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abc7news.com/ba5-covid-immunity-omicron-ba4-reinfections-...
OMICRON BA.5 STRAIN MAY SHORTEN COVID IMMUNITY FROM 3 MONTHS TO 28 DAYS, RESEARCH SHOWS
SAN FRANCISCO (KGO) -- New research shows the latest highly-transmissible COVID subvariants may be shortening the window of immunity post-infection.
"I think this is a wake-up call," said UCSF's Dr. George Rutherford. "For all of us."
The warning comes from Australian health officials who say the BA.4 and BA.5 strains are so strong at evading antibodies -- they're seeing COVID reinfections happen faster and more frequently compared to other variants.
"This means your period of immunologic protection following infection is probably shorter," Rutherford said. "We previously thought it was around three to four months. It's probably less."
How much less? A committee of Australian doctors are changing recommendations to reduce the definition of immunity from 90 days to 28 days.
"Do you think we should do the same?" ABC7's Stephanie Sierra asked.
"It's something up for discussion," said Rutherford, who specializes in infectious diseases. "If you were infected at the beginning of the summer, there's nothing saying you can't be infected again today with one of these newer variants."
The omicron subvariant BA.5 is now the most dominant strain in the U.S. accounting for roughly 65% of new cases, according to ABC's analysis of federal data. BA.4 accounts for 16%. The two combined are dominating the latest surge - making up more than 80% of new cases nationwide. And the reality is, those figures are likely much higher.
"We're probably seeing just a drop in the bucket in terms of official cases," said UCSF Infectious Disease Physician, Dr. Peter Chin-Hong.
As most of the Bay Area braces for another surge, Solano County is already in one.
"It's already here," said Dr. Bela Matyas, Solano County's Health Officer. "We've seen it. We've seen a bump in our cases, 10 to 15%, about 30 per day more over the past week than we did prior."
Every Bay Area county is reporting an increase in hospitalizations, but the uptick is not currently overwhelming hospital systems. The areas reporting a steady increase in new hospital admissions over the past week include: Marin, Napa, Contra Costa, Alameda, Santa Clara, and Solano counties. But thankfully, these counties aren't seeing any major impacts to ICU admissions.
www.cnbc.com/2022/07/13/fda-authorizes-novavax-covid-vacc...
FDA authorizes Novavax Covid vaccine for adults as the first new shots in U.S. in more than a year
KEY POINTS
▫️ FDA authorization of Novavax’s vaccine was delayed for weeks as the agency reviewed changes to the company’s manufacturing process.
▫️ The Novavax shot is based on more conventional protein technology used for decades in hepatitis B and HPV vaccines, while Pfizer and Moderna are the first FDA approved vaccines to use mRNA.
▫️ Novavax was one of the original participants in the U.S. government’s race to develop a ▫️ Covid vaccine in 2020, receiving $1.8 billion in taxpayer funding from Operation Warp Speed.
The Food and Drug Administration has authorized Novavax’s two-dose vaccine for adults ages 18 and over, the fourth Covid shot to get emergency approval in the U.S. since the pandemic began.
The FDA decision comes weeks after its committee of independent vaccine experts voted overwhelming in favor of Novavax’s shot in early June, after an all-day public meeting in which they weighed data on the vaccine’s safety and its effectiveness at preventing illness from Covid.
The Centers for Disease Control and Prevention still needs to sign off on Novavax’s vaccine before pharmacies and other health-care providers can start administering shots. FDA authorization of Novavax’s vaccine was delayed for weeks as the agency reviewed changes to the company’s manufacturing process.
Novavax was one of the original participants in the U.S. government’s race to develop a Covid vaccine in 2020, receiving $1.8 billion in taxpayer funding from Operation Warp Speed. However, the small Maryland biotech company struggled to quickly get manufacturing in place and its clinical trial data read out much later than Pfizer or Moderna.
Novavax’s shots have received FDA authorization at a time when nearly 77% of adults ages 18 and over are already fully vaccinated. However, 27 million adults still have not gotten a single shot yet. Dr. Peter Marks, a senior FDA official, said Novavax’s vaccine would potentially appeal to unvaccinated people who would prefer a shot that is not based on the messenger RNA technology used by Pfizer and Moderna.
How Novavax is different
The Novavax shot is based on more conventional protein technology used for decades in hepatitis B and HPV vaccines, while Pfizer and Moderna are the first FDA approved vaccines to use mRNA.
Pfizer and Moderna’s vaccines use mRNA, a molecule encoded with genetic instructions, to tell human cells to produce copies of a virus particle called the spike protein. The immune system responds to these copies of the spike, which prepares the human body to attack the actual virus.
Novavax makes copies of the virus spike outside human cells. The genetic code for the spike is put into an insect virus that infects moth cells, which produce copies that are then purified and extracted during the manufacturing process. The finished spike copies are injected into the human body, inducing an immune response against Covid.
The Novavax vaccine also uses an additional ingredient called an adjuvant, which is extracted and purified from the bark of a tree in South America, to induce a broader immune response. The shots consist of 5 micrograms of the spike copy and 50 micrograms of the adjuvant.
Effectiveness and safety
Two doses of the Novavax vaccine were 90% effective at preventing illness from Covid across the board and 100% effective at preventing severe illness, according to clinical trial data from the U.S. and Mexico. However, the trial was conducted from December 2020 through September 2021, months before the omicron variant became dominant.
Novavax did not present any on data on the shot’s effectiveness against the variant at the FDA committee meeting in June. However, the vaccine will likely have lower effectiveness against omicron as is the case with Pfizer and Moderna’s shots. Omicron is so distinct from the original strain of Covid that the antibodies produced by the vaccines have trouble recognizing and attacking the variant.
Novavax published data in December showing that a third shot boosted the immune response to levels comparable to the first two doses which had 90% effectiveness against illness. The company plans to ask the FDA to authorize a third dose of its vaccine.
FDA authorization of Novavax’s vaccines comes as the U.S. is preparing to updated Covid shots to target the omicron BA.4 and BA.5 variants to increase protection against the virus. Novavax’s vaccine, like all the other shots, is based on the original version of the virus that first emerged in Wuhan, China. The effectiveness of Covid vaccines against mild illness has slipped substantially as the virus as evolved, though they still generally protect against severe disease.
Novavax presented data at an FDA committee meeting in late June demonstrating that a third dose of its vaccine produced a strong immune response against omicron and its subvariants. Committee members were impressed by the company’s data on omicron.
The Novavax vaccine also appears to carry a risk of heart inflammation for younger men, known as myocarditis and pericarditis, similar to Pfizer and Moderna’s shots. Myocarditis is an inflammation of the heart muscle and pericarditis is inflammation of the outer lining of the heart.
FDA officials flagged four cases of myocarditis and pericarditis from Novavax’s clinical trial in young men ages 16 to 28. People who develop heart inflammation as a side effect of Covid vaccines are usually hospitalized for several days as a precaution but then recover.
The FDA has issued a fact sheet for health-care providers warning that clinical trial data indicates there is an increased risk of myocarditis with the Novavax vaccine. People who experience chest pain, shortness of breath and feelings of a fluttering or pounding heart should immediately seek medical attention, according to the FDA.
In the case of the mRNA shots, the CDC has found that the risk of myocarditis is higher from Covid infection than vaccination. Myocarditis is usually caused by viral infections.
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. This is the original Orlík that I've see selling on eBay for circa $10,000.
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!
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.
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.
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.
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.
David Mellor Visitor Centre
David Mellor is internationally famous for his cutlery.
His chic factory in Hathersage, designed by Sir Michael Hopkins, and purpose-built on the site of the old gasworks, is hailed as a minor masterpiece of modern architecture.
Built in local gritstone with a spectacular lead roof, it blends beautifully into the rural landscape. The factory is open for viewing on Sundays and visitors are welcome to take a look around and watch the various designs being made.
The manufacturing process is surprisingly low-tech and most of it done by hand – if nothing else this explains why the cutlery is so expensive (and so collectable).
In addition to the factory, there is also a stylish shop, a classy café and an interesting design museum.
David Mellor died in 2009, and his talented son Corin continues the design tradition at Hathersage.
The Round Building
by Sir Michael Hopkins
My image shows one of the information boards in the museum.
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.
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
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
Locally sourced and made paper, in a little one story factory. In 1990, the Ministry of Trade and Industry established the Jungshi Handmade Paper Factory (Jungshi meaning natural) in Bhutan's capital Thimphu, to expand the old domestic skill for commercial purposes, and thus give the ancient art a relevance in the modern world. We were invited to get a closer look at all the steps involved in the manufacturing process, from raw material to finished product.
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
🎯🎯BULK BAG WITH LINERS
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✅Bao Jumbo có lót liner được sản xuất với nhiều kích cỡ và cấu tạo khác nhau. Loại bao thông dụng nhất là dạng bao jumbo ống nạp đáy xả với 4 đai nâng. Đối với kích thước tùy chỉnh và yêu cầu thiết kế, vui lòng liên hệ với các chuyên gia sản phẩm của chúng tôi tại +84986002888.
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📲Ms. Charlie: +84 986 002 888 - sales@epp.vn
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Keir Starmer, leader of the Labour Party, and Ed Miliband, Shadow Climate Change and Net Zero Secretary during a visit to British Steel in Scunthorpe to see first hand the manufacturing process and discuss the economic opportunity that green steel brings the industry. Starmer and Miliband reiterated the Party's commitment to working with business to drive growth and generate the jobs of the future. Picture date: Thursday 8 June, 2023
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…"
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
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
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.
Ermak USA's LASERMAK CO2 laser cutting machine has been specially machined with maximum precision to provide the quickest, most precise cut every time. Every one of the Lasermak's custom components has been specially crafted by expert engineers, built on the finest CNC machining centers, and tested with latest high-tech measuring technology in every phase of manufacturing process. It comes standard equipped with:
- Low initial / operating costs
- FANUC resonator w/ 24,000-hour no-maintenance turbo blower lifetime
- High-speed, high-precision linear drive motors
- Dual pallet automatic loading system for rapid sheet loading / unloading
- Sturdy, long-lasting frame
Plus, like every Ermak machine, the Lasermak is highly customizable to ensure that you get the perfect machine for you and your business.
A new Rider (a watch for motorcycle riders) in the display area 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!
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.
SAE Advisor Jon Woodland discuss manufacturing processes with SAE International President Dan Hancock, and former SAE President John Mason.
"Urban Green: Bamboo Bicycle" tackles the construction of biodegradable bamboo bicycles. Despite their environmentally friendly reputation, their construction is a time-consuming process using synthetic sealants and toxic paints. To address these problems, the students developed a new manufacturing process that replaces the manual gluing and sanding of bamboo joints with faster steps. This is achieved through a combination of 3D printing and injection molding. Environmentally friendly materials such as bio-resin lignin and resin are used.
Winner of a YOUNG PROFESSIONALS AWARD of Distinction in the u19-create your world category of the Prix Ars Electronica 2021.
Credit: Angelina Djukic, Lukas Gabesam, Japleen Khurana, Alina Schweighofer, Euregio HTBLVA Ferlach
Keir Starmer, leader of the Labour Party, and Ed Miliband, Shadow Climate Change and Net Zero Secretary during a visit to British Steel in Scunthorpe to see first hand the manufacturing process and discuss the economic opportunity that green steel brings the industry. Starmer and Miliband reiterated the Party's commitment to working with business to drive growth and generate the jobs of the future. Picture date: Thursday 8 June, 2023
Pakistan Sri Lanka Free Trade Agreement
Free Trade Agreement (FTA) between Pakistan and Sri Lanka is operational from June 12, 2005. Under the Free Trade Agreement, Sri Lanka and Pakistan have agreed to offer preferential market access to each others’ exports by way of granting tariff concessions. Sri Lanka would be able to enjoy duty free market access on 206 products in the Pakistani market including tea, rubber and coconut. Pakistan, in return, would gain duty free access on 102 products in the Sri Lankan market. These products include oranges, basmati rice and engineering goods.
The Agreement
The Free Trade Agreement consists of the following components:
The Framework Agreement, and
Annexes A, B, C and D
The complete text of the Agreement ( Agreement signed at Colombo on 1st August, 2002)
The agreement contains the Articles on objectives, definitions, elimination of tariffs, para-tariffs and non-tariff barriers, rules of origin, safeguard measures, settlement of disputes, amendments, annexes etc. Following the signing of the Agreement, the two countries , having conducted several rounds of bilateral negotiations, were able to finalize the annexes to the Agreement in December 2004 and in February 2005, the two governments exchanged Diplomatic Notes, confirming the finalization of the Annexes.
Annexes
Annex 'A'
Annex A relates to the No-Concession List (Negative List) and the tariff preferences to be granted by the Government of Pakistan. These are embodied in four different Attachments.
Attachment I - Annex – 'A' :
No Concession List of Pakistan (Negative List)
The Negative list of Pakistan consists of 540 HS tariff lines (products) at six digit level. Being on the Negative List, these products will not be entitled to enjoy any tariff concessions, when imported from Sri Lanka
Attachment II - Annex – 'A' :
100% Immediate Concession List
The Immediate Concession List contains a total of 206 HS tariff lines (products) at six digit level and Sri Lanka will receive 100% duty free access for these products in the Pakistan market, immediately.
Attachment III - Annex – 'A' :
Products subjected to Tariff Rate Quota (TRQ)
Tariff Rate Quotas (TRQ) are specific quantities of products, on which the importing country would agree to grant either duty-free access or preferential duty, when imported from the other contracting party to the Agreement. The products imported in excess of the agreed TRQ will be subject to the normal tariffs applied by the importing country for such products.
Attachment IV - Annex – 'A' :
List of Products (Tariff Lines) for which Pakistan agreed to Grant
a Margin of Preference (MOP) on applied MFN rate
The products listed in the Attachment IV are entitled to receive a preferential duty margin of 20% on the applied MFN duty rate with no quantitative restrictions.
Annex 'B'
Annex B relates to the No-Concession List (Negative List) and the tariff preferences to be granted by the Government of Sri Lanka. Annex B is embodied in three different Attachments.
Attachment I- Annex – 'B' :
No Concession List of Sri Lanka
The Negative list of Sri Lanka contains a total of 697 HS tariff lines (products) at six digit level and these products will not be entitled to enjoy any tariff concessions, when exported to Sri Lanka.
Attachment II- Annex – 'B' :
100% Immediate Concession List
Sri Lanka has listed a total of 102 HS tariff lines at six-digit level, on which Pakistan will receive 100% duty free access.
Attachment III- Annex – 'B' :
List of Products (Tariff Lines) for which Sri Lanka agreed to grant Tariff Rate
Quota – TQR
Sri Lanka has granted Pakistan Tariff Rate Quota for 6,000 m/t of Basmati Rice and 1,000 m/t of Potatoes per each calendar year (January -December) on duty-free basis. However, import of potatoes is permitted only during Sri Lanka 's off season. (2/3 to be imported during June –July and 1/3 during October –November each year).
Annex 'C'
Annex C deals with the rules of origin, which have to be complied with by the exporters of the two countries in order to qualify their products for preferential duty benefits. Based on the origin, the Rules of Origin categorize the products exported under the PSFTA into the following two main segments.
products wholly produced or obtained in the territory of the exporting country such as agricultural, fishery and mineral products.
products, not wholly produced or obtained in the territory of the exporting country (manufactured products).
All manufactured products falling under the category (b) above should contain a minimum of 35% of Domestic Value Addition of their FOB value in order to qualify for preferential treatments. Further, it is also necessary that all non-originating materials, used by the exporters change their HS codes at six-digit level against that of the final product as a result of the manufacturing process undertaken in the exporting country.
Ministry of Commerce has notified 'Rules of Origin' vide S.R.O.508(1)/2005 dated 6th June, 2005 and Operational Procedure for the issuance and verification of the Certificate of Origin vide notification S.R.O.509(1)/2005) dated 6th June, 2005.
Cumulative Rules of Origin:
The Cumulative Rules of Origin encourages exporters to source their inputs from the other contracting country. However, the Domestic Value Addition in the territory of the exporting country shall not be less than 25% of the FOB value of the final product, while the aggregate value addition in both contracting parties should be minimum of 35% of the FOB value. In addition, the respective products should also conform to the Change of HS code requirement (at six digit level) as in the case of the manufactured goods, referred to under category (b) above.
Provision for Change of HS Codes at six-digit level, has made the Rules of Origin of the PSFTA more flexible, compared to most of the other Free Trade Agreements, which stipulate that Change of HS Code should take place at four digit level.
The authority for issuing PSFTA Certificates of Origin is the Export Promotion Bureau as notified by Ministry of Commerce vide S.R.O.510(1)/2005 dated 6ht June, 2005
Annex 'D'
The Annex - D sets out the time-frame for Pakistan and Sri Lanka to phase out tariffs on products other than those in their No Concessions Lists (Negative Lists). It also indicates the percentage of tariff reductions undertaken by each country at the respective phasing out stages
Tariff Phasing Out Schedule
Government of Pakistan has issued following notifications to enforce Pak-Sri Lanka FTA
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
040
Friday, December 8th, 2017
Fortune Global Forum 2017
Guangzhou, China
8:00 AM–9:20 AM
SMART MANUFACTURING AND THE INTERNET OF THINGS
Around the world, factory floors and assembly lines are becoming highly automated, combining human ingenuity with data and technology to revolutionize product and productivity outcomes. As the notion of a “factory of the future” continues to evolve, how are companies incorporating “smart” and connected products into their manufacturing process? From sensors and robots to 3D printing and green technology, global companies are experimenting with a variety of methods to streamline, scale, and sustain their business. Here in China, manufacturers have been asked to deliver on the nation’s “Made in China 2025” strategy and are aggressively pursuing their own strategies to become smarter, greener, and more efficient. As these changes take hold, what are the implications for those doing business in China and for supply chains worldwide? And how are companies redeploying and reeducating their workforces as traditional factory jobs become automated and the need for technically proficient talent increases?
Hosted by The City of Guangzhou
Börje Ekholm, President and CEO, Ericsson Group
Till Reuter, Chief Executive Officer, KUKA
Tony Tan, Partner, Shanghai Office, McKinsey & Company
Wang Wenyin, Chairman, Amer International Group
Shoei Yamana, President and CEO, Konica Minolta
Zhang Jing, Founder and Chairman, Cedar Holdings Group
Moderator: Adam Lashinsky, Fortune
Photograph by Vivek Prakash/Fortune
Saw this old canal bridge over a river in Coventry. Says Horseley Ironworks on it.
Vignoles Bridge is a Scheduled Ancient Monument in the City of Coventry in the West Midlands of England. The bridge is a single-span iron footbridge over the River Sherbourne in the Spon End area, just to the west of Coventry city centre and 100 metres (330 ft) west-north-west of Sherbourne House (an office building in use by Coventry City Council).
Thomas Telford developed the first techniques for maximising the potential of cast iron as a construction material, realising that the lighter frames could use flatter angles and less substantial foundations than timber bridges while preserving the single span, and thus the navigability of the waterways they cross. English Heritage, which is responsible for scheduling ancient monuments in England, considers all examples of iron bridges "which retain significant original fabric" to be of importance. Vignoles Bridge is of particular interest because it "survives well and retains its original features thus demonstrating its engineering design and reflecting the manufacturing process", despite having been moved from its original site.
The bridge originally occupied a site on the Oxford Canal (which runs from Coventry to Oxford). It is cast iron and was built at Horseley Iron Works—whose name is cast into the span of the bridge on one side—in Tipton around 1835. The bridge, which was designed by Charles Vignoles (after whom it is named), was moved to its current site in 1969. The walkway is covered with tarmac and has cast iron balustrades either side, while the abutments connecting the bridge to the river bank are brick.
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.
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
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
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.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
The Password JDM Dry Carbon Fiber Engine Pulley Cover NEW SUBARU BRZ SCION FR-S V1 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 pulley cover will always look & function as good as the day you bought it!
Includes all necessary mounting hardware.
Features include:
- Perfect dry carbon fitment with structural integrity
- high-heat, fade resistant resin fabrication process
- Extreme lightweight to strength ratio
- Made in the USA
- Badass looks for your BRZ or FR-S engine bay!
聚能压缩饼干
特殊的工艺， 不一样的饼干
roughly translates as: special manufacturing process, unique biscuits
454g pack, AUD5.29
Seen at
Central Grocery
Melbourne Central Shopping Centre
(03)96392803
We design and manufacture tap handles within your budget. We know how to be unique, different and to stand out in the forest of tap handles at the bar.
The Cask and Stone tap handle was designed and produced at Alison to replicate wood. With both domestic and overseas production facilities, our team handles every aspect of the manufacturing process to provide our customers with highly competitive pricing with the best customer service.
Last Idiolecture of 2006:
“But that’s the direction things are going in: to each his own Free-Press, his own pop music, his own pad, etc. And in all that, centralism like we’ve never seen before.”
–Félix Guattari, The Anti-Oedipus Papers, ca. 1970-1971
“A worker who buys a small movie camera or a still camera and films his vacation is making a political film. That’s what I call a political film. That’s the only film he can make. It so happens that he’s allowed to film his vacation, but strangely enough, he’s not allowed to film his work.”
–Jean-Luc Godard, Interview 1972
“But the essential usage of the image recorder seems to me to be elsewhere, in its private use for the manufacture of one's own gaze upon the world, and first and foremost upon oneself. Pleasure tied to the self-directed gaze: Narcissus after Echo. Eroticism as an appropriation of the body.
The new instrument thus emerging will find its real usage only in the production, by the consumer himself, of the final object, the movie made from virgin film. The consumer, completing the mutation that began with the tape recorder and photography, will thus become a producer and will derive at least as much of his satisfaction from the manufacturing process itself as from the object he produces. He will institute the spectacle of himself as the supreme usage.”
–Jacques Attali, Noise 1977/1985
(En) Founded in 1906, the Coking Plant of Anderlues was specialized in the production of coke for industrial use.
Coke was obtained by distillation of coal in furnaces and, thanks to its superior fuel coal properties, it was used afterwards to feed the blast furnaces in the steel manufacturing process.
Closed and abandoned since 2002, the site has since undergone many losses and damages, not including an important pollution. While some buildings have now been demolished, there are however still some important parts of the former coking plant.
Among them, the former coal tower, next to the imposing "battery" of 38 furnaces, where the coke was produced. Besides them, we still can see the administrative buildings, the power station with its cooling tower, and buildings for the by-products, which were obtained by recovering the tar and coal gas. There are also a gasometer north side, the coal tip east side and a settling basin south side.
-----------
(Fr) Fondées en 1906, les Cokeries d'Anderlues étaient spécialisées dans la fabrication de coke à usage industriel.
Le coke était obtenu par distillation de la houille dans des fours et, grâce à ses propriétés combustibles supérieures au charbon, il servait par après à alimenter les hauts-fourneaux dans le processus de fabrication de l'acier.
Fermé et laissé à l'abandon depuis 2002, le site a depuis lors subi de nombreuses pertes et dégradations, sans compter la pollution qui y règne. Si certains bâtiments (comme l'ancien lavoir à charbon) ont aujourd'hui été démolis, on retrouve encore toutefois certaines parties importantes de cette ancienne cokerie.
Parmi celles-ci, l'ancienne tour à charbon suivie de près par l'imposante "batterie" de 38 fours, où était produit le coke. A côté d'eux, on découvre également les bâtiments administratifs, la centrale électrique avec sa tour de refroidissement, ainsi que les bâtiments des sous-produits, lesquels étaient obtenus par récupération du goudron et du gaz de houille. Et en périphérie, on retrouve un gazomètre côté nord, le terril à l'est et un bassin de décantation côté sud.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
SkyBlend is an environmentally friendly product, certified to be 100% pre-consumer recycled wood fiber particleboard that has no Urea Formaldehyde added during the manufacturing process.
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
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
Went for a morning walk around Alcester in Warwickshire. Alcester is market town that was founded by the Romans.
A look at Minerva Mill in Alcester. Located on Station Road.
Grade II Listed Building.
Listing Text
The following building shall be added:
ALCESTER
SP0857 STATION ROAD
419-0/4/10000 (North East side)
Minerva Needle Works
II
Needlemaking factory. Circa 1880-5 for Alfred Allwood, needlemaker; C20 extension at
rear. Red brick with terracotta dressings. Hipped Welsh slate roof with lead roll hips and
crested ridge tiles. 2 small brick axial stacks. PLAN: Long and shallow 20-bay range with 2
short rear wings at either end, the righthand wing's SE return has a 5-bay front; the space
between the rear wings has been infilled by a C20 extension. Italianate style. EXTERIOR:
3 storeys. 20-bay south west front with round-headed windows in recessed panels with
enriched moulded terracotta imposts and heads and ramped cills. Also moulded terracotta
eaves course. Multi-pane cast-iron windows. Central doorway with segmental arch.
Righthand south east return is similar, but 5 bays and with round-headed doorway. At rear
2-bay wings to left and right, C20 extension between the wings and 3 bays to right.
INTERIOR: Part of the rear wall of the main range has been demolished creating partly
open plan on the ground and tint floors. HISTORY: William Allwood and his son Joseph
were needlemakers in premises at Henley Street, Alcester, but here they employed
outworkers for such stages in the manufacturing process as spitting and packeting and the
scouring would have been done by another mill. The firm was so successful that in circa
1880-5 Joseph Allwood's son, Alfred, moved to this purpose-built factory in Station Road.
It is believed that all the processes of needlemaking were done here. The needle's brand
name was Minerva and the firm also produced hat-pins with glass birds on the end. In 1912
the premises were bought by Terry's Springs, makers of the Anglepoise lamp. SOURCE:
Needlemakers and Needlemaking of Alcester, Sambourne and Studley Area, paper no.24;
Alcester and District Local History Society; 1981.
Listing NGR: SP0857557637
This text is from the original listing, and may not necessarily reflect the current setting of the building.
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.
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!
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