the wings and 3 bays to right.
INTERIOR: Part of the rear wall of the main range has been demolished creating partly
open plan on the ground and tint floors. HISTORY: William Allwood and his son Joseph
were needlemakers in premises at Henley Street, Alcester, but here they employed
outworkers for such stages in the manufacturing process as spitting and packeting and the
scouring would have been done by another mill. The firm was so successful that in circa
1880-5 Joseph Allwood's son, Alfred, moved to this purpose-built factory in Station Road.
It is believed that all the processes of needlemaking were done here. The needle's brand
name was Minerva and the firm also produced hat-pins with glass birds on the end. In 1912
the premises were bought by Terry's Springs, makers of the Anglepoise lamp. SOURCE:
Needlemakers and Needlemaking of Alcester, Sambourne and Studley Area, paper no.24;
Alcester and District Local History Society; 1981.
Listing NGR: SP0857557637
This text is from the original listing, and may not necessarily reflect the current setting of the building.
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 maneuverability 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 maneuverability—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, 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 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 maneuverable. 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 maneuver 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.
This reproduction Dr.I was built over nearly two decades as a flyable aircraft by a New York City dentist. It was nearly destroyed in a landing accident, but was purchased by famous warbird collector Douglas Champlin. Like the rest of Champlin's fighter collection, it was donated to the Museum of Flight in Seattle, Washington. It is painted overall black, likely to represent one of German ace Josef Jacobs' Dr.Is while he was with Jasta 22. Jacobs survived the war with 48 kills, making him the fourth-ranked German World War I ace; he died in 1978, the last living recipient of the Blue Max, Germany's highest award in the Great War.
Superstructure will be abrasive blasted, then vacuum cleaned, then plasma burned to ensure components are reduced to their baseline state as part of the re-manufacturing process
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.
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
A specialist centre to develop new manufacturing processes for lightweight materials for the aerospace and automotive industries is to be set up as a first step towards creating a National Manufacturing Institute for Scotland.
The First Minister announced today that the £8.9m Lightweight Manufacturing Centre, being set up in the former Doosan Babcock facility in Westway, Renfrew, will support highly skilled jobs and help place Scotland at the forefront of lightweight manufacturing.
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
iPlay V1
Our design had to be cheap to manufacture, with minimal manufacture processes and a low overall cost. Keeping this in mind I sketched my basic idea and then rendered it. After exporting the DXF files I lasercut them and had my first prototype.
There is an everlasting debate amongst gamers as to which console and controller is the best. I found that the PS3 controller was the most popular second being Xbox 360. The PS3 controller is symettrical unlike the Xbox controller and is so ergonomoic you can often forget you are holding it.
I illustrated the PS3 controller outline to kickstart the CAD process. My design consists of 3 layers of 5mm acrylic creating an iphone cavity depth of 10mm (iPhone 4 has a thickness of 9.3mm) and an overall thickness of 15mm. The structure would be held together with tight fit acrylic rods. I need to carry out test pieces on 2.99+-0.1mm radii to decide what are the best dimensions to use for these slots bearing in mind the lasercutter burns away material.
The whole in the bottom layer is so the device can be pushed out from the case after use.
V2
I asked some students to test the V1 prototype. They liked the product especially its simplicity. There were points that I could develop and improve.
Not all iPhone games auto orientate, hence it was essential I adapted my design so the phone could be rotated 180 degress. This would be easy by simply duplicating the button slots.
In addition to this there was no camera hole. If I were to introduce a camera holeto the design it would have to be duplicated 180 degrees to ensure photos could be taken no matter what orientation the iPhone was.
Taking this on board I designed and manufactured iPlay V2. Although acrylic rod would create a tight fit, 4 drops of dichloromethane would chemically weld the components together for a long lasting permanent fit. After this I used a buffing wheel to create round edges making the product more ergonomic to hold.
V3
Once again I asked some students for feedback on my prototype. They were impressed with how I addressed the previous issues. The only negative point raised was that it would not fit in your pocket. This was the next challenge I faced.
I considered hinging the lower two arms and making them lock into the back of the case. However this would make the design more complex and increase cost and manufacturing processes.
I moved the top pair of holes further up to better distribute the stress. I decided to split the product in half. My V3 model has alternating layers this creates cavities that allow it to be locked together together when not in use as photographed. This would easily fit in you pocket.
The problem the alternating layers created is a less ergonomic shape. Secondly there was nothing holding the two half together when placed on the phone.
In my V4 model I introduced a rubber band which kept the two half together when on the phone. It would also prevent one half form being lost. This created a new problem; the top half of the rubber band would not always line up as there was nothing guiding it. This was my next problem to solve.
V4
My final model would be made from acrylic but I was not going to buff it as that would add a manufacture process and would siginificanty increase the manufacture time. Since I was already using the laser cutter for cutting my components I thought I may aswell engrave some sort of graphics onto the top layer. I decided to remove the gaps in between the layers to make it better to hold and to remodel the rubberband tracks.
V5
I solved the problem of the inconvenient rubber band with two more locating rods on the top. These extra rods would keep the rubber band guided along the correct track. I made a MDF prototype to test my idea and it worked successfully even with coffee stirrers replicating the acrylic rod.
Satisfied with my idea I finally created an acrylic version. This required a bit more thought than previously as I had to accomodate for the thick rubber band. I decided to use 3mm acrylic instead of 5mm to create a thinner profile. This meant I needed a total of 5 layers to accomodate an iPhone 4.
Since I was already using a lasercutter and I wanted the product to appeal to gamers I decided to engrave some patterns. I was going to use a translucent coloured acrylic for the bottom layer and adjust the design so that it covers the camera and flash. This way the case will act as a camera filter and the flash/torch will produce coloured light.
Now that the product was split into halfs the individual components were so small that cutting a single iPlay V5 uses less than an A4 sized amount of 3mm acrylic (the 2D Design screenshot has an A3 page layout). This also meant that it would fit both an iPhone 4 & 5 as the rubber can stretch to accomodate for an iPhone 5. Apart from the height of the iPhone 5 the dimensions are very similair to those of the 4.
I am very pleased with the final product and getting through to the next stage with KFDS. If I were to develop the product further I would find a way to lock the two halves together when not on the phone. This could be done like a jigsaw puzzle or by manipulating the rods into a dowel joint.
The current Prim range.
On September 26, 2008 my family and I were privileged to spend the day in the beautiful town of Nové Mesto nad Metují in the east of the Czech Republic, close to the Polish border. Our host was Mr. Jan Prokop, Marketing Director (and principal designer) at the ELTON hodinárská, a.s. - the manufacturers of fine bespoke Prim wristwatches.
Mr. Prokop collected us from our hotel in Prague, drove us to Nové Mesto nad Metují and back (a round trip of three hours), presented their current product range, guided us through their interesting museum, and led us on a tour of the full manufacturing operation at Prim. This was a fantastic opportunity, and we got to see everything from the manufacturing of cases, dials, hesatite crystals and hands through to the final assembly process. We also saw great examples of their bespoke manufacturing capability as well as their top class restoration service. Mr Prokop ended a fine day with a meal and good local beer in a restaurant on the old town square.
Six weeks after our visit I sent my prized Prim Sport "Igen" 38 (produced in the 60's and early-70's) to ELTON where it is currently being restored and modernised to my specification, as well as being personalised. I can't wait to get it back - my first bespoke wristwatch and an heirloom to pass on to my son!
Although obviously sensitive about certain parts of their operation, Mr. Prokop graciously allowed me to take many photographs during our visit, and here they are for your viewing pleasure. As you will see, these are truly hand-made watches that combine both leading edge design and manufacturing processes and age-old processes and technologies. It is this progressive traditionalism and craftsmanship that gives these unique timepieces their individual character...and I love them!
EXHIBITION
100 Best Posters 14
GERMANY, AUSTRIA, SWITZERLAND
MI, MO 11/11/2015, 03/28/2016
MAK Art Print Hall
Already for the tenth time, the MAK in the exhibition 100 Best Posters 14. Germany Austria Switzerland shows the hundred most compelling design concepts in the probably hottest medium of visual everyday culture: the poster. The current winning projects of the popular graphic design competition are characterized by an enigmatic pictural humor, explosive colors as well as precise designs and demonstrate impressively that a poster can be more than just an banal advertising space. Many of the award-winning works furthermore also rely on a subtle play with typography. Innovative ideas can also be found in the manufacturing process: This year's competition shows that you can readily knit posters in high-tech process or use a thermo-insulating space blanket as carrier material for screen printing.
Hardly any medium is such clocked on the consumption and nevertheless sets trends at the cutting edge. "[...] The poster designer challenges himself repeatedly and enjoys himself at gained symbols." Says Götz Gramlich, President of the association 100 Best Posters eV, and he postulats. "A good poster unfolds in the mind of the beholder."
From over 1 800 submitted individual posters, composed of contract work, self-initiated posters/self-promotion as well as student project orders from Germany, Austria and Switzerland, awarded the international jury, consisting of Richard van der Laken (Amsterdam, Chairman), Christof Nardin (Wien), Jiri Oplatek (Basel), Nicolaus Ott (Berlin) and Ariane Spanier (Berlin), the 100 winning posters of the year 2014.
In the competition participated 575 submitters (men and women), of which 48 are from Austria, 128 from Switzerland and 399 from Germany. The leader among the winning 100 best is Switzerland with 51 winning projects, followed by 44 German and 5 Austrian contributions.
The by sensomatic design (Christine Zmölnig and Florian Koch, Vienna) designed catalog offers in addition to the illustrations of all the winning posters and the contacts with the designers also this year a captivating essay by Thomas Friedrich: On the dialectics of image and text in the poster today. In a concise way, he looks at the contextuality of posters and explains the theme facetiously and pictorially based on a poster for a bullfight. Read more in the catalog!
For the corporate design of this year's competition and the new Web Visuals also sensomatic design, Vienna, is responsible. Since June 2014, the new online archive on the homepage of the 100 Best Posters Registered Association offers a comprehensive overview of all award-winning works from the years 2001-2014.
The exhibition takes place in cooperation with 100 Best Posters e. V.
100-beste-plakate.de
Curator Peter Klinger, Deputy Head of the MAK Library and Works on Paper Collection
AUSSTELLUNG
100 Beste Plakate 14
DEUTSCHLAND ÖSTERREICH SCHWEIZ
MI, 11.11.2015–MO, 28.03.2016
MAK-KUNSTBLÄTTERSAAL
Bereits zum zehnten Mal zeigt das MAK in der Ausstellung 100 BESTE PLAKATE 14. Deutschland Österreich Schweiz die einhundert überzeugendsten Gestaltungskonzepte im wohl heißesten Medium der visuellen Alltagskultur: dem Plakat. Die aktuellen Siegerprojekte des beliebten Grafikdesignwettbewerbs bestechen mit hintergründigem Bildwitz, explosiver Farbgebung sowie exakten Ausführungen und demonstrieren eindrücklich, dass ein Plakat mehr als nur banale Werbefläche sein kann. Viele der prämierten Arbeiten setzen außerdem auf ein subtiles Spiel mit Typografie. Innovative Ideen finden sich auch im Herstellungsprozess: Der diesjährige Wettbewerb zeigt, dass man Plakate ohne Weiteres im Hightech-Verfahren stricken oder eine thermo-isolierende Rettungsdecke als Trägermaterial für einen Siebdruck verwenden kann.
Kaum ein Medium ist derart auf den Verbrauch hin getaktet und setzt dennoch Trends am Puls der Zeit. „[…] der Plakatgestalter fordert sich immer wieder selbst heraus und erfreut sich an gewonnenen Sinnbildern.“ so Götz Gramlich, Präsident des Vereins 100 Beste Plakate e. V., und er postuliert: „Ein gutes Plakat entfaltet sich im Kopf des Betrachters.“
Aus über 1 800 eingereichten Einzelplakaten, zusammengesetzt aus Auftragsarbeiten, selbst initiierten Plakaten/Eigenwerbungen sowie studentischen Projektaufträgen aus Deutschland, Österreich und der Schweiz, prämierte die international besetzte Fachjury, bestehend aus Richard van der Laken (Amsterdam, Vorsitz), Christof Nardin (Wien), Jiri Oplatek (Basel), Nicolaus Ott (Berlin) und Ariane Spanier (Berlin), die 100 Siegerplakate des Jahres 2014.
Am Wettbewerb hatten sich 575 EinreicherInnen beteiligt, davon 48 aus Österreich, 128 aus der Schweiz und 399 aus Deutschland. Spitzenreiter unter den prämierten 100 Besten ist die Schweiz mit 51 Siegerprojekten, gefolgt von 44 deutschen und 5 österreichischen Beiträgen.
Der von sensomatic design (Christine Zmölnig und Florian Koch, Wien) gestaltete Katalog bietet neben den Abbildungen aller Siegerplakate und den Kontakten zu den GestalterInnen auch dieses Jahr einen bestechenden Aufsatz von Thomas Friedrich: Zur Dialektik von Bild und Text im Plakat heute. In pointierter Form geht er auf die Kontextualität von Plakaten ein und erklärt das Thema witzig und bildhaft anhand eines Plakats für einen Stierkampf. Mehr dazu im Katalog!
Für das Corporate Design des diesjährigen Wettbewerbs und die neuen Web-Visuals zeichnet ebenfalls sensomatic design, Wien, verantwortlich. Seit Juni 2014 bietet das neue Online-Archiv auf der Homepage der 100 Beste Plakate e. V. einen umfassenden Überblick aller prämierten Arbeiten aus den Jahren 2001 bis 2014.
Die Ausstellung findet in Kooperation mit 100 Beste Plakate e. V. statt.
100-beste-plakate.de
Kurator: Peter Klinger, Stellvertretende Leitung MAK-Bibliothek und Kunstblättersammlung
Once a panel completes electrical testing, the manufacturing process is nearly complete. The Fabrication process cuts individual boards out of the panel. An instrument is used to measure and confirm the board dimensions are within specified tolerance.
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 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
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
This picture was cropped from someone I cannot recall, the shop on the left hand side had (3) nicely inscribed words on the stone pillar and painted in gold. Cannot remember the top Chinese word now.
A recent correspondence suggested that the name of the trading company is 任合興 that runs food manufacturing / processing and real estate business for a long time.
the feminine doll pre-sale quit at four.10
dollsilicone.realistic-doll.com/2017/01/04/the-feminine-d...
www.dsdoll.us/galleria/dollowner/zijinshanmini/files/01/d...
hi each one.our mini doll pre-sale occasion will end at 4.10.we were given a variety of orders. thanks.now, the doll start manufacturing processing in accordance the order date.the mini doll will start delivery in can also.hope you want the mini dolls.(snap shots from a chinese doll
With the Rocky Mountains in the back ground and Plaque with info under the flag then the middle for the wild life.
RMA contained a deep injection well that was constructed in 1961.[1] It was drilled to a depth of 12,045 feet (3671 m). The well was cased and sealed to a depth of 11,975 feet (3650 m), with the remaining 70 feet (21 m) left as an open hole for the injection of Basin F liquids. For testing purposes, the well was injected with approximately 568,000 US gallons (2150 m³) of city water prior to injecting any waste. The injected fluids had very little potential for reaching the surface or usable groundwater supply since the injection point had 11,900 feet (3630 m) of rock above it and was sealed at the opening. The Army discontinued use of the well in February 1966 because the fluid injection may have triggered a series of earthquakes in the area.[1][2] The well remained unused until 1985 when the Army permanently sealed the disposal well
In 1984, the Army began a systematic investigation of site contamination in accordance with the Comprehensive Environmental Response, Compensation and Liability Act of 1980 (CERCLA), commonly referred to as Superfund. In 1987, the RMA was placed on the National Priorities List (NPL) of Superfund sites. As provided by CERCLA, a Remedial Investigation/Feasibility Study (RI/FS) was conducted to determine the extent of contamination. Since 1985, the mission at RMA has been the remediation of the site.
[edit] Contaminants
The primary contaminants include organochloride pesticides, organophosphate pesticides, carbamate insecticides, organic solvents and feedstock chemicals used as raw products or intermediates in the manufacturing process (e.g., chlorinated benzenes), heavy metals, and chemical warfare material and their related breakdown products. Additionally, ordnance (including incendiary munitions) was manufactured and tested, and asbestos and polychlorinated biphenyls (PCBs) were used at RMA. Today, it is considered a hazardous waste site according to the Colorado Department of Public and Environmental Health.
Developments Since 2004
Although comprising 17,056 acres (69.02 km²) at the beginning of remediation in 1997, 5,976 acres (24.18 km²) of the RMA have been determined to meet cleanup requirements and are no longer part of the National Priorities List. Of that, approximately 4,927 acres (19.94 km²) were transferred by the Department of Army to the USFWS in April 2004 and another 917 acres (3.71 km²), located in the southwest corner of the site, were sold to Commerce City in June 2004. Also, in 2004, approximately 129 acres (0.52 km²), located at the boundaries, were transferred to local jurisdictions and to the U.S. Army Reserve Center for road improvement projects. An additional 7,200 acres (29 km2) was transferred to the USFWS in October 2006, making the Rocky Mountain Arsenal Wildlife Refuge one of the largest urban refuges in the United States. At that time the refuge comprised 12,500 acres (51 km2) and is home to more than 330 species of animals. Implementation of the remedy for the estimated 11,080 acres (44.84 km²) remaining is ongoing and is scheduled for completion in 2011. As of September 2010 clean-up was considered as complete and the remaining portions of land were transferred over to the U.S. Fish and Wildlife Service bring the total to 15,000 acres. The two remaining sites on the property that are retained by the Army are the South Plants location due to historical use and the North Plant location which is now a landfill containing the remains of various buildings used in the North and South Plant locations. As of May 21, 2011 the official Visitor Center was opened with an excellent exhibit about the site's history ranging from the homesteading era to its current use as a National Wildlife Refuge (www.fws.gov/rockymountainarsenal/).
These tiled tanks once were filled with bleach used in the tiolet paper manufacturing process back when Georgia Pacific operated a paper mill on this site. They're located next to Kulshan Brewing's Trackside Beer Garden in Bellingham, Washington.
I used a KITE to fly the camera.
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.
A specialist centre to develop new manufacturing processes for lightweight materials for the aerospace and automotive industries is to be set up as a first step towards creating a National Manufacturing Institute for Scotland.
The First Minister announced today that the £8.9m Lightweight Manufacturing Centre, being set up in the former Doosan Babcock facility in Westway, Renfrew, will support highly skilled jobs and help place Scotland at the forefront of lightweight manufacturing.
David Mellor Visitor Centre
David Mellor was 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 is done by hand – 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 a small but interesting design museum.
David Mellor died in 2009, and his talented son Corin continues the design tradition at Hathersage.
www.davidmellordesign.com/about
Sign
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
After returning from France to his native Beijing clutching the de rigeur MBA degree, Liu Yang was supposed to follow the well-worn path to the comfortable office job, with promotion prospects and a generous retirement plan. “My wife wanted me to get a job in a bank,” he recalls. “But I didn’t want that. I wanted to do something for myself, something I cared about.” So, after withdrawing all his savings from the bank, he began making artisan cheese.
Liu first learned the craft from a neighbor while studying in France, and now works out of a cramped office that doubles as a fromagerie on the dusty outskirts of northern Beijing. Here, each week, he produces a new batch of his trademark ‘Beijing Grey Camembert’ –- a distinctive cheese with a soft, creamy interior and a powerful, acrid taste that could reasonably be described as ‘acquired’. With local Chinese, it doesn’t go down too well.
“I just about break even,” he sighs. “Business has been pretty tough.” But Liu doesn’t seem too perturbed. He is 35, tall and lean, and dressed in a spotless white lab coat, which gives him an air of clinical precision –- as if he doesn’t make decisions without a carefully formulated plan. Nearly 2 years ago, while he was working as an interpreter for French TV covering the Beijing Olympics, he looked at the rising popularity of foreign goods amongst increasingly wealthy urban Chinese –- coffee, wine, hamburgers –- and guessed that cheese might be next. “I saw pizza was very popular, especially with the young,” he adds. “Chinese have very adaptable tastes.”
But at the moment, most of his customers are expats, who account for some 70 percent of his sales. The problem for local Beijingers seems to be the smell. “It's a bit like certain kinds of Chinese tofu,” says Mr. Zhao, a customer who enters the shop out of curiosity and tries a free sample. “It smells really bad, but once you get past that the taste is very good.” Tofu is China’s cheese in more ways than one –- it also has a lengthy history, is fermented from milk surplus (in this case from soya milk), and comes in an array of flavors and textures.
Actually, cheese has a history of its own in China, though almost exclusively in communities on the edges of its vast territory. The Tibetans make it from yak’s milk and use it to mould tsampa, while Mongolians make it from sheep’s milk and dissolve it in tea. The Uyghurs of the far west produce a product called ‘kurt’, a kind of hard, sour cheese which is consumed as a treat much like a bag of sweets. All of these ethnic groups share with one another a nomadic root, shifting large herds of livestock from pasture to pasture.
Conversely, the majority Han ethnicity (roughly 92% of the population) lived a sedentary lifestyle –- with almost every piece of available land given over to crops –- and therefore never developed a dairy culture. Today, as a side-effect of this, researchers have estimated that more than 90% of Han are lactose intolerant, to varying degrees. Many Beijingers choose to avoid dairy-rich products, providing an added impediment to success for Liu Yang and his cheese-making business.
“Actually, most of the lactose in my cheese is removed with the whey during the manufacturing process,” insists Liu. “But I guess that doesn’t stop people thinking it will give them a sore stomach.” He firmly believes that Chinese could develop a taste for artisan cheese if only they would try it, and plans to persevere until they do.
But even without the lactose problem, it is very difficult in any deep-rooted culture to change ingrained habits and introduce foreign aspects, especially when it comes to something as constitutional as diet. There can be a dismissive, intractable attitude of ‘this is what I eat’ and ‘this is what I don’t eat,’ particularly amongst the more elderly.
Marc de Ruiter, a Dutch fromager who set up a cheese-making co-operative in rural Shanxi Province, believes the key to success may lie in finding ways to blend cheese into the local cuisine. “Marketing is being done without consideration of local culture and tradition,” he says. “Everyone is talking about ‘wine & cheese’ to the Chinese, but this is a limited market. The best way to increase sales is by making cheese a ‘new’ ingredient to be added to traditional Chinese dishes.”
De Ruiter touches upon a recurring theme with regard to foreign merchant’s attempts to change the Chinese market with foreign goods: that, in one way or another, China eventually ends up changing them instead. And, while we may not be seeing ‘Peking Duck with Cheese’ on restaurant menus anytime soon, de Ruiter reveals he has caught his own workers dropping occasional scraps into their lunchtime bowls of noodles. “Perhaps in the near future, I may have to start keeping a closer eye on them,” he laughs.
The current Prim range.
On September 26, 2008 my family and I were privileged to spend the day in the beautiful town of Nové Mesto nad Metují in the east of the Czech Republic, close to the Polish border. Our host was Mr. Jan Prokop, Marketing Director (and principal designer) at the ELTON hodinárská, a.s. - the manufacturers of fine bespoke Prim wristwatches.
Mr. Prokop collected us from our hotel in Prague, drove us to Nové Mesto nad Metují and back (a round trip of three hours), presented their current product range, guided us through their interesting museum, and led us on a tour of the full manufacturing operation at Prim. This was a fantastic opportunity, and we got to see everything from the manufacturing of cases, dials, hesatite crystals and hands through to the final assembly process. We also saw great examples of their bespoke manufacturing capability as well as their top class restoration service. Mr Prokop ended a fine day with a meal and good local beer in a restaurant on the old town square.
Six weeks after our visit I sent my prized Prim Sport "Igen" 38 (produced in the 60's and early-70's) to ELTON where it is currently being restored and modernised to my specification, as well as being personalised. I can't wait to get it back - my first bespoke wristwatch and an heirloom to pass on to my son!
Although obviously sensitive about certain parts of their operation, Mr. Prokop graciously allowed me to take many photographs during our visit, and here they are for your viewing pleasure. As you will see, these are truly hand-made watches that combine both leading edge design and manufacturing processes and age-old processes and technologies. It is this progressive traditionalism and craftsmanship that gives these unique timepieces their individual character...and I love them!
The Postcard
A postally unused postcard bearing no publisher's name. The artwork was by Bob Wilkin.
-- Retreads
Retreading is a re-manufacturing process for tyres that replaces the tread on worn tyres. Retreading is applied to casings of spent tyres that have been inspected and repaired.
Retreading preserves about 90% of the material in spent tyres, and the raw material cost is about 20% of the cost of the material used to manufacture a new tyre.
In the United States, the use of retreaded tyres was common historically, but as of 2008, their popularity has waned, mainly due to discomfort on the road, safety issues and cheaper tyre brands coming on to the market.
-- The Process of Retreading
The process starts with a visual inspection of the used tyre, followed by a non-destructive inspection method such as shearography in order to locate non-visible damage and embedded debris and nails.
Casings judged to be fit for retreading first have the old tread buffed. Tyres can be retreaded multiple times if the casing is in usable condition.
Material cost for a retreaded tyre is about 20% of the cost of making a new tyre. About 90% of the original tyre by weight is retained when it is retreaded. A 1997 U.S. study estimated that the current generation of commercial vehicles tyres last up to 600,000 miles if they're retreaded two to three times.
-- The Pre-Cure Process
With the pre-cure process, a previously prepared tread strip is firmly attached to the tyre casing. This method allows more flexibility in tyre sizes, and is the most commonly used method, but it results in a seam where the ends of the strip meet.
-- The Mould-Cure Process
With the mould-cure process, raw rubber is applied to the tyre casing. It is then placed in a mould where a tread is formed. A dedicated mould is required for each tyre size and tread design.
-- Bead to Bead Moulding
Bead to bead moulding is a refinement where retreading is also applied to the tyre side walls. These tyres are given an entirely new branding and information on inflation pressure etc.
-- Retread Regulations
In Europe all retreads, by law, must be manufactured according to EC Regulation 108 (car tyres) or 109 (commercial vehicle tyres). As part of this regulation all tyres must be tested according to the same load and speed criteria as those undergone by new tyres.
In the United States, the Department of Transportation requires the marking of a DOTR number which references the name of the retreader and the date of retreading.
-- The Safety of Retreads
The United States National Highway Traffic Safety Administration recognises the public perception that retread tyres frequently used by heavy vehicles are less safe than new tyres, as evidenced by tyre debris frequently found on highways.
The NHTSA is continuing research to determine the proportion of tyre debris from retreads in comparison to new tyres. Additionally, the NHTSA is researching the cause of tyre failure in retreads.
-- The Environmental Impact of Retreads
Retread tyres lower the volume of raw materials required compared to manufacturing a new tyre. This includes a 70% reduction in the use of oil. It also means significant reductions in greenhouse gas emissions.
In addition to reducing the amount of raw materials extracted, retread tires also minimise the amount of waste that ends up in landfill.