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The Password:JDM Dry Carbon Fiber Engine Cover for the 2013+ Subaru BRZ / Scion FR-S will clean up the look of your engine bay! Like all of our Dry Carbon parts we manufacture, this engine cover has been precision crafted for a perfect fitment every time. We have used a fade resistant resin during the manufacturing process to ensure this plug cover will always look & function as good as the day you bought it!
Includes all necessary mounting hardware.
Features include:
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- two options to choose from, dry carbon fiber and dry carbon kevlar
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- Made in the USA
- Badass looks for your BRZ or FR-S engine bay!
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
Superstructure will be abrasive blasted, then vacuum cleaned, then plasma burned to ensure components are reduced to their baseline state as part of the re-manufacturing process
EXHIBITION
100 Best Posters 14
GERMANY, AUSTRIA, SWITZERLAND
MI, MO 11/11/2015, 03/28/2016
MAK Art Print Hall
Already for the tenth time, the MAK in the exhibition 100 Best Posters 14. Germany Austria Switzerland shows the hundred most compelling design concepts in the probably hottest medium of visual everyday culture: the poster. The current winning projects of the popular graphic design competition are characterized by an enigmatic pictural humor, explosive colors as well as precise designs and demonstrate impressively that a poster can be more than just an banal advertising space. Many of the award-winning works furthermore also rely on a subtle play with typography. Innovative ideas can also be found in the manufacturing process: This year's competition shows that you can readily knit posters in high-tech process or use a thermo-insulating space blanket as carrier material for screen printing.
Hardly any medium is such clocked on the consumption and nevertheless sets trends at the cutting edge. "[...] The poster designer challenges himself repeatedly and enjoys himself at gained symbols." Says Götz Gramlich, President of the association 100 Best Posters eV, and he postulats. "A good poster unfolds in the mind of the beholder."
From over 1 800 submitted individual posters, composed of contract work, self-initiated posters/self-promotion as well as student project orders from Germany, Austria and Switzerland, awarded the international jury, consisting of Richard van der Laken (Amsterdam, Chairman), Christof Nardin (Wien), Jiri Oplatek (Basel), Nicolaus Ott (Berlin) and Ariane Spanier (Berlin), the 100 winning posters of the year 2014.
In the competition participated 575 submitters (men and women), of which 48 are from Austria, 128 from Switzerland and 399 from Germany. The leader among the winning 100 best is Switzerland with 51 winning projects, followed by 44 German and 5 Austrian contributions.
The by sensomatic design (Christine Zmölnig and Florian Koch, Vienna) designed catalog offers in addition to the illustrations of all the winning posters and the contacts with the designers also this year a captivating essay by Thomas Friedrich: On the dialectics of image and text in the poster today. In a concise way, he looks at the contextuality of posters and explains the theme facetiously and pictorially based on a poster for a bullfight. Read more in the catalog!
For the corporate design of this year's competition and the new Web Visuals also sensomatic design, Vienna, is responsible. Since June 2014, the new online archive on the homepage of the 100 Best Posters Registered Association offers a comprehensive overview of all award-winning works from the years 2001-2014.
The exhibition takes place in cooperation with 100 Best Posters e. V.
100-beste-plakate.de
Curator Peter Klinger, Deputy Head of the MAK Library and Works on Paper Collection
AUSSTELLUNG
100 Beste Plakate 14
DEUTSCHLAND ÖSTERREICH SCHWEIZ
MI, 11.11.2015–MO, 28.03.2016
MAK-KUNSTBLÄTTERSAAL
Bereits zum zehnten Mal zeigt das MAK in der Ausstellung 100 BESTE PLAKATE 14. Deutschland Österreich Schweiz die einhundert überzeugendsten Gestaltungskonzepte im wohl heißesten Medium der visuellen Alltagskultur: dem Plakat. Die aktuellen Siegerprojekte des beliebten Grafikdesignwettbewerbs bestechen mit hintergründigem Bildwitz, explosiver Farbgebung sowie exakten Ausführungen und demonstrieren eindrücklich, dass ein Plakat mehr als nur banale Werbefläche sein kann. Viele der prämierten Arbeiten setzen außerdem auf ein subtiles Spiel mit Typografie. Innovative Ideen finden sich auch im Herstellungsprozess: Der diesjährige Wettbewerb zeigt, dass man Plakate ohne Weiteres im Hightech-Verfahren stricken oder eine thermo-isolierende Rettungsdecke als Trägermaterial für einen Siebdruck verwenden kann.
Kaum ein Medium ist derart auf den Verbrauch hin getaktet und setzt dennoch Trends am Puls der Zeit. „[…] der Plakatgestalter fordert sich immer wieder selbst heraus und erfreut sich an gewonnenen Sinnbildern.“ so Götz Gramlich, Präsident des Vereins 100 Beste Plakate e. V., und er postuliert: „Ein gutes Plakat entfaltet sich im Kopf des Betrachters.“
Aus über 1 800 eingereichten Einzelplakaten, zusammengesetzt aus Auftragsarbeiten, selbst initiierten Plakaten/Eigenwerbungen sowie studentischen Projektaufträgen aus Deutschland, Österreich und der Schweiz, prämierte die international besetzte Fachjury, bestehend aus Richard van der Laken (Amsterdam, Vorsitz), Christof Nardin (Wien), Jiri Oplatek (Basel), Nicolaus Ott (Berlin) und Ariane Spanier (Berlin), die 100 Siegerplakate des Jahres 2014.
Am Wettbewerb hatten sich 575 EinreicherInnen beteiligt, davon 48 aus Österreich, 128 aus der Schweiz und 399 aus Deutschland. Spitzenreiter unter den prämierten 100 Besten ist die Schweiz mit 51 Siegerprojekten, gefolgt von 44 deutschen und 5 österreichischen Beiträgen.
Der von sensomatic design (Christine Zmölnig und Florian Koch, Wien) gestaltete Katalog bietet neben den Abbildungen aller Siegerplakate und den Kontakten zu den GestalterInnen auch dieses Jahr einen bestechenden Aufsatz von Thomas Friedrich: Zur Dialektik von Bild und Text im Plakat heute. In pointierter Form geht er auf die Kontextualität von Plakaten ein und erklärt das Thema witzig und bildhaft anhand eines Plakats für einen Stierkampf. Mehr dazu im Katalog!
Für das Corporate Design des diesjährigen Wettbewerbs und die neuen Web-Visuals zeichnet ebenfalls sensomatic design, Wien, verantwortlich. Seit Juni 2014 bietet das neue Online-Archiv auf der Homepage der 100 Beste Plakate e. V. einen umfassenden Überblick aller prämierten Arbeiten aus den Jahren 2001 bis 2014.
Die Ausstellung findet in Kooperation mit 100 Beste Plakate e. V. statt.
100-beste-plakate.de
Kurator: Peter Klinger, Stellvertretende Leitung MAK-Bibliothek und Kunstblättersammlung
Standardize the Adjustment,
Then Gain the Standard and Use it to Adjust
“After people die, they face judgment in hell. On the scales behind Thoth, the god of wisdom, are the hearts of the dead and feather representing truth. If the scales are imbalanced the beast in front of Thoth devours a heart and the deceased is unable to live eternally in heaven”. What exactly is this feather of truth? Standing at the side of the deceased person’s heart, watching the movement of the feather of truth would be terrifying. Could anyone pass such a trial? But the Book of the Dead from ancient Egypt says this is what happens. Between the universe and the unseen world there is a standard and good and bad, beauty and ugliness, right and wrong can be forcibly divided into two. Perhaps, like me, you will feel this unfair cruelty and from your flying start say loudly that this is not the only unfair thing. But how is this balance produced? How do the two sides stay counter-posed? How do we balance and find the standard? As we look at the feathers of truth, suspicion, curiosity, and wonder rise to the surface from the bottom of the heart.
God is to be admired for making people so finely. Even twins from the same egg will be different as a result of acquired effects. At first glance they seem alike, but their thinking changes as they grow and have different experiences, turning them into two separate entities, taking different future directions and living different lives. The standard is like their separation into two fair embryos. God loves his works deeply and so should treasure each one, consequently, although there is infinite difference in the world, all the beauty that He has created, has in essence, not really been judged separate. Although God, who looks down from above, thinks this way, these beautiful works living on earth each have their own view.
How can people have a standard for judging the world? This may well touch on the question of people’s ability to achieve balance. Although every individual’s balance is different, the standard of the world balances everything from a variety of choices. To a certain degree, a standard is a kind of language for balancing people’s values. If the balance between people has no official measure then it is impossible for people to communicate effectively, because communication is based on different receivers and transmitters. Communication is only possible because the receiver understands the transmitter and the transmitter understands the receiver. This is perhaps the reason why Emperor Chin Shih-huang issued a new set of measuring standards for the whole country and Pan Ku in the Han dynasty recorded standards established at the time. If there are no basic standards in a country, no fair and equal measures nationally, there is clearly unfairness between people and how then can it be called a unified country? Standard civilization developed as a result. It is this fact that gives birth to standardized civilization. In this way, the standards involved in he planning of the object system planning extended to the way people measure new/ old fashioned things, right/wrong, perfection/rotten.
As time passes and the communication people move on, units continually change, continually transforming at the moment people communicate. However, like past historical records, in the midst of multiple viewpoints only one official history rises to the surface. In this way, the balance in the author’s heart is expressed while the histories of others are forgotten. This is certainly a point worthy of doubt. From the beginning of human civilization to the present, so many people have existed on this earth, so why does the memory of the past just follow a certain standard definition of reality? Rulers from different times are continually used to dig up graves of the past and weigh the existence of truth. However, while doing this time does not move backwards and truth is dug deeper and deeper, no longer returning to the same balance threshold, using the balance of the past to determine the truth for past things. Similarly, in the sunlight of the world today the balance of the past is like the unearthed terracotta warriors. Outside their tomb, they grew fungus due to the moisture in the air, unable to show their original sheen. To prevent the fungus worsening the only course of action was to re-bury the balance of the past in the tomb.
Enlarging standard frames, use the aforementioned image to view Shih Hsuan-yu’s Close the world/Open the next. As the artist says: “To a certain degree I am a very small creator.” Each of his works has been given a personality. Perhaps from their description or expression, the fragments of personality are made visible in the shadows, as we seem to see a faint self-balance. In a world that has been created all systems, standards and value judgments gain balance from their own communication. The joining of each fragment is enough to constitute balance in the mind of the creator. This is a new standard in the new created world. The communication of balance between works means that like living people they ponder the created world, developing their own style. However, for those of us who escape the world to communicate with them, we need to stand on the same ground they occupy, loosening the screws of the standard and thereby finding the balance. Only by finding this balance can we feel an alternative new standard in this created world. Isn’t this true? However, the Creator has his own standards for everything. So everything he creates is beautiful, and meets His own standard. Perhaps! As a creation, I cannot fully understand the measurements of the Creator and can’t be sure whether he even has such a measure?
If God has had no standard for his creations since the beginning of time, why do people divide things, making the world different and exciting because of balance? “It is good that God is looking” says the Book of Genesis. Perhaps we were selected according to a standard in the manufacturing process, so that everything produced met the standard. God did not make things that do not meet the standard. Maybe in the Garden of Eden the standard for everything was deeply implanted in the fruit of knowledge eaten by Adam and Eve and did not come from the Creator. It is as a result of this Original Sin we have been unable ever since to break free.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
A specialist centre to develop new manufacturing processes for lightweight materials for the aerospace and automotive industries is to be set up as a first step towards creating a National Manufacturing Institute for Scotland.
The First Minister announced today that the £8.9m Lightweight Manufacturing Centre, being set up in the former Doosan Babcock facility in Westway, Renfrew, will support highly skilled jobs and help place Scotland at the forefront of lightweight manufacturing.
Xci Class A is an exterior wall insulation panel composed of a Class A rigid polyisocyanurate foam core laminated during the manufacturing process to embossed foil facers.
Hunter Xci polyiso products:
- Have the highest R-Value per inch of any insulation
- NFPA 285 TEST - Passed
- Energy Star approved
- Contribute toward LEED certification credits
- HCFC, CFC, zero ODP, and negligable GWP.
Project Contractor: Caslor Masonary
Sold Through: Thermal Foams
XCI Twitter: twitter.com/#!/HunterXCI
XCI Facebook: www.facebook.com/pages/Hunter-Xci-Exterior-Continuous-Ins...
View more: www.hunterxci.com/
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
Old model watches in the museum at Prim.
On September 26, 2008 my family and I were privileged to spend the day in the beautiful town of Nové Mesto nad Metují in the east of the Czech Republic, close to the Polish border. Our host was Mr. Jan Prokop, Marketing Director (and principal designer) at the ELTON hodinárská, a.s. - the manufacturers of fine bespoke Prim wristwatches.
Mr. Prokop collected us from our hotel in Prague, drove us to Nové Mesto nad Metují and back (a round trip of three hours), presented their current product range, guided us through their interesting museum, and led us on a tour of the full manufacturing operation at Prim. This was a fantastic opportunity, and we got to see everything from the manufacturing of cases, dials, hesatite crystals and hands through to the final assembly process. We also saw great examples of their bespoke manufacturing capability as well as their top class restoration service. Mr Prokop ended a fine day with a meal and good local beer in a restaurant on the old town square.
Six weeks after our visit I sent my prized Prim Sport "Igen" 38 (produced in the 60's and early-70's) to ELTON where it is currently being restored and modernised to my specification, as well as being personalised. I can't wait to get it back - my first bespoke wristwatch and an heirloom to pass on to my son!
Although obviously sensitive about certain parts of their operation, Mr. Prokop graciously allowed me to take many photographs during our visit, and here they are for your viewing pleasure. As you will see, these are truly hand-made watches that combine both leading edge design and manufacturing processes and age-old processes and technologies. It is this progressive traditionalism and craftsmanship that gives these unique timepieces their individual character...and I love them!
iPlay V1
Our design had to be cheap to manufacture, with minimal manufacture processes and a low overall cost. Keeping this in mind I sketched my basic idea and then rendered it. After exporting the DXF files I lasercut them and had my first prototype.
There is an everlasting debate amongst gamers as to which console and controller is the best. I found that the PS3 controller was the most popular second being Xbox 360. The PS3 controller is symettrical unlike the Xbox controller and is so ergonomoic you can often forget you are holding it.
I illustrated the PS3 controller outline to kickstart the CAD process. My design consists of 3 layers of 5mm acrylic creating an iphone cavity depth of 10mm (iPhone 4 has a thickness of 9.3mm) and an overall thickness of 15mm. The structure would be held together with tight fit acrylic rods. I need to carry out test pieces on 2.99+-0.1mm radii to decide what are the best dimensions to use for these slots bearing in mind the lasercutter burns away material.
The whole in the bottom layer is so the device can be pushed out from the case after use.
V2
I asked some students to test the V1 prototype. They liked the product especially its simplicity. There were points that I could develop and improve.
Not all iPhone games auto orientate, hence it was essential I adapted my design so the phone could be rotated 180 degress. This would be easy by simply duplicating the button slots.
In addition to this there was no camera hole. If I were to introduce a camera holeto the design it would have to be duplicated 180 degrees to ensure photos could be taken no matter what orientation the iPhone was.
Taking this on board I designed and manufactured iPlay V2. Although acrylic rod would create a tight fit, 4 drops of dichloromethane would chemically weld the components together for a long lasting permanent fit. After this I used a buffing wheel to create round edges making the product more ergonomic to hold.
V3
Once again I asked some students for feedback on my prototype. They were impressed with how I addressed the previous issues. The only negative point raised was that it would not fit in your pocket. This was the next challenge I faced.
I considered hinging the lower two arms and making them lock into the back of the case. However this would make the design more complex and increase cost and manufacturing processes.
I moved the top pair of holes further up to better distribute the stress. I decided to split the product in half. My V3 model has alternating layers this creates cavities that allow it to be locked together together when not in use as photographed. This would easily fit in you pocket.
The problem the alternating layers created is a less ergonomic shape. Secondly there was nothing holding the two half together when placed on the phone.
In my V4 model I introduced a rubber band which kept the two half together when on the phone. It would also prevent one half form being lost. This created a new problem; the top half of the rubber band would not always line up as there was nothing guiding it. This was my next problem to solve.
V4
My final model would be made from acrylic but I was not going to buff it as that would add a manufacture process and would siginificanty increase the manufacture time. Since I was already using the laser cutter for cutting my components I thought I may aswell engrave some sort of graphics onto the top layer. I decided to remove the gaps in between the layers to make it better to hold and to remodel the rubberband tracks.
V5
I solved the problem of the inconvenient rubber band with two more locating rods on the top. These extra rods would keep the rubber band guided along the correct track. I made a MDF prototype to test my idea and it worked successfully even with coffee stirrers replicating the acrylic rod.
Satisfied with my idea I finally created an acrylic version. This required a bit more thought than previously as I had to accomodate for the thick rubber band. I decided to use 3mm acrylic instead of 5mm to create a thinner profile. This meant I needed a total of 5 layers to accomodate an iPhone 4.
Since I was already using a lasercutter and I wanted the product to appeal to gamers I decided to engrave some patterns. I was going to use a translucent coloured acrylic for the bottom layer and adjust the design so that it covers the camera and flash. This way the case will act as a camera filter and the flash/torch will produce coloured light.
Now that the product was split into halfs the individual components were so small that cutting a single iPlay V5 uses less than an A4 sized amount of 3mm acrylic (the 2D Design screenshot has an A3 page layout). This also meant that it would fit both an iPhone 4 & 5 as the rubber can stretch to accomodate for an iPhone 5. Apart from the height of the iPhone 5 the dimensions are very similair to those of the 4.
I am very pleased with the final product and getting through to the next stage with KFDS. If I were to develop the product further I would find a way to lock the two halves together when not on the phone. This could be done like a jigsaw puzzle or by manipulating the rods into a dowel joint.
This picture was cropped from someone I cannot recall, the shop on the left hand side had (3) nicely inscribed words on the stone pillar and painted in gold. Cannot remember the top Chinese word now.
A recent correspondence suggested that the name of the trading company is 任合興 that runs food manufacturing / processing and real estate business for a long time.
A sad sight - the roof of an empty old 'box factory' which used to produce outer cartons for household goods. A sign of the times - less packaging makes a greener planet.
This site used to employ 6000+ in its heyday, now there are just about 600 left in the manufacturing processes of Aylesford Newsprint and Polypipe Terrain.
Very sad.. in the distance is the CHP plant for Aylesford Newsprint, which is still working producing a mile a minute of newsprint, see www.aylesford-newsprint.co.uk
Crocus08 and I went out looking for 'industrial landscapes', this is what we found!
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
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!
Once a panel completes electrical testing, the manufacturing process is nearly complete. The Fabrication process cuts individual boards out of the panel. An instrument is used to measure and confirm the board dimensions are within specified tolerance.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Replica of the first (successful) piston ring made by Honda with Soichiro’s Honda’s signature etched in the glass. It was no mean feat…as the Honda website explains..
"Until the late 1930’ Soichiro Honda was involved in a successful vehicle repair business but in 1936 he began his first move to manufacturing. Unfortunately, investors opposed his wish to make piston rings as he was making good money through repair work but Mr Honda didn’t give up and sought the financial help of his acquaintance (Shichiro Kato) and set up ‘Tokai Seiki Heavy Industry’. He kept his day job doing repairs and at night developing piston rings.
The piston production venture was beset with difficulties; in the beginning he suffered a series of technical failures and so he enrolled as a part-time student at Hamamatsu Industrial Institute (now the Faculty of Engineering at Shizuoka University) to improve his knowledge of metallurgy. After a couple of years, the manufacturing trials were at last successful and in 1939 he joined Tokai Seiki full time as president.
Production of piston rings started as Mr. Honda had intended but he was still beset with difficulties. This time his problems had to do with manufacturing technology. Mr. Honda had a contract with Toyota Motor Co., Ltd., but out of fifty piston rings he submitted for quality control only three met the required standards. This was a major set back for Soirchiro and it saw him actually moving into the factory to work on the piston rings night and day. Over the next two years, he visited universities and steelmaking companies all over Japan in order to study manufacturing techniques; he was at last in a position to supply mass- produced parts to companies such as Toyota and Nakajima Aircraft. At the height of the company’s success it employed more than 2,000 people.
However, on December 7, 1941, Japan rushed headlong into the Pacific War. Tokai Seiki was placed under the control of the Ministry of Munitions. In 1942, Toyota took over 40% of the company’s equity and Honda was “downgraded” from president to senior managing director. The male employees gradually disappeared as they were called up for military service, and both adult women and female students began to work in the factory as members of the “volunteer corps.” Mr. Honda would calibrate the machines himself and took pains to ensure that the manufacturing process was made as safe and simple as possible for these inexperienced female workers. It was at this time that he devised ways of automating the production of piston rings…"
Evidence of a Roman presence in what is now the Wilderspool and Stockton Heath districts of Warrington was first identified in 1770 during excavation of the Bridgewater Canal. More Roman objects were unearthed later in the 18th century during the construction of Wilderspool House and the adjoining Greenall Brewery. However, it was during the cutting of the Old Quay Canal in 1801-3 that the first significant structural discoveries were made. These included the foundations of numerous Roman buildings, the bases, shafts and capitals of columns and the remains of a 1.8m-wide road running north-south. Large quantities of pottery and coins at or near the canal site were also recovered at this time and throughout the remainder of the 19th century.
The industrial nature of the Roman site was not recognised at first, although by the 1870s it was realised that much of the pottery had been made locally. It was the work of Thomas May (c.1842-1931) that established this conclusively through his excavation during the period 1895-1905 of large numbers of clay working floors, hearths, ovens and furnaces. A major investigation of the area to the south of Wilderspool House and along the line of a new access road in 1991-1993, led by Gifford and Partners and funded by Greenalls, shed new light on both the extent of industrial activity and occupation of the settlement in the later Roman period. Not all of the remains can be directly related to a particular process, but there is sufficient evidence of iron-smelting and smithing, bronze production, copper alloy-working, pottery production and lead-working, and some indication either of glass manufacture or at least of the melting and reworking of glass. The use of organic materials such as wood, wool and leather in other manufacturing processes is likely, but evidence for this is inevitably more limited.
In his book “The Romans At Wilderspool: The Story of the First Industrial Development on the Mersey” (Greenalls Group plc, 1995), Tim Strickland writes:
“The new boom-town on the Mersey expanded rapidly. Much of it appears to have consisted of ribbon-development along the main roads, which converged there from Chester, Northwich and Middlewich, Manchester and Wigan... Southwards, the town extended into the area of modern Stockton Heath and northwards along today's Wilderspool Causeway to the presumed new Roman bridge-crossing. An outlying settlement also developed on the north bank of the river along the road to Wigan (Coccium). Westward, the settlement extended along the Chester (Deva) road as far as Lower Walton, and south-eastward along the road to Manchester (Mamucium), where cemeteries on the line of the Manchester Ship Canal appear to have marked its limits in that direction.
By the early second century the built-up area, though still consisting mainly of a series of large timber-framed industrial sheds and other structures, now included some substantial well-appointed stone buildings with colonnades, hypocausted heating-systems, tiled roofs, glazed windows and painted wall-plaster – sure indications of a sophisticated lifestyle for some of the occupants...”.
The Roman name of the settlement is uncertain. Attempts have been made to link it to Veratinum -a so-far unidentified location coming after Deva Victrix (Chester) in the Ravenna Cosmography- but there is as yet no physical evidence of a connection.
Shown above are a conjectural map and schematic drawing of the settlement, with a road (top left) from Coccium/Wigan broadly following the route taken by the modern A49.
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
Star Anise is a spice that closely resembles anise in flavor, obtained from the star-shaped pericarp of Illicium verum, a medium-sized native evergreen tree of northeast Vietnam and southwest China. The star-shaped fruits are harvested just before ripening.
CULINARY USES
Star anise contains anethole, the same ingredient that gives the unrelated anise its flavor. Recently, star anise has come into use in the West as a less expensive substitute for anise in baking as well as in liquor production, most distinctively in the production of the liquor Galliano.[citation needed] It is also used in the production of sambuca, pastis, and many types of absinthe. Star anise enhances the flavour of meat. It is used as a spice in preparation of biryani and masala chai all over the Indian subcontinent. It is widely used in Chinese cuisine, and in Indian cuisine where it is a major component of garam masala, and in Malay and Indonesian cuisines. It is widely grown for commercial use in China, India, and most other countries in Asia. Star anise is an ingredient of the traditional five-spice powder of Chinese cooking. It is also a major ingredient in the making of phở, a Vietnamese noodle soup.
MEDICINAL USES
Star anise has been used in a tea as a traditional remedy for rheumatism, and the seeds are sometimes chewed after meals to aiddigestion. As a warm and moving herb, star anise is used to assist in relieving cold-stagnation in the middle jiao, according to traditional Chinese medicine.Star anise is the major source of the chemical compound shikimic acid, a primary precursor in the pharmaceutical synthesis of anti-influenza drug oseltamivir (Tamiflu). Shikimic acid is produced by most autotrophic organisms, and whilst it can be obtained in commercial quantities from elsewhere, star anise remains the usual industrial source. In 2005, a temporary shortage of star anise was causedby its use in the production of Tamiflu. Later that year, a method for the production of shikimic acid using bacteria was discovered. Roche now derives some of the raw material it needs from the fermentation of E. coli bacteria. The 2009 swine flu outbreak led to another series of shortages as stocks of Tamiflu were built up around the world, sending prices soaring.
Star anise is grown in four provinces in China and harvested between March and May. It is also found in the south of New South Wales. The shikimic acid is extracted from the seeds in a 10-stage manufacturing process which takes a year.
Japanese star anise (Illicium anisatum), a similar tree, is highly toxic and inedible; in Japan, it has instead been burned as incense. Cases of illness, including "serious neurological effects, such as seizures", reported after using star anise tea, may be a result of using this species. Japanese star anise contains anisatin, which causes severe inflammation of the kidneys, urinary tract, and digestive organs. The toxicity of I. anisatum, also known as shikimi, is caused by its containing potent neurotoxins (anisatin, neoanisatin, and pseudoanisatin), due to their activity as noncompetitive antagonists of GABA receptors.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
A specialist centre to develop new manufacturing processes for lightweight materials for the aerospace and automotive industries is to be set up as a first step towards creating a National Manufacturing Institute for Scotland.
The First Minister announced today that the £8.9m Lightweight Manufacturing Centre, being set up in the former Doosan Babcock facility in Westway, Renfrew, will support highly skilled jobs and help place Scotland at the forefront of lightweight manufacturing.
John Allison is William F. Hosford Professor of Materials Science and Engineering at the University of Michigan and a National Academy of Engineering member.
His major research interest is in understanding the inter-relationships between processing, alloying, microstructure and properties in metallic materials – and in incorporating this knowledge into computational tools for use in research, education and engineering. An important part of his research is development of Integrated Computational Materials Engineering (ICME) tools – and thus collaborations with other computational and experimental groups are an essential element of my work. Central to my research are investigations on the evolution of microstructures - current examples include precipitate evolution, recrystallization and grain growth and texture development in magnesium, aluminum and titanium alloys. He is also interested in mechanical behavior of these materials, with an emphasis on development of mechanistic and phenomenological understanding of the influence of microstructure on properties such as strength, ductility and fatigue resistance.
Allison comes to the University from Ford Motor Company, where he was a senior technical leader in the Research and Advanced Engineering organization. Over the twenty seven years of his tenure at Ford, he led teams developing integrated computational materials engineering, or ICME, methods. He helped develop advanced computer software that simulates manufacturing processes and predicts the influence of the manufacturing process on material properties. The output of these models is then coupled with product performance models to predict how manufactured components will behave during service.
July 11, 2023.
Photo by Marcin Szczepanski/Lead Multimedia Storyteller, Michigan Engineering
Planar Transducers are fundamentally different from conventional cone speakers or dynamic drivers. Planar Magnetic speakers use a flat, lightweight diaphragm suspended in a magnetic field as the driver rather than a cone attached to a voice coil. The diaphragm has a circuit pattern etched into it that, when energized, creates the forces that drive the diaphragm to move in the magnetic field to produce sound. Planar magnetic speakers, when implemented well, have inherent advantages over cone speakers.
First, the driver moves in a more piston-like manner due to the even application of force by the magnetic field surrounding the diaphragm, which reduces distortion effects. Second, the diaphragm is mounted on all sides, reducing fatigue points; Planar Magnetic speakers employ a tough polymer as the base material, which makes it much more durable than cone diaphragms. Third, because the diaphragm is very thin, it is also more responsive, leading to more faithful sound reproduction and the crispness of sound that is the hall mark of good quality speakers. And finally, because it is flat, planar magnetic drivers can dissipate heat more quickly using the large surface area of the diaphragm itself, which dramatically reduces the chance of burn-out.
Audeze employs a number of proprietary techniques to improve upon the basic planar magnetic design. Audeze design uses a very thin, proprietary film for the diaphragm. Once etched, the diaphragm is mounted in tension between two layers of opposing magnets. This mounting process requires great precision, and Audeze has designed proprietary methods and tools to effect a very consistent and even mount. This diaphragm manufacturing process has been tuned to ensure a flat frequency response over a wide bandwidth while ensuring a robust diaphragm and maximum efficiency of the driver.
Source: Audeze.com
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!
Old model watches in the museum at Prim. The one on the right was built into a wall and recovered 25 years later - and it still works!
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!
Anonymous picture in an article by Sakaki Yoshinobu (榊由信) in the May 1953 issue of Shashin Kōgyō (写真工業).
Document owned and scanned by Rebollo_fr. It is in public domain, as are all anonymous documents published in Japan more than fifty years ago.
See also the Camera-wiki page about the Elmoflex.
A specialist centre to develop new manufacturing processes for lightweight materials for the aerospace and automotive industries is to be set up as a first step towards creating a National Manufacturing Institute for Scotland.
The First Minister announced today that the £8.9m Lightweight Manufacturing Centre, being set up in the former Doosan Babcock facility in Westway, Renfrew, will support highly skilled jobs and help place Scotland at the forefront of lightweight manufacturing.
040
Friday, December 8th, 2017
Fortune Global Forum 2017
Guangzhou, China
8:00 AM–9:20 AM
SMART MANUFACTURING AND THE INTERNET OF THINGS
Around the world, factory floors and assembly lines are becoming highly automated, combining human ingenuity with data and technology to revolutionize product and productivity outcomes. As the notion of a “factory of the future” continues to evolve, how are companies incorporating “smart” and connected products into their manufacturing process? From sensors and robots to 3D printing and green technology, global companies are experimenting with a variety of methods to streamline, scale, and sustain their business. Here in China, manufacturers have been asked to deliver on the nation’s “Made in China 2025” strategy and are aggressively pursuing their own strategies to become smarter, greener, and more efficient. As these changes take hold, what are the implications for those doing business in China and for supply chains worldwide? And how are companies redeploying and reeducating their workforces as traditional factory jobs become automated and the need for technically proficient talent increases?
Hosted by The City of Guangzhou
Börje Ekholm, President and CEO, Ericsson Group
Till Reuter, Chief Executive Officer, KUKA
Tony Tan, Partner, Shanghai Office, McKinsey & Company
Wang Wenyin, Chairman, Amer International Group
Shoei Yamana, President and CEO, Konica Minolta
Zhang Jing, Founder and Chairman, Cedar Holdings Group
Moderator: Adam Lashinsky, Fortune
Photograph by Vivek Prakash/Fortune
A Dumble Rod Knurling Thread Rolling Machine is a specialized machine used in the manufacturing process to produce knurling and threading on cylindrical rods or bars. This machine is commonly used in various industries, such as automotive, aerospace, and construction.
The machine consists of two rollers that are used to press the workpiece (rod) between them. The rollers are made of high-quality steel and are designed to withstand high pressure and wear. The machine also has a motor that rotates the rollers at a constant speed.
In the knurling process, the machine presses the rod between the rollers, which creates a pattern of raised diamond-shaped impressions on the surface of the rod. This knurling pattern provides a better grip and improves the aesthetics of the rod.
In the thread rolling process, the machine forms threads on the surface of the rod by pressing it between the two rollers. The rollers have grooves or ridges that match the thread profile, which helps to form the threads on the surface of the rod.
The Dumble Rod Knurling Thread Rolling Machine can be adjusted to produce different knurling patterns and thread sizes. The machine operator can adjust the pressure, speed, and position of the rollers to achieve the desired knurling or threading result.
Overall, the Dumble Rod Knurling Thread Rolling Machine is an essential tool in the manufacturing process for producing knurled and threaded rods. It is a cost-effective and efficient way to produce high-quality knurling and threads on cylindrical workpieces.
Please feel free to contact us if you need any assistance regarding our products and service.
Please Contact or Whatsapp Number- 98039 87006
Mail Id - sales@industrialmachinerycorporation.com
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BUCKET ELEVATOR LOADING CHAR INTO THE TRACTOR TRAILER FOR TRANSPORT TO MARKET.
LOCALLY AVAILABLE BIOMASS, IN THIS CASE SAWDUST AND WOOD CHIPS FROM A PALLET MANUFACTURING PROCESS, IS PROCESSED TO PRODUCE MORE USABLE FORMS OF BIOMASS. THE PROCESS AT THIS PLANT PRODUCES CHARCOAL FOR MARKETING AND STEAM FOR A NEIGHBORING RICE PROCESSING PLANT.
For more information or additional images, please contact 202-586-5251.
A specialist centre to develop new manufacturing processes for lightweight materials for the aerospace and automotive industries is to be set up as a first step towards creating a National Manufacturing Institute for Scotland.
The First Minister announced today that the £8.9m Lightweight Manufacturing Centre, being set up in the former Doosan Babcock facility in Westway, Renfrew, will support highly skilled jobs and help place Scotland at the forefront of lightweight manufacturing.
This medical model was produced by 3T RPD using the plastic Additive Manufacturing process. www.3trpd.co.uk
Hella Jongerius (1963) - Coloured Vases, 2010
Porselein, 300 zelfgemaakte kleuren, resulterend uit het mengen van oude en nieuwe glazuren; sommige vazen: glazuren en verf. Unica
Porcelain, 300 selfmade colours through a mix of old and new glazes; some vases: glazes + spray lacquer. One-offs
Op de vloer staan ook 300 vazen opgesteld in uiteenlopende kleurschakeringen: de nieuwe serie Coloured Vases (serie 3). Deze serie is afgelopen zomer ontwikkeld in nauwe samenwerking met Koninklijke Tichelaar Makkum. De Coloured Vases laten kleurexperimenten zien, waarbij telkens een bestaande vaas is gebruikt als ‘canvas’. De kleuren bestaan uit een mix van oude glazuren en nieuwe synthetische glazuren. Sommige vazen zijn voorzien van een extra laag industriële verf. Kleur is een belangrijk element in de ontwerppraktijk van Hella Jongerius en dat ziet u overal in de tentoonstelling terugkomen.
Hella Jongerius (1963) geldt internationaal als een van de belangrijkste ontwerpers van haar generatie. In 1993 start zij in Rotterdam haar studio Jongeriuslab, waar zij zowel in eigen beheer als in opdracht van nationale en internationale bedrijven producten ontwerpt. Jongerius introduceert in de jaren negentig ambachtelijke imperfecties en individualiteit in industriële productiemethodes. Ambachtelijke kwaliteiten zijn volgens Jongerius niet afleesbaar aan de perfectie waarmee dingen zijn gemaakt, maar aan de afwijkingen, ‘misfits’, de zichtbare sporen van de hand van de maker.
Standing on the floor are 300 vases, arranged in a variety of colour schemes: the new series of Coloured Vases (series 3). Jongerius developed this series during the summer in close collaboration with Royal Tichelaar Makkum. The Coloured Vases are experiments with colour, using an existing vase as a ‘canvas’. The colours consist of a mix of historical mineral glaze recipes and modern chemical glaze recipes. Some vases have an extra layer of industrial paint. Colour is an important element in Hella Jongerius’s design practice, as you will see throughout the exhibition.
Hella Jongerius (1963) is internationally regarded as one of the most important designers of her generation. She began her own studio Jongeriuslab in Rotterdam in 1993, designing products for international clients and also self-initiated projects. In the 1990s she introduced imperfections and individuality into the industrial manufacturing process. Jongerius believes that the quality of craftsmanship is not legible in perfect products but only in the ‘misfits’ that betray the process and the hand of the maker.
SAE Advisor Jon Woodland discuss manufacturing processes with SAE International President Dan Hancock, and former SAE President John Mason.
And out of that came this yellow Thing. It wasn't a successful project, but it was a Thing, nonetheless.
It was designed under a strict ruling that we did not have enough money for injection molding tools. When asked what our budget was, the answer was "whatever you need", until the question of injection molding came back up, at which point it reverted to "we don't have enough for that".
After this had finished failing its initial performance tests, the concept was scrapped, the budget recalculated for proper manufacturing processes, and restarted to end up as www.flickr.com/photos/rick_oleson/5837730758/in/album-721...
.... which was successful, and is still in production.
In spring 1917, the British Royal Flying Corps introduced the Sopwith Triplane, a three-winged version of the earlier Sopwith Pup fighter. The “Tripe” was only built in limited numbers, but it was issued to elite pilots, such as the famous “Black Flight” of the Royal Naval Air Service—commanded by ace Raymond Collishaw, the Black Flight’s five Triplanes shot down 87 German aircraft in three months.
The German Luftstreitskrafte reacted with shock. To this point, the Germans had usually enjoyed a qualitative advantage over the Allies in the air with their Albatros D.IIIs The Triplane could operate higher and was faster than German fighters, which gave their British and Canadian adversaries the advantage in a dogfight. Germany embarked on a crash program to field their own triplanes, with 37 manufacturers all producing prototypes. The best by far, however, was Fokker’s Dreidekker I, abbreviated Dr.I. After a short period of testing of prototypes, two pre-production aircraft were built and sent to the Western Front for evaluation. Both were given to exceptional pilots—Manfred von Richthofen and Werner Voss. Richthofen, testing the Dr.I in combat for the first time in September 1917, promptly shot down two aircraft and proclaimed the Dr.I a superb aircraft, if tricky to fly. If there was any doubt of its lethality, it was removed on 23 September, when Voss engaged nine British SE.5s of 56 Squadron, all of which were flown by British aces with more than ten victories apiece. Though Voss was killed, his skill and the Dr.I’s manueverability held off nine British aces for ten minutes. Fokker immediately received a production order for 300 Dr.Is.
In combat, the Dr.I was not as fast as the Albatros, but it had a higher rate of climb and phenomenal manueverability—the design was slightly unstable, but an experienced pilot could use its high lift, light controls, and the torque of the engine to make snap rolls to the right almost within the length of the aircraft. It required an experienced pilot, especially on landing, where the torque of the engine and the wings also had a tendency to ground-loop the aircraft. This could be fatal, because the position of the two Spandau machine guns extending into the cockpit could cause a crash-landing pilot to hurtle forward into the gun butts, face-first. The Oberursel engine had a tendency to fall off in power at higher altitudes due to poor lubrication. By far, however, the worst drawback of the Dr.I was its tendency towards wing failures, which were initially believed due to poor workmanship by Fokker. It would be not until after the war that it was learned that the very triple-winged design of the Dreidekker was the problem: the top wing exerted more lift than the bottom two, with the result that the top wing would literally lift itself away from the rest of the aircraft. While it was possible to still fly with the missing top wing, the Dr.I would not fly for long and the pilot would have to make a high-speed landing in an aircraft notorious for crash landings.
Though the Dr.I was issued to two Jasta wings, including von Richthofen’s, in 1917-1918, it was never very popular with the majority of German pilots, and the production of the superb Fokker D.VII, which started about the same time, meant that the Luftstreitskrafte already had a fighter that was faster and more durable than the Dr.I, if not quite as manueverable. A few German aces still preferred the Dr.I, namely von Richthofen—because of the Dreidekker was good at something, it was attacking from ambush. A skilled ace could quickly gain altitude over an unsuspecting enemy, dive down, attack, and then use the kinetic energy built in the dive to zoom back to position, or manuever out of trouble with a quick right roll. Von Richthofen would score his last 20 (out of 80) kills in the Dr.I.
Following the end of World War I, nearly all of Germany’s fighters were purposely burned, either by their own pilots or by the Allies. By World War II, only one Dr.I was known to exist, one of von Richthofen’s aircraft, preserved in a museum in Berlin; the museum was flattened in an Allied bombing raid in 1944. Today, only scattered pieces of original Dr.Is exist. However, the simple manufacturing process of World War I fighters meant that reproductions could easily be built, and several dozen Dr.I replicas continue to fly today.
This Dr.I replica was built by Walter Redfern in 1964, and is in theory flyable; because of the scarcity of both the Oberursel and Le Rhone rotary engines, it uses a later Walter Scarab radial. Redfern painted his replica in the colors of Lt. Hans Weiss, a 16-kill ace of Jasta 11, which was part of Richthofen's infamous Jagdgeschwader 1, the "Flying Circus." Weiss was killed flying a Triplane in these colors on 2 May 1918, by British ace Merrill Samuel Taylor; Taylor himself was killed only a few days later. Redfern later donated the replica to the EAA AirVenture Museum, where it remains today.
100118-F-0782R-021 Kabul- Employees at the Kabul Milli factory observe the inspection of a unfinished boot by U.S. Army Brig. Gen. Gary Patton, center, Combined Security Transition Command - Afghanistan (CSTC-A), deputy commanding general (programs), at the Kabul Milli factory, Kabul, Afghanistan, Jan. 18, 2010. Members of CSTC-A and the Afghan National Army visited the boot factory to observe the boot manufacturing process and to initiate a process improvement program..
(U.S. Air Force Photo/Staff Sgt. Larry E. Reid Jr., Released)
Superstructure will be abrasive blasted, then vacuum cleaned, then plasma burned to ensure components are reduced to their baseline state as part of the re-manufacturing process
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.
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
David Mellor Visitor Centre
David Mellor is internationally famous for his cutlery.
His chic factory in Hathersage, designed by Sir Michael Hopkins, and purpose-built on the site of the old gasworks, is hailed as a minor masterpiece of modern architecture.
Built in local gritstone with a spectacular lead roof, it blends beautifully into the rural landscape. The factory is open for viewing on Sundays and visitors are welcome to take a look around and watch the various designs being made.
The manufacturing process is surprisingly low-tech and most of it done by hand – if nothing else this explains why the cutlery is so expensive (and so collectable).
In addition to the factory, there is also a stylish shop, a classy café and an interesting design museum.
David Mellor died in 2009, and his talented son Corin continues the design tradition at Hathersage.
Shop and Café
My image shows the stylish shop and the classy café.
A specialist centre to develop new manufacturing processes for lightweight materials for the aerospace and automotive industries is to be set up as a first step towards creating a National Manufacturing Institute for Scotland.
The First Minister announced today that the £8.9m Lightweight Manufacturing Centre, being set up in the former Doosan Babcock facility in Westway, Renfrew, will support highly skilled jobs and help place Scotland at the forefront of lightweight manufacturing.
This photo snapped a couple of years ago when vising the UK.
While working for my dad, I learned everything about the shoe design and the manufacture process. I learned how to design, cut patterns, stitch and last Uppers too. Dad also gave me the opportunity to make shoes for his clientele including the late Lady Diana.
I also worked with fashion journals such as Elle and Vogue to get them samples for their model shoots and attended many of the fashion shows. While the work was interesting, I knew that this wasn't something that I wanted to do in life.
As I continued to learn more Japanese and discover more of the culture through anime, manga, games and spending time with my Japanese friends, I found a purpose in life at last which was to pursue my knowledge of Japan - I knew that I couldn't do that while working part time for my dad. As I was living with my mum, I didn't see my dad for a few years after I left his studio.
You can read more about what happened during this time, how I learned Japanese and how I made it to Japan in the How Discovering Japan Changed My Life post.
View more at www.dannychoo.com/en/post/27024/Jimmy+Choo+Danny+Choo.html
Responsible and cost-efficient manufacturing should be the goal of any company.
Cold heading is an innovative manufacturing process by which metal is shaped at room temperature, often without the need for the removal of any of said material.
A specialist centre to develop new manufacturing processes for lightweight materials for the aerospace and automotive industries is to be set up as a first step towards creating a National Manufacturing Institute for Scotland.
The First Minister announced today that the £8.9m Lightweight Manufacturing Centre, being set up in the former Doosan Babcock facility in Westway, Renfrew, will support highly skilled jobs and help place Scotland at the forefront of lightweight manufacturing.
The UK government funds this state-of-the-art facility to help bridge the gap between fundamental academic research and the product development and manufacturing process design that industry needs.
Photo credit: Alex Pietsch
Linnen, katoen, aardewerk / Linen, cotton, earthenware
Hella Jongerius (1963) geldt internationaal als een van de belangrijkste ontwerpers van haar generatie. In 1993 start zij in Rotterdam haar studio Jongeriuslab, waar zij zowel in eigen beheer als in opdracht van nationale en internationale bedrijven producten ontwerpt. Jongerius introduceert in de jaren negentig ambachtelijke imperfecties en individualiteit in industriële productiemethodes. Ambachtelijke kwaliteiten zijn volgens Jongerius niet afleesbaar aan de perfectie waarmee dingen zijn gemaakt, maar aan de afwijkingen, ‘misfits’, de zichtbare sporen van de hand van de maker.
Hella Jongerius (1963) is internationally regarded as one of the most important designers of her generation. She began her own studio Jongeriuslab in Rotterdam in 1993, designing products for international clients and also self-initiated projects. In the 1990s she introduced imperfections and individuality into the industrial manufacturing process. Jongerius believes that the quality of craftsmanship is not legible in perfect products but only in the ‘misfits’ that betray the process and the hand of the maker.