View allAll Photos Tagged Manufacturing_process
Beyond Prototyping is a research project looking at the dynamics between the designer, manufacturing process and the consumer in creating everyday products in the age of digital fabrication. The “meaning” of an artifact transcends its physical utility and technical characteristics and is increasingly a personal narrative. The three case studies, Ciphering, Locatable and Highlight illustrate different strategies of how the experts and the target audience can together create meaningful, unique artifacts, based on an algorithmic design idea and through an online platform for intuitive interaction.
credit: Michael Burk
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.
David Mellor Visitor Centre
David Mellor is internationally famous for his cutlery.
His chic factory in Hathersage, designed by Sir Michael Hopkins, and purpose-built on the site of the old gasworks, is hailed as a minor masterpiece of modern architecture.
Built in local gritstone with a spectacular lead roof, it blends beautifully into the rural landscape. The factory is open for viewing on Sundays and visitors are welcome to take a look around and watch the various designs being made.
The manufacturing process is surprisingly low-tech and most of it done by hand – if nothing else this explains why the cutlery is so expensive (and so collectable).
In addition to the factory, there is also a stylish shop, a classy café and an interesting design museum.
David Mellor died in 2009, and his talented son Corin continues the design tradition at Hathersage.
The Round Building
by Sir Michael Hopkins
My image shows The Round Building on a cloudy afternoon.
Museu del Disseny / Design Museum Barcelona, Spain
The Museu del Disseny de Barcelona brings together, under one roof, the collections of the Museu de les Arts Decoratives, the Museu de Ceràmica, the Museu Tèxtil i d'Indumentària and the Gabinet de les Arts Gràfiques, to showcase its vast heritage of more than 70,000 objects.
The Museu del Disseny is based on a common theme «From the decorative arts to design», and is dedicated to the culture of the object, focusing on pieces that are often from the everyday sphere, their design, manufacturing process, use and distribution, aesthetic and functional obsolescence, all from a 21st-century perspective.
The Disseny Hub Barcelona building was designed by MBM architects. The building comprises two parts: an underground section made possible by the change in level caused by the redevelopment of the square; and a block at street level, which cantilevers out towards the Plaça de les Glòries, 14.5 metres above the ground. This block houses the venues for long- and short-term temporary exhibitions, as well as a hall for events and a large auditorium. Most of the building's floor space is located below this level and houses key areas such as the main exhibition gallery, the documentation centre, research rooms, the bar and restaurant and the shop. The entire project complies with high environmental quality and sustainability standards which are achieved through a large-scale, self-sufficient energy system.
Old Cemetery, Ipswich, Suffolk
Memorials to members of Ipswich's famous Ransome family.
The white cross remembers Robert Charles Ransome and his wife Elizabeth, who lived with four children and six servants at Orwell Lodge, a large house on Belstead Road, Ipswich, a road where several prominent Ipswich families had large houses. Robert's grandfather, also called Robert Ransome, had invented a cold iron manufacturing process which was particularly suitable for the sharp implements required for agriculture. His foundry in Ipswich grew into what would become the largest factory for the manufacturer of agricultural machinery in Europe.
Robert Charles Ransome became chairman of the family firm of Ransome and Sons in the early 1860s. Soon afterwards, two of his brothers broke away from the firm by mutual consent to form a new company, Ransomes & Rapier, which would concentrate on heavy engineering, particularly the construction of steam trains and cranes. Ransome and Sons evolved into Ransome, Sims and Jefferies, by the early 20th century the largest employer that Ipswich would ever know. The firm survived until the recession of the late 1980s, when most of Ipswich's heavy engineering firms went out of business.
By the time of his death, Robert Charles Ransome was probably the richest man in Ipswich, but his Quaker faith probably explains the relatively simple memorial when compared with the more ostentatious gravemarkers of other prominent Ipswich families like the Pauls, the Prettys, the Fisons and the Catchpoles.
from blog.quibids.com/above-and-beyond-managers-mike-domingos/
Each month at QuiBids we get to celebrate a particular manager or employee whose work steps up above and beyond what’s expected of them and achieves that rare, particular balance between quantity and innovation: working hard while working smart.
This month it’s Mike Domingos, who’s our director of strategic sourcing! Mike spends his time building relationships with suppliers so we can offer you the most competitive retail prices we can! He also drinks enough coffee each day to keep a whole stable of horses caffeinated. Here’s your chance to get to know him!
Where did you work before QuiBids?I have been a principle in seven companies over the last few decades. Primarily involved in the food business with a focus on manufacturing, processing, distribution, sales, marketing and merchandising of products sold globally. Other ‘side’ companies included a house restoration company and a coffee company. Just prior to QuiBids, for eight years I owned a consulting company with a focus on moving companies from third-tier buying practices to first-tier procurement, which ties in very well with QuiBids as does much of my background. Clients included major companies like the MGM/Mirage Resorts out of Las Vegas. I also worked closely with the FDA and FBI intermittently for a period in 2008 and 2009 on projects focused on Agro-Terrorism. I have always enjoyed variety in my work efforts and QuiBids provides that in a fun and exciting manner!
How many mugs of coffee do you think you drink in a given week? Give us your best casual estimate.
I drink at least eight mugs of coffee every day. I am typically up by 5:30 a.m. and in the office well before 7:00. Fortunately recent news states that men who drink five cups of coffee each day will reduce their potential for diabetes II by 50%, so now I don’t let people tell me I drink too much coffee!
You’re a Disney Land enthusiast. What’s your favorite attraction out there?I’ve been to Disney Land well over 50 times and Disney World about 4 times. Indiana Jones is my favorite in Disney Land.
Got a favorite movie, and/or TV show?For TV – give me CNN NEWS! Love it! Don’t tell anybody but I’m getting pretty good at Tiger Woods Golf on my PlayStation3!
What’s something that most of your QuiBids coworkers don’t know about you?There’s a Catch 22 — if I told you they would all know! Hmmmmmm … my youngest son was in gymnastics for years with Matt Beckham and that’s why I’ve known him since he was about twelve years old .
Fill in the blank: Given 72 hours and a big bag of money to do whatever I want, I go to Las Vegas _______.
and play CRAPS because I’m good at it.
Tell us about somebody who had a meaningful and positive impact in your life?Other than my parents who were supreme, my uncle John, my father’s brother, whose dedication and hard work ethics helped me understand many facets and directions incorporated into my life.
So one day a Hollywood director shoots a film about your life. Who do you pick to play you? Al Pacino
What’s your favorite part about working for QuiBids?
Watching and being a part of the growth and success of this company. Appreciating the capabilities and the determination of the executive branch and very much enjoying the youth of this company and the fun and spirit they exude — they keep me young! (Well, at heart anyway!)
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.
Moon Motor Car Company of St. Louis, Missouri. (1905 - 1930)
on display in the lobby of the Harrisburg International Airport
Harrisburg, PA
Feb 2013
The company had a venerable reputation among the buying public, as it was known for fully assembled, easily affordable mid-level cars using high-quality parts. Often this meant the manufacturing process required more human intervention, leading to operating losses.
Iowa is a U.S. state in the Midwestern United States, a region sometimes called the "American Heartland". Iowa is bordered by the Mississippi River on the east and the Missouri River and the Big Sioux River on the west; it is the only U.S. state whose eastern and western borders are formed entirely by rivers. Iowa is bordered by Wisconsin and Illinois to the east, Missouri to the south, Nebraska and South Dakota to the west, and Minnesota to the north.
In colonial times, Iowa was a part of French Louisiana; its current state flag is patterned after the flag of France. After the Louisiana Purchase, settlers laid the foundation for an agriculture-based economy in the heart of the Corn Belt.
In the latter half of the 20th century, Iowa's agricultural economy made the transition to a diversified economy of advanced manufacturing, processing, financial services, information technology, biotechnology, and green energy production. Iowa is the 26th most extensive in land area and the 30th most populous of the 50 United States. Its capital and largest city is Des Moines. Iowa has been listed as one of the safest states in which to live.
en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_...
www.keyatwinscrew.com/compounding-system/sk-series-co-rot...
SK series twin screw extruder is the crystallization of more than 30 years'experience in the equipment manufacturing industry, more than 400 kinds of material technology application and thousands of working conditions verification of KY. Screw diameter can be selected from 26 mm to 135 mm.
SK Series double screw extruder adopts the welding and manufacturing process of international leading standards. It provides the best stability and reliability in operation and has successfully succeeded in replacing imported products in China.
e, the system is smaller and equipped with more powerful lubrication and cooling system, which enables users to use extruders safely and quietly.
British BiBBY torque limiter with high sensitivity and reliability can effectively avoid equipment shutdown due to improper operation or accidental overload.
Siemens's global joint insurance ILE0 series inverter motor has the characteristics of high efficiency, energy-saving, safety and so on. It provides technical support and service for localization.
Optimizing Processing Section
The processing section of the SK series double screw extruder can be flexibly configured for transportation, plasticization, mixing, shearing, homogenization, devolatilization and pressure according to the technological requirements of users' materials.
The screw and barrel can be made of HIP powder metallurgy material, which can achieve high wear resistance, high corrosion resistance and other extensive fields of operation.
The involute spline of the German standard (DIN5480) is adopted to meet the requirements of higher torque and higher speed.
Optimized screw size-diameter ratio (D0:D=1.55), reliable inter-model amplification effect
Internet-based New Generation Control System
The control system of SK series twin screw extruder can choose conventional instruments, PLC, PCC, DSC to meet different needs.
Modular design, the touch screen can be compactly installed on the mainframe
Customized programming design is satisfied with the upstream and downstream matching equipment of different mixing projects
Provide formulation, project management functions, process and production data visualization
Integrating computer technology, mobile Internet technology and industrial automation technology to realize real-time data management and control of multi-terminal
Parameter of SK Series Co-rotating Twin Screw Extruder
SK Series Co-rotating Twin Screw Extruder ModelProduction capacity kg/hr (reference value)
Material Process CategoryTypical MaterialSK26SK36SK53SK63SK73SK96SK136
Filling modificationPE, PP, EVA, etc. + calcium carbonate, talcum powder, titanium dioxide5~1045~90150~300300~500600~8001200~15001800~2700
ABS, PC, PS, etc. + aluminum hydroxide, magnesium hydroxide, antimony oxide
PP, PA, ABS, etc. + iron powder, magnetic powder, ceramic powder10~2090~135180~300380~500700~9001300~18001800~3000
blending modificationPP, PE, PS + SBS; PP, PA + epdmpp + NBE; EVA + silicone rubber, etc5~1060~100150~240270~450500~7501000~17001600~3000
PE, PA, PC, CPE + ABS; ABS + TPU; PBT + pet; PP + PE, etc5~1045~90120~240270~380450~6001000~15001200~3000
MasterbatchPE, PP, ABS, EVA, PS, etc. + pigment and other additives3~845~75150~230270~360380~500900~1200900~1800
Functional MasterbatchDegradable masterbatch: PE, PS, etc. + starch, etc3~845~90140~230230~330380~500900~1200900~1800
Flame retardant masterbatch: PP, PA, ABS, PBT, etc. + flame retardant and other auxiliaries3~860~100150~270300~450500~7501200~17001500~2700
Double control masterbatch: PE + antifogging agent, stabilizer, etc.; high insulation masterbatch; cooling masterbatch; rheological modified masterbatch3~845~75100~150270~360420~540900~1200900~1800
Carbon black masterbatch: PE, EVA, ABS, etc. + carbon black3~830~6090~150230~330380~500800~1000900~1500
Glass fiber (carbon fiber) reinforced modificationPP, PBT, ABS, as, PA6, PA66, PC, POM, PPS, pet, etc. + long fiber or short fiber or whisker5~1075~120180~270300~450450~700900~14001500~2400
PP, PBT, ABS, as, PA6, PA66, PC, POM, PPS, pet, etc. + carbon fiber5~1045~90150~240270~330380~500900~12001000~2100
Special materialsEVA hot melt adhesive, polyurethane3~845~9090~140150~230300~380700~800700~1500
Fluororubber, fluoroplastics3~830~6060~120150~230230~300600~750700~1400
Optical cable coating material, acetate fiber, PP cigarette filter material3~845~90150~230300~380450~6001200~15001500~2400
TPR shoe sole3~890~150230~300450~500700~8001300~17001500~3000
Luminescent plastics, antibacterial plastics, UV resistant plastics, PE crosslinkable tube materials3~860~90180~270330~450500~600900~12001000~1800
Various cable materialsHDPE, LDPE, LLDPE, MDPE insulation material and sheath material; PE radiation crosslinking cable material; PE silane crosslinking cable material3~845~90150~230270~380450~600750~10001000~1700
Flame retardant polyolefin cable material, PP cable material3~890~120180~270380~450600~7001100~14001200~1800
Low smoke and low halogen flame retardant PVC cable material5~1030~60120~180230~300380~500800~1000900~1500
Reactive extrusionPolyamide polycondensation, polyester melt polymerization, polyurethane addition polymerization, polycarbonate polycondensation, bulk continuous polymerization of POM1~230~50150~230300~380450~600750~900700~1500
Post treatment of exhaust devolatilizationChlorinated polypropylene, super absorbent resin, K-Resin, chlorosulfonated polyethylene, fluoro rubber, etc1~2Max75Max150Max300Max450Max900Max1500
powder coatingPolyester type, epoxy type, propyl ester type, polyurethane type, acrylate type, etc3~8150~230300~450600~7501000~12002100~23002200~4500
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
-----------------------------
hypersonic bomber, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjetdefense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, air force of science and research,
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
The Asiel RF is our top of the line, flagship carbon racing frame. It is the result of 20 years of technological advancement, offering superior materials, manufacturing processes, and design. The Asiel RF is hand made with a tapered head tube/fork, BB30 bottom bracket (or Italian thread), and an integrated seat post. This makes for a no-compromises race frame that is unmatched in performance and is 20% lighter and 27% stiffer than the Asiel. A new paint scheme has also been developed to give this high caliber frame a unique and stunning look.
(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.
-----------
(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.
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!
NOTE -- HUGE (4.5 MB) image also available. This image could be nicely cropped.
Tarco Formulates a New Self-adhering Underlayment for Metal and Tile Roofing: PS200MU
PS200MU is a premium, high temperature, self-adhering, modified bituminous underlayment with non-abrasive polyolefinic upper surface with good walkability
LITTLE ROCK, ARKANSAS – Tarco today announced LeakBarrier PS200MU Ice and Water Armor, a self-adhesive, glass fiber reinforced, modified bituminous underlayment especially for metal roofing. It helps protect a building’s deck or internal structure against leaks caused by ice and water damming and wind-driven rain.
PS200MU is specially formulated for use in high temperature environments. The upper side is made of a nonabrasive polyolefinic film that has anti-skid properties for good walkability. Two key attributes of a metal roofing underlayment are that it slides under the metal roof without scratching it; and that it is tolerant of high temperatures often reached beneath a metal roof. PS200MU offers both of these features.
PS200MU is highly effective in critical roofing areas such as valleys, ridges, coping joints, chimneys, vents, dormers, skylights, and low-slope sections. While ideally suited for use under metal roofing, it is also an excellent choice as an underlayment for shingles, slate, and mechanically attached tiles.
The polymer-modified asphalt gives excellent pliability and the film surface is UV resistant. An anti-skid treatment allows for good walkability. This underlayment is exceptionally durable with high tensile and tear strengths. Glass fiber reinforcement imparts high dimensional stability.
It is a cost-effective sheet for clean, easy-to-handle, self-adhering applications. The split-back release film peels off for easy installation and handling and PS200MU adheres to a variety of substrates. The membrane lays flat and resists wrinkling for ease of application and a 60-day exposure allows for long term dry in. It provides instant watertight laps and self-seals around nails.
The SBS-based membrane is specially formulated to provide high-temperature stability to 250 degrees Fahrenheit, making it ideal for use as an underlayment in metal roofing applications. The high temperature stability of the PS200MU membrane makes it especially attractive for residential and commercial metal roofing applications, although it is also suitable for shingle, slate and tile.
Tarco’s family of LeakBarrier Ice and Water Armor membranes now includes three metal roofing underlayment products, including PS200MU, PS200HT and NR500HT.
All three products withstand high temperatures and they are nonabrasive and provide good walkability. The main difference is upper surface: PS200MU uses polyolefin and PS200HT uses polyester, while NR500HT is a premium 40 mil (1 mm) thick, non-reinforced roofing underlayment with an upper surface of cross-laminated polyethylene-based Valeron film.
PS200MU Meets ASTM D1970. It has Miami-Dade County Approval NOA No. 08-0804.10 and meets ICC-ES ESR-2116 as well as Florida Building Code FL 10450-R1.
It is listed under the UL Prepared Roofing File No. 16744. It is not for use in adhesive (foam) set tile applications and it is not recommended for extreme high temperature environments such as under copper or zinc metal roofing.
Each of the metal underlayment products is covered by a “Thirty Year Self Adhesive Metal and Tile Underlayment Material Warranty.” Coverage and conditions pertaining to coverage are detailed in the warranty, which is available on the Tarco Website.
“Tarco now manufactures three distinct underlayment products suitable for metal roofing and other high temperature environments,” says Steve Ratcliff, President of Tarco. “That means more choices for roofing contractors. Metal roofing projects are not all the same and contractors have different preferences. Between PS200MU and PS200HT and NR500HT roofing contractors can find exactly the right features in a peel-and-stick underlayment for metal roofing applications. Tarco is pleased to be in a position to provide these premium SBS-based underlayments to this fast-growing segment of the roofing industry.”
For more details, contact Tarco, One Information Way, Suite 225, Little Rock, AR 72202. Phone 501-945-4506, Toll Free 800-365-4506, Fax 501-945-7718. Visit Tarco on the Internet at www.tarcoroofing.com.
# # #
Tarco Offers 30-year Material Warranty on Three Self-adhering Metal and Tile Underlayments
LITTLE ROCK, ARKANSAS – Tarco today announced coverage of three products in its LeakBarrier family of premium underlayment products. The warranty is titled the “Thirty Year Self-Adhesive Metal and Tile Underlayment Material Warranty.”
Coverage and conditions pertaining to warranty coverage are detailed in the warranty, which is available on the Tarco Website. The warranty applies to any of Tarco’s three self-adhering, metal and tile roofing underlayment products, including PS200MU, PS200HT and NR500HT Ice and Water Armor.
Each of these underlayment products is specially formulated for use in high temperature environments. Their differences are as follows:
· PS200MU Ice and Water Armor is a self-adhesive, glass-fiber reinforced, modified bituminous underlayment with a nonabrasive polyolefinic film that has anti-skid properties for good walkability.
· PS200HT Ice and Water Armor is a self-adhesive, glass-fiber reinforced, modified bituminous underlayment with a polyester upper-side that provides good walkability and excellent tile foam attachment properties.
· NR500HT Ice and Water Armor is a premium 40 mil (1 mm) thick, non-reinforced, self-adhering roofing underlayment with an upper surface of cross-laminated polyethylene-based Valeron film, which also provides good walkability.
All three products withstand high temperatures and provide good walkability. Two key attributes of a metal roofing underlayment are that it slides under the metal roof without scratching it; and that it is tolerant of high temperatures often reached beneath a metal roof. All three of these products have these features, and so all three are suitable for use under metal as well as tile.
“The Thirty Year Material Warranty for these metal and tile roofing underlayment products reflects the application,” says Steve Ratcliff, President of Tarco. “Tarco has perfected its membrane formulations, product designs and manufacturing processes sufficiently so that it can offer these 30-year warranties with complete confidence.”
According to Ratcliff, metal or tile roofs typically have long service lives so there is an expectation that the underlayment also will last for decades. In these applications, the metal or tile serves as a primary roof, protecting the underlayment from physical damage, but metal and tile are not completely watertight. Hence, a watertight underlayment is necessary to protect the interior of the building from moisture penetration. “The two system components – primary roof and secondary water barrier -- complement each other perfectly,” concludes Ratcliff.
For more details, contact Tarco, One Information Way, Suite 225, Little Rock, AR 72202. Phone 501-945-4506, Toll Free 800-365-4506, Fax 501-945-7718. Visit Tarco on the Internet at www.tarcoroofing.com.
...from seashoretaffy.com
THE ACCIDENTAL TAFFY
Legend has it that Salt Water Taffy received its name by accident. A young candy merchant, opened a taffy stand on the first Atlantic City Boardwalk - then just two steps above sea level. One night a generous tide brought in a lively surf which sprayed sea foam over his establishment and dampened his stock of candy. The next morning, the merchant was dismayed to find his merchandise wet and responded to a girl's request for taffy with a sarcastic but witty, "you mean Salt Water Taffy." The name, stuck!
FROM FISH MERCHANT TO CANDY MAKER
At the same time Joseph Fralinger, a former glassblower and fish merchant, opened a retail store on the Boardwalk. Within a year, Fralinger had added a taffy concession and spent the winter perfecting the Salt Water Taffy formula, first using molasses, then chocolate and vanilla, eventually reaching 25 flavors
As Fralinger's grew to six locations, he decided that Salt Water Taffy should return home with resort visitors. Using experience from his fish merchant days, he packed one pound oyster boxes with Salt Water Taffy, making it the first "Atlantic City Souvenir." The one pound box still remains the most popular souvenir almost 125 years later. By 1899 Salt Water Taffy had become a household word across America!
PULLING THE HISTORY TOGETHER
Meanwhile, confectioner Enoch James and his sons claim to have been making Salt Water Taffy before they introduced it on the Atlantic City Boardwalk in the 1880's. After many years of working for large candy companies throughout the country, Mr. James brought his family to Atlantic City to sell their "original" Salt Water Taffy.
Enoch James developed a high quality recipe that would not pull out one's teeth. He also eliminated the stickiness that made the taffy and its wrapper inseparable. The result was a smooth, rich, wholesome taffy available in a variety of flavors and a new "Cut-to-fit-the-mouth" shape. The James' product line soon extended to chocolate dipped Salt Water Taffy, filled centers, chocolate taffy pops, macaroons and boardwalk fudge. Enoch James' packaged his confections in seashore novelties such as the "barrel" and "satchel" that are still popular today.
COOK, PULL, CUT AND WRAP -
MAKING SALT WATER TAFFY!
In the 1880's, Salt Water Taffy was cooked in copper kettles over open coal fires, cooled on marble slabs, and pulled on a large hook on the wall. Pulling the taffy was designed to add air to the corn syrup and sugar confection. By draping 10 to 25 pounds of cooled taffy over the hook and then pulling it away from the hook, the taffy stretched. When the taffy reached five or six feet in length, the puller looped the taffy back over the hook, folding it onto itself and trapping air between the two lengths.
An accomplished taffy puller would work quickly and listen for the familiar swish sound, then the smack or slap sound of the two lengths as they joined as one. This process of aeration helped to keep the taffy soft and prevented stickiness. The pulled taffy was then shaped by hand rolling it on a marble or wooden table into ¼ inch diameter snake. It was then cut to the proper length with scissors. And finally, the taffy was wrapped in a pre-cut piece of paper with a twist at both ends. All of this was done by hand and usually within the sight of Boardwalk strollers who were eager for entertainment.
By 1907, the James' family had updated the manufacturing process to include taffy wrapping machines, the first candy pulling machines, electric tempering ovens, and vacuum cooking kettles. These machines made great strides for the taffy manufacturing process and are the basis of how taffy is still made today.
4A Stepper Driver was manufactured for stepper motors used in CNC milling machine LILDIYCNC.
You can see the manufacturing process of this driver and have access to the entire documentation at the School of Architecture and Design PUCV website:
wiki.ead.pucv.cl/index.php/Desarrollo_Electr%C3%B3nica_DI...
or the project gallery on Flickr:
www.flickr.com/photos/111210627@N08/collections/721576486...
You can also see the process of construction of the machine in the following video:
*NOT MY PICTURE!*
Does anyone know how Blythe's are manufactured? Like, what process is used - which materials?
I only ask as I am planning to write a little short story about a Blythe doll, and the opening chapter is going to be about the manufacturing process. I'm in no way a writer - it's just something that has always interested me, and I thought what better thing to write about than what I know best - blythe! Though admittedly I'm having problems with the making of them... all I seem to have found is how Barbies are made and I gather Blythes are made a bit differently?
Any help will be greatly appreciated! Thank you so much!
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
The Green Corridor Farmer's Market and neighboring community garden are the anchor of a 3.5-mile initiative in Milwaukee, WI, that is seeing implementation of stormwater management practices and sustainable products and technologies.
The farmer’s market plaza, designed and spearheaded by Bryan Simon of Simon Landscape Co., is aesthetically unique, with the pavers used to visually define the space. The 66 10x10 stalls were created using CalStar Autumn blend pavers, each bordered by an 8-inch gray soldier course. CalStar pavers in tumbled natural, arranged in a 90-degree herringbone pattern, create the 8-foot-wide aisles. The look connects to the community garden via winding pathways made from CalStar
permeable pavers.
CalStar’s manufacturing process incorporates 37% local recycled material as the binder
and avoids the energy-intensive kiln firing required for clay pavers and the use of
Portland cement contained in concrete pavers, resulting in 84% less CO2 emitted and up
to 81% less energy used versus the manufacture of conventional pavers.
The plaza is designed to direct water flow in one direction, where it is then captured, filtered, and
recirculated through a 5,000-gallon AquaBlox rainwater harvesting system. The rainwater
collected will eventually be employed for the community garden, which includes an
amphitheater, pergola-covered seating areas, interactive water feature, and in-ground
garden plots and raised beds for rental.
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.
MAC posing in front of...
TimeWalker Chronograph DLC and Hugh Jackman.
The TimeWalker collection celebrates its 10th anniversary
With the debut of the TimeWalker Collection in 2004, Montblanc launched a new family of watches and simultaneously defined a new design vocabulary. Its salient features include architectonic lines, 43-millimetre case, narrow bezel and elegantly skeletonised horns, plus a large, planar dial with Arabic numerals in a distinctive, clearly contoured typography and characteristic lancet-shaped hands. This innovative look, lost none of its appeal during the preceding decade, combining masculine technology with sporty elegance and has made the TimeWalker line one of Montblanc’s most successful watch collections. Now Montblanc kicks off the second decade of this iconographic watch line with the presentation of the new TimeWalker Extreme Chronograph DLC.
“Diamond like carbon”
A “DLC” (for the “diamond-like carbon” material) treatment ensures that the toughness of the stainless steel case’s surface has been increased to the utmost. Miniscule glass spherules are blasted under high pressure to give the steel a microscopic texture to which the DLC coating can almost inseparably adhere, thus producing a fine matte finish on the surface. The same process is used on the other stainless steel components: i.e. the readily grasped crown, the chronograph’s buttons, the midnight-black pronged buckle, and the screwed back with its pane of sapphire crystal. The colour of the diamond-like carbon coating is described as “Black 4”, which stands for “very black”. The window in the case back offers a clear view of the automatic mechanical Calibre MB 4810/507. Equipped with an integrated chronograph function, this calibre is manufactured in accord with all the rules that govern the art of Swiss watchmaking. It ticks at a steady pace of 28,800 semi-oscillations per hour (4 Hz), so the chronograph’s elapsed-second hand advances in eighth-of-a-second increments – the exact measurement of brief intervals.
MB_TimeWalker Extreme_111684_front
A black stage set
The black of the new TimeWalker chronograph´s case continues on the large planar dial, which expresses the artistry of the cadraniers, as dial-makers are known in specialized horological language. The various displays of this watch’s face are presented on different levels. The middle stratum, which covers the centre and the periphery of the dial, is embellished with a fine embossed pattern of circular striations. The periphery bears the seconds scale for the chronograph’s slender elapsed-seconds hand and is subdivided into readily legible quarter-of-a-second increments to match the 4 Hz pace of the movement. The three subdials – one for the continually running second-hand and two for the chronograph’s elapsed-time counters – are positioned at the “6”, the “9” and the “12”. The matte black hour-circle without textural embellishment is positioned slightly above the middle plane and bears strongly luminescent Superluminova numerals in the patented TimeWalker typography, along with equally clearly legible double indices. Wholly dedicated to time measurement, this no-frills landscape is an excellent example of attention to legibility. It’s accentuated by a set of anthracite-grey ruthenium-coloured hands that clearly contrast with the midnightblack background. Five of the hands have the typical lancet shape and are inset with Superluminova; the chronograph’s elapsed-seconds hand is counterweighted and culminates in a red tip. The final display is the date window at “4:30”, where the current date appears against a black background in white numerals in the TimeWalker typography.
Innovative materials for the Wrist
Montblanc is living up to the preservation of the traditional craftsmanship values following the principles of the Swiss haute horlogerie and at the same time striving for innovative technologies and concepts. This quest for performance and innovation is reflected not only in unprecedented developments in the watchmaking world but as well in the materials used. The black wristband of the TimeWalker Extreme Chronograph DLC likewise makes an exceptionally technical and sportily elegant impression. It deserves special attention because of the complexity of its material combination and manufacturing process. The strap’s inlay is made of black “Vulcarboné” cautchouc which gives the wristband extreme strength and flexibility. Breakage-resistant twine in a colour that matches the leather’s hue is used to sew the cowhide to the upper surface of the rubber “soul”.
MB_TimeWalker_Extreme_
A laborious process textures the leather and simultaneously impregnates it with a treatment that doesn’t merely coat the leather, but conjoins with it and increases its structural strength – this innovative leather treatment leads to high-performance material with special shielding properties providing extra protection for the leather against abrasion, water, and fire. It is used for various elements through the different Montblanc product categories – a further proof that the complexity as well as the innovation and performance demands of Montblanc`s wristwatches are not limited solely to their movements, but also include other components such as wristbands, case construction and dials. This model’s high-tech wristband is secured by a black stainless steel pronged buckle which, like the other stainless steel parts, is micro-bead blasted and coated with a layer of Black 4 DLC.
The new Montblanc TimeWalker Extreme Chronograph DLC will become available in autumn 2014.
Crafted for New Heights
Yorkdale Mall signage.
Neat little Hemingray No 11 insulator. This is an early exchange pony style insulator that was replaced by the CD 113 Hemingray No 12, and the production of these was fairly slimmer than the production of the number 12's. I hear these are usually found in average condition with chipping on the base and such, but this one is one of the best I've seen so far. There's a unique feature on one of the drip points that I thought was a chip at first. Turns out that the empty spot is an opening into an air bubble inside the base of the insulator, must've been a small error in the manufacturing process. I've been trying to get my hands on one of these for awhile, as I've always liked early Hemingray insulators, and I finally was able to come across one.
(F-Skirt) HEMINGRAY/ No 11 (R-Skirt) PATENT MAY 2 1893 SDP
Index #010
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
From 1972, missing 1. It's fairly dirty, with a number of vertical lines running through it. I don't think it's a result of mistreatment by the previous owner, I suspect it was dirty equipment in the manufacturing process, and it was captured by the waxy coating MB used back then.
🎯🎯BULK BAG WITH LINERS
✅These particular bulk big bags come with pre-installed PE liners (Poly liners) that are affixed during the manufacturing process. These FIBCs with liners can contain dry bulk materials such as fertilizer, animal feed, and seeds, increasing protection against sifting, moisture, and other contaminants.
✅EPP’s durable, reusable big bags with liners offer both an additional layer of our high-quality material and long-term cost and time savings.
✅Jumbo Bags with Liners are offered in a variety of sizes and constructions. The most common type is spout top and discharge bottom big bags with 4 lifting loops. For custom sizes and design requests, please contact our product specialists at +84986002888.
==
🎯🎯BAO JUMBO CÓ LÓT TRONG LINER
✅Kiểu bao bì jumbo đặc biệt này này đi kèm với túi lót trong PE (PE liner) được lồng sẵn vào bên trong bao khi sản xuất. Những bao FIBC lồng PE này có thể chứa các vật liệu dạng khối và bột khô như phân bón, thức ăn gia súc và hạt giống, tăng khả năng bảo vệ khỏi hơi ẩm và các chất gây ô nhiễm khác.
✅Bao jumbo lồng túi lót PE bền chắc và có thể tái sử dụng của EPP cung cấp thêm một lớp bảo vệ chất lượng cao vừa giúp tiết kiệm thời gian và chi phí lâu dài cho quý khách hàng.
✅Bao Jumbo có lót liner được sản xuất với nhiều kích cỡ và cấu tạo khác nhau. Loại bao thông dụng nhất là dạng bao jumbo ống nạp đáy xả với 4 đai nâng. Đối với kích thước tùy chỉnh và yêu cầu thiết kế, vui lòng liên hệ với các chuyên gia sản phẩm của chúng tôi tại +84986002888.
==
🌐Website:https://epp.vn// eppvietnam.trustpass.alibaba.com/
📲Ms. Jennifer: +84 962 055 998 - sales02@epp.vn
📲Ms. Charlie: +84 986 002 888 - sales@epp.vn
#HighQualityBulkaBag #PPWovenJumboSuperSacks #SlingBigBagForCement #VentedJumboSacks #perforatedbulkbags #perforatedlogbags #intermediatedcontainerbag #Tontotebag #FIBCbigtotebag #HighQuality1TonToteBags #2tontotebags #pharmaceuticalindustrybigbag #HighQualityJumboBag #polypropylenebigbag #PPwovenbigbag #bulkbigbag #bigbag1000kg #bigbagPolypropylene #1000kgfibcbag #FIBCcementbags #Meshjumbobags #cementcontainerbag #Vietnamesecontainerbag #toteFIBCbag #TypeCbigbag #FIBCbagsforflammablepowders #jumbobagvietnam #bigbag700kg #wovenbulkbagVietnam #tonneBulkaBags #breathablebulkabags1tonne #CementJumboBags #BigVentedLogBag #1tontotebagsametricbag #groundablebulkbag #TypeCjumbobags
Silberline is a family owned business founded in the USA in 1945 which is now recognised as a major world leader in the manufacture and supply of aluminum effect pigments. The company has manufacturing, technical and research centres in Europe, Asia and North America. The European manufacturing headquarters are based in Leven, Fife.
Colt was approached for recommendations on improving the year round working environment and fire protection within two main production bays during ongoing improvements to the manufacturing process and buildings at the Leven plant.
Colt provided an integrated system of Colt WCO ventilators to provide natural, weathered extract ventilation, and ColtAir Inflow Units with filters and hot water heating coils to provide warm air during the winter months. Colt Seefire ventilators have been installed for smoke ventilation. The work is being carried out in two phases, with the second phase being installed in early 2014.
Contact: Jim Connor
Phone: +44 7767 230372
Email: jim.connor@uk.coltgroup.com
Here are images from my recent visit to the Cambo (www.cambo.com) factory in the Netherlands while I was visiting Amsterdam. Rene Rook of Cambo was nice enough to guide me through the entire production process as well as show me some vintage cameras from the companies history and show me their current product line (which was just recently updated at Photokina 2012)
for a full review of the products and a discussion of the images you see here (especially the vintage products) you can read the full article on my website www.brianhirschfeldphotography.com
"Urban Green: Bamboo Bicycle" tackles the construction of biodegradable bamboo bicycles. Despite their environmentally friendly reputation, their construction is a time-consuming process using synthetic sealants and toxic paints. To address these problems, the students developed a new manufacturing process that replaces the manual gluing and sanding of bamboo joints with faster steps. This is achieved through a combination of 3D printing and injection molding. Environmentally friendly materials such as bio-resin lignin and resin are used.
Winner of a YOUNG PROFESSIONALS AWARD of Distinction in the u19-create your world category of the Prix Ars Electronica 2021.
Credit: Angelina Djukic, Lukas Gabesam, Japleen Khurana, Alina Schweighofer, Euregio HTBLVA Ferlach
(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.
-----------
(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.
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
#Ceiling - Home builders began using asbestos ceiling tiles in the early 20th century, after the invention of Ludwig Hatschek manufacturing process in 1900. Because asbestos tiles were light and fire resistant, its use became popular. As technology improved manufacturing, companies began to produce tiles...
Project 252 - A Year at Roman
Roman welcomed a freelance journalist yesterday who visited us for a factory tour. David Bridle joined us on behalf of EKB Business and was taken around the factory, through production, the solid surface tray manufacturing facility, round customer services and into the showroom to see the finished products. As a trade journalist, David was particularly interested in our manufacturing process. We finished the tour with coffee and a presentation, and of course a pic for 252. Thanks to David who made the trip all the way from Essex to the North East. He also visited our neighbours over at PWS to see their site whilst he was up in the area.
Be part of Project 252
If you work with us, whether you're a supplier, customer, retailer, end user, interior designer, or a home / trade magazine then send us your photo & caption to marketing@roman-showers.com.
Keep Informed
For up-to-date Information from Roman Ltd Follow us on:
-----------------------
© 2012 Roman Ltd
Luxury British Shower Enclosure & Accessories Designer, Manufacturer and Supplier.
Radiation Warning Sign in Inuit, c. 1978
Canadian Science and Technology Museum CSTM Artifact no. 1994.0020.
Students, University of Ottawa History Department
Group Members: Shane Zurbrigg, Adam Gordon, Sam Rand
Note the odd nature of the text throughout, it looks as if it were done with a stencil, and the text lacks uniformity. This suggests that the sign was individually made, rather than a part of a larger manufacturing process.
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.
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.
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.
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)
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Here are images from my recent visit to the Cambo (www.cambo.com) factory in the Netherlands while I was visiting Amsterdam. Rene Rook of Cambo was nice enough to guide me through the entire production process as well as show me some vintage cameras from the companies history and show me their current product line (which was just recently updated at Photokina 2012)
for a full review of the products and a discussion of the images you see here (especially the vintage products) you can read the full article on my website www.brianhirschfeldphotography.com
Here are images from my recent visit to the Cambo (www.cambo.com) factory in the Netherlands while I was visiting Amsterdam. Rene Rook of Cambo was nice enough to guide me through the entire production process as well as show me some vintage cameras from the companies history and show me their current product line (which was just recently updated at Photokina 2012)
for a full review of the products and a discussion of the images you see here (especially the vintage products) you can read the full article on my website www.brianhirschfeldphotography.com