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Taking its point of departure from this year's AV Festival theme As Slow As Possible (after John Cage), this symposium seeks to investigate how we might activate temporal concepts which are resistant to those normalized in mainstream commercially driven cultural forms.
How are artists, composers or musicians exploring time in ways that often utilize the latest digital technologies but also challenge their conventional deployment? The subject of 'Slowness', albeit in its most varied manifestations embracing multiple non-linear 'speeds' and rhythms (and thus refusing any simplistic polarization with 'speed' as such), will provide a central theme for the panel discussion, and ideas relating to how time can be multiplied, diversified, folded and suspended in contemporary art and culture will also be examined.
Eminent French philosopher Eric Alliez, cultural and music critic Paul Morley, performance art specialist and writer Laura Cull, and film theorist and philosopher John Mullarkey will draw on their unique intellectual and personal engagements with time in the history of ideas, popular culture and contemporary art in this afternoon symposium, an 'overture' of sorts to the 24 hour opening of the AV Festival. A selection of artists participating in AV Festival will present short surveys of their working practice to kick-start the proceedings. Moderated by Katherine Waugh.
Biographies
Eric Alliez is a French philosopher and Professor of Philosophy at the Centre for Research in Modern European Philosophy at Kingston University, UK. His research areas include philosophy and contemporary art, history of time and studies on Deleuze and Guattari. Publications include Capital Times: Tales from the Conquest of Time (1996), La Pensee-Matisse: portrait de l'artiste en hyperfauve (2005), L'Oeil-Cerveau: Nouvelles histories de la peinture moderne (with Jean-Clet Martin 2007)
Laura Cull is a lecturer in Performing Arts at Northumbria University in Newcastle. She is editor of Deleuze & Performance (Edinburgh University Press) and chair of the Performance & Philosophy Working Group within Performance Studies International. Her PhD develops the concept of ‘differential presence’ in performance through the philosophy of Gilles Deleuze.
Paul Morley is a cultural critic and author, he wrote for the New Musical Express from 1977 to 1983 and was the first presenter of BBC2's The Late Show. He still regularly appears on BBC2’s Newsnight Review programme. For the short-lived Channel 4 arts strand Without Walls he wrote and presented a documentary on boredom. Morley is the author of Words and Music: the history of pop in the shape of a city, Ask: The Chatter of Pop and the biographical book Nothing.
Katherine Waugh is a writer and filmmaker based in Galway. She is co-director, with Fergus Daly, of The Art of Time (2010), a film that explores philosophies of temporality in contemporary art, film and architecture. The Art of Time screens as part of the Festival at Tyneside Cinema in Newcastle on Sat 3 March.
John Mullarkey is Professor of Film and Television Studies at Kingston University, London. He has also taught philosophy and film theory at the University of Sunderland, England (1994-2004) and the University of Dundee, Scotland (2004 to 2010). He has published Bergson and Philosophy (1999), Post-Continental Philosophy: An Outline (2006), Philosophy and the Moving Image: Refractions of Reality (2010), and edited, with Beth Lord, The Continuum Companion to Continental Philosophy (2009). He is an editor of the journal Film-Philosophy, and chair of the Society for European Philosophy.
Participate in my art project about bodyshaming, bodypositivity and normalize the common body. Send DM, visit social medias or visit www.ma-foto.net for more info and photos. Everybody is welcome.
Reframing the Pap Smear – Opening Reception
Monday, January 9, 2012
Venue: Art Bar
Visual Arts
Don’t fear the smear! Women’s health doctor demystifies the speculum as a tool to embrace, not avoid.
Reframe the Pap – the creation of women’s health doctor Sheila Wijayasinghe – looks at images of the speculum, the medical tool used in Pap tests to normalize the instrument by placing it in various familiar surroundings – with the view that women should be equally comfortable with regular pap testing as they would be with everyday objects.
“Pap testing is a women’s best defense against cervical cancer. Women should embrace the speculum as a tool of positivity and not fear the smear,” says Dr. Wijayasinghe.
Every year in Canada over 1,300 women are diagnosed with cervical cancer and almost 400 women will die annually of this disease. While the Pap Test itself is a short procedure, it can invoke a great deal of anxiety in women. Some women are afraid of the speculum, the plastic or metal tool used for the Pap Test, and avoid seeing their doctor.
“Art and social media are some the best tools to promote healthy life choices. By starting a conversation about rarely discussed health topics we can increase awareness and help women make active choices to support their well-being,” added Dr. Wijayasinghe.
All proceeds raised from Reframe the Pap will go towards the Immigrant Women’s Health Center (IWHC) in Toronto, a sexual health clinic serving immigrant, refugee and marginalized women across the City of Toronto.
More About Reframing the Pap Smear Here
Art Bar: The Art Bar (named after a weekly figure drawing class ongoing since 1957) is our storefront room with large windows facing Queen Street West. It is an intimate space for parties, meetings, conferences or exhibitions.
Photos by: Laynna Meyler
April 19, 2015 - New York City - Governor Andrew M. Cuomo has dinner at the Intercontinental Hotel in New York City Sunday April 19, 2015 with leaders from business and higher education that will be joining New York's trade mission to Cuba. This is the first Governor-led state trade mission to Cuba since President Obama began the process to normalize diplomatic relations between the United States and Cuba. (Office of the Governor - Kevin P. Coughlin)
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.
Juno's raw images were transformed, equalized and normalized, then - composed as RGB image. Resulting picture was also insignificantly tuned (contrast, sharping, color correction). Software used: GIMP 2.8.3. Raw image source: www.missionjuno.swri.edu/junocam/processing?id=633
The PAIS platform is a device portal that normalizes the interface between the myriad of Internet services and connected devices. PAIS is designed to handle multiple device and application types including in-vehicle telematics, MIDs, TVs, home theater, and smartphone apps. By creating a common, stable method for accessing a wide array of constantly changing Internet service APIs, PAIS reduces the impact of service and API changes.
Taken with the ng Connect LTE Connected Camera.
How to cold water douse:
1. Get two 5 gallon buckets and fill with cold water.
2. Get yourself barefoot standing on actual ground.
3. Dump the first bucket over your head, preferably slowly.
4.Dump the second bucket over your head, Normalize yourself with breathing,
5. Stay outside for a while, you may dry yourself with a towel, but avoid going inside immediately.
6. Now feel euphoric for the next couple of hours!
A last swim before eviction?
Local kids cool off in Ciliwung River in a neighborhood called Kampung Bukit Duri in Jakarta. A strip of houses closest to the river at Bukit Duri is slated for eviction any day now as part of "Normalisasi" (normalization), a process that means turning the river into a concrete channel, leveling the houses within 7 meters on both sides of the river and adding concrete walls on the banks.
For the next week we are following a Michigan Engineering graduate who helps map flooding in Jakarta using social media based data. Follow our blog at umjakarta.tumblr.com/
Photo by Marcin Szczepanski/Senior Multimedia Producer, University of Michigan, College of Engineering
The translator talks about the exercise they just completed through Corporal Natasha Richards Royal Military Police.
Continuing police training is having a real result bringing the Afghanistan police up to speed showing modern methods of policing. Captain Damian Coxon aged 24 from Folkestone and Corporal Natasha Richards aged 30 from Eastbourne have helped in the process of building a better police service for Afghanistan.
The training is held at Musa Qala Camp where the focus has been at a lowe level training which involved demonstrations and reacting out some potential roles, going through discussing where things have gone wrong or just ways to improve better policing.
Date: 21st Feb 2010
Location: Musa Qala, Afghanistan
(Photo by Staff Sergeant Will Craig MOD/Crown Copyright 2010)
April 19, 2015 - New York City - Governor Andrew M. Cuomo has dinner at the Intercontinental Hotel in New York City Sunday April 19, 2015 with leaders from business and higher education that will be joining New York's trade mission to Cuba. This is the first Governor-led state trade mission to Cuba since President Obama began the process to normalize diplomatic relations between the United States and Cuba. (Office of the Governor - Kevin P. Coughlin)
The Traction was available in "Commerciale" version as from 1938, and exclusively in black, as such the beginning of a normalization of colours that would ever more "blacken" the range. The rear opens in two parts, in fact a "break" before its time.
1.911 cc
4 in-line
56 HP @ 3.800 rpm
Vmax : 115 km/h
Exposition : Citroën 100 Years
27/06/2019 - 03/09/2019
Autoworld
Brussels - Belgium
August 2019
Late Night BBQ Friends.
A quick and covert available light snap of a trio of friends who had not seen each other in years enjoying a chat and late night BBQ.
The image is straight out of camera using manual settings. I normalized it in post for proper levels and added a slight contrast increase. I liked the ethereal contrast of the old incandescent lamps against the rustic lookng backdrop.
The S90 is smaller than many smartphones, and one of my favorite cameras for vintage film look, the Leica-Dlux 5 / Panasonic LX5 being the others that use the same CCD sensor but with a Leica Summicron lens.
Many old-school and a few award-winning B&W photographers use the S90/LX5/D-lux 5 cameras, and I've read the sensor and image processing are a smaller version of what is found in the Leica M-8, which many Leica enthusiasts say was the last digital Leica that was true to film look.
To my eye LX5/D-lUX5/S90 CCD cameras replicate the tonality and grain of old Tri-X or Ilford film more closely than I can typically get more modern professional cameras.
More sample Images from this camera can be found here:
www.flickr.com/photos/157454086@N03/albums/72157667948840257
Some execptional Panasonic LX5 (Leica D-LUX5) images from a friend who turned me on to it can be viewed here:
www.flickr.com/photos/walimai/
Some more informaton on CCD vs CMOS sensors, and true Monocrome imaging can be found here:
HOLY GRAIL CAMERA! True Monochrome Fujifilm. Where DIGITAL B&W bests FILM
CCD vs CMOS: better color and more film like look (PROOF)
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.
April 19, 2015 - New York City - Governor Andrew M. Cuomo has dinner at the Intercontinental Hotel in New York City Sunday April 19, 2015 with leaders from business and higher education that will be joining New York's trade mission to Cuba. This is the first Governor-led state trade mission to Cuba since President Obama began the process to normalize diplomatic relations between the United States and Cuba. (Office of the Governor - Kevin P. Coughlin)
Reframing the Pap Smear – Opening Reception
Monday, January 9, 2012
Venue: Art Bar
Visual Arts
Don’t fear the smear! Women’s health doctor demystifies the speculum as a tool to embrace, not avoid.
Reframe the Pap – the creation of women’s health doctor Sheila Wijayasinghe – looks at images of the speculum, the medical tool used in Pap tests to normalize the instrument by placing it in various familiar surroundings – with the view that women should be equally comfortable with regular pap testing as they would be with everyday objects.
“Pap testing is a women’s best defense against cervical cancer. Women should embrace the speculum as a tool of positivity and not fear the smear,” says Dr. Wijayasinghe.
Every year in Canada over 1,300 women are diagnosed with cervical cancer and almost 400 women will die annually of this disease. While the Pap Test itself is a short procedure, it can invoke a great deal of anxiety in women. Some women are afraid of the speculum, the plastic or metal tool used for the Pap Test, and avoid seeing their doctor.
“Art and social media are some the best tools to promote healthy life choices. By starting a conversation about rarely discussed health topics we can increase awareness and help women make active choices to support their well-being,” added Dr. Wijayasinghe.
All proceeds raised from Reframe the Pap will go towards the Immigrant Women’s Health Center (IWHC) in Toronto, a sexual health clinic serving immigrant, refugee and marginalized women across the City of Toronto.
More About Reframing the Pap Smear Here
Art Bar: The Art Bar (named after a weekly figure drawing class ongoing since 1957) is our storefront room with large windows facing Queen Street West. It is an intimate space for parties, meetings, conferences or exhibitions.
Photos by: Laynna Meyler
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.
Feskekôrka (Swedish: Fiskkyrkan (normalized), English: Fish church) is an indoor fish market in Gothenburg, Sweden, which got its name from the building's resemblance to a Gothic church. It opened 1 November 1874 and was drawn by the city architect Victor von Gegerfelt. Feskekôrka is an institution in Gothenburg as well as a tourist magnet, housing one of the city's oldest trades, fishing. Apart from a fish market, there is also a fish- and seafood restaurant in the building.
Hdr, 3 exposures (+2EV, 0EV, -2EV).
Spirits are higher but I still feel like my body's held together with medstrips! I can walk a little further, eat solid food, wear pants if I wanna and even wash my face or shower to look half presentable!
The goal of "SlutWalk" is to bring together people of all genders, ages, professions, religions, ethnicities, sexual orientations, and economic statuses to create a dialogue and bring an end to attitudes that normalize victim blaming and slut shaming and to ultimately put an end to rape culture.
Licensing information: Due to the nature of this event and its goal to protect victims of violence everywhere, all photos are copyrighted and may not be used without explicit permission.
If you would like to use this photo to protect survivors of sexual assault and prevent violence, feel free to send me a request. for more information see www.slutwalkdc.com
Any other use, including embedding, is a violation of the license. Thank you and thanks for promoting the health of people and the communities they bring health to.
My childhood big head Han. I added the plastic vest from another recent Han figure a while back and it did wonders to "normalize" the size of this guy's noggin. With the broader shoulders his head doesn't look so out-of-proportion anymore!
On July 20th, the Israeli-Palestinian Band, HEARTBEAT: Amplifying Youth Voices, performed at the RED Berlin Skylounge of the Institute for Cultural Diplomacy. As a positive alternative to the normalization of segregation, violence, and racism, Heartbeat creates spaces and opportunities for Palestinian and Israeli youth musicians to build critical awareness, respect, and trust while harnessing creative nonviolent tools for self-expression and social change.
Engaging in a sustained music, dialogue, and empowerment process, Heartbeat youth musicians become agents of change; harnessing the tools of creativity to imagine possibilities, ask questions, and publicly address systemic problems such as violence, oppression, and inequality-partnering to create a safe, equitable future for all.
(Berlin; July 20th, 2017)
Taking its point of departure from this year's AV Festival theme As Slow As Possible (after John Cage), this symposium seeks to investigate how we might activate temporal concepts which are resistant to those normalized in mainstream commercially driven cultural forms.
How are artists, composers or musicians exploring time in ways that often utilize the latest digital technologies but also challenge their conventional deployment? The subject of 'Slowness', albeit in its most varied manifestations embracing multiple non-linear 'speeds' and rhythms (and thus refusing any simplistic polarization with 'speed' as such), will provide a central theme for the panel discussion, and ideas relating to how time can be multiplied, diversified, folded and suspended in contemporary art and culture will also be examined.
Eminent French philosopher Eric Alliez, cultural and music critic Paul Morley, performance art specialist and writer Laura Cull, and film theorist and philosopher John Mullarkey will draw on their unique intellectual and personal engagements with time in the history of ideas, popular culture and contemporary art in this afternoon symposium, an 'overture' of sorts to the 24 hour opening of the AV Festival. A selection of artists participating in AV Festival will present short surveys of their working practice to kick-start the proceedings. Moderated by Katherine Waugh.
Biographies
Eric Alliez is a French philosopher and Professor of Philosophy at the Centre for Research in Modern European Philosophy at Kingston University, UK. His research areas include philosophy and contemporary art, history of time and studies on Deleuze and Guattari. Publications include Capital Times: Tales from the Conquest of Time (1996), La Pensee-Matisse: portrait de l'artiste en hyperfauve (2005), L'Oeil-Cerveau: Nouvelles histories de la peinture moderne (with Jean-Clet Martin 2007)
Laura Cull is a lecturer in Performing Arts at Northumbria University in Newcastle. She is editor of Deleuze & Performance (Edinburgh University Press) and chair of the Performance & Philosophy Working Group within Performance Studies International. Her PhD develops the concept of ‘differential presence’ in performance through the philosophy of Gilles Deleuze.
Paul Morley is a cultural critic and author, he wrote for the New Musical Express from 1977 to 1983 and was the first presenter of BBC2's The Late Show. He still regularly appears on BBC2’s Newsnight Review programme. For the short-lived Channel 4 arts strand Without Walls he wrote and presented a documentary on boredom. Morley is the author of Words and Music: the history of pop in the shape of a city, Ask: The Chatter of Pop and the biographical book Nothing.
Katherine Waugh is a writer and filmmaker based in Galway. She is co-director, with Fergus Daly, of The Art of Time (2010), a film that explores philosophies of temporality in contemporary art, film and architecture. The Art of Time screens as part of the Festival at Tyneside Cinema in Newcastle on Sat 3 March.
John Mullarkey is Professor of Film and Television Studies at Kingston University, London. He has also taught philosophy and film theory at the University of Sunderland, England (1994-2004) and the University of Dundee, Scotland (2004 to 2010). He has published Bergson and Philosophy (1999), Post-Continental Philosophy: An Outline (2006), Philosophy and the Moving Image: Refractions of Reality (2010), and edited, with Beth Lord, The Continuum Companion to Continental Philosophy (2009). He is an editor of the journal Film-Philosophy, and chair of the Society for European Philosophy.
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.
This is my best shot of the old and derelict Battersea Power Station. It is being refurbished into luxury apartments and condominiums- I can't wait to see the results some day.
This was taken in deep in dusk- it's probably the highest color temp setting to "normalize" the photo that I've ever done at >20,000k.
Taking its point of departure from this year's AV Festival theme As Slow As Possible (after John Cage), this symposium seeks to investigate how we might activate temporal concepts which are resistant to those normalized in mainstream commercially driven cultural forms.
How are artists, composers or musicians exploring time in ways that often utilize the latest digital technologies but also challenge their conventional deployment? The subject of 'Slowness', albeit in its most varied manifestations embracing multiple non-linear 'speeds' and rhythms (and thus refusing any simplistic polarization with 'speed' as such), will provide a central theme for the panel discussion, and ideas relating to how time can be multiplied, diversified, folded and suspended in contemporary art and culture will also be examined.
Eminent French philosopher Eric Alliez, cultural and music critic Paul Morley, performance art specialist and writer Laura Cull, and film theorist and philosopher John Mullarkey will draw on their unique intellectual and personal engagements with time in the history of ideas, popular culture and contemporary art in this afternoon symposium, an 'overture' of sorts to the 24 hour opening of the AV Festival. A selection of artists participating in AV Festival will present short surveys of their working practice to kick-start the proceedings. Moderated by Katherine Waugh.
Biographies
Eric Alliez is a French philosopher and Professor of Philosophy at the Centre for Research in Modern European Philosophy at Kingston University, UK. His research areas include philosophy and contemporary art, history of time and studies on Deleuze and Guattari. Publications include Capital Times: Tales from the Conquest of Time (1996), La Pensee-Matisse: portrait de l'artiste en hyperfauve (2005), L'Oeil-Cerveau: Nouvelles histories de la peinture moderne (with Jean-Clet Martin 2007)
Laura Cull is a lecturer in Performing Arts at Northumbria University in Newcastle. She is editor of Deleuze & Performance (Edinburgh University Press) and chair of the Performance & Philosophy Working Group within Performance Studies International. Her PhD develops the concept of ‘differential presence’ in performance through the philosophy of Gilles Deleuze.
Paul Morley is a cultural critic and author, he wrote for the New Musical Express from 1977 to 1983 and was the first presenter of BBC2's The Late Show. He still regularly appears on BBC2’s Newsnight Review programme. For the short-lived Channel 4 arts strand Without Walls he wrote and presented a documentary on boredom. Morley is the author of Words and Music: the history of pop in the shape of a city, Ask: The Chatter of Pop and the biographical book Nothing.
Katherine Waugh is a writer and filmmaker based in Galway. She is co-director, with Fergus Daly, of The Art of Time (2010), a film that explores philosophies of temporality in contemporary art, film and architecture. The Art of Time screens as part of the Festival at Tyneside Cinema in Newcastle on Sat 3 March.
John Mullarkey is Professor of Film and Television Studies at Kingston University, London. He has also taught philosophy and film theory at the University of Sunderland, England (1994-2004) and the University of Dundee, Scotland (2004 to 2010). He has published Bergson and Philosophy (1999), Post-Continental Philosophy: An Outline (2006), Philosophy and the Moving Image: Refractions of Reality (2010), and edited, with Beth Lord, The Continuum Companion to Continental Philosophy (2009). He is an editor of the journal Film-Philosophy, and chair of the Society for European Philosophy.
Reframing the Pap Smear – Opening Reception
Monday, January 9, 2012
Venue: Art Bar
Visual Arts
Don’t fear the smear! Women’s health doctor demystifies the speculum as a tool to embrace, not avoid.
Reframe the Pap – the creation of women’s health doctor Sheila Wijayasinghe – looks at images of the speculum, the medical tool used in Pap tests to normalize the instrument by placing it in various familiar surroundings – with the view that women should be equally comfortable with regular pap testing as they would be with everyday objects.
“Pap testing is a women’s best defense against cervical cancer. Women should embrace the speculum as a tool of positivity and not fear the smear,” says Dr. Wijayasinghe.
Every year in Canada over 1,300 women are diagnosed with cervical cancer and almost 400 women will die annually of this disease. While the Pap Test itself is a short procedure, it can invoke a great deal of anxiety in women. Some women are afraid of the speculum, the plastic or metal tool used for the Pap Test, and avoid seeing their doctor.
“Art and social media are some the best tools to promote healthy life choices. By starting a conversation about rarely discussed health topics we can increase awareness and help women make active choices to support their well-being,” added Dr. Wijayasinghe.
All proceeds raised from Reframe the Pap will go towards the Immigrant Women’s Health Center (IWHC) in Toronto, a sexual health clinic serving immigrant, refugee and marginalized women across the City of Toronto.
More About Reframing the Pap Smear Here
Art Bar: The Art Bar (named after a weekly figure drawing class ongoing since 1957) is our storefront room with large windows facing Queen Street West. It is an intimate space for parties, meetings, conferences or exhibitions.
Photos by: Laynna Meyler
Chicago, March 31, 9.15Pm: In light of the recent semi-final cricket match between India and Pakistan, President Obama of the United States was highly encouraged by the camaraderie, exhibited by the leaders and peoples of both countries of South Asia. To celebrate this normalization of the relations between the two countries, President of the United States, declared that every American should wear Salwar Kameez dress in the next twenty-four hours. When asked by a confused Washington inside-the-beltway reporter, “what’s the point of this? I thought we were here for briefing on Libyan Crisis” President Obama explained, that within the context of multilateralism policy, showing gratitude towards both countries, will promote peace and harmony between the nations and he further elaborated his point that by doing these small gestures by Americans, we can decrease the billions of foreign aid and thus lower the tax rates for the American people. Another reporter asked, “Mr. President, where would Americans find Salwar Kameez dresses?” Mr. Obama replied during his recent trip to South America, after having lengthy debates with his staff on all the crisis in Japan, Libya, growing protests in Middle East and other important policy issues towards South America, he took a five minute break and surfed the net. He came across a Salwar kameez Boutique website that reminded him of his days as a young student when he used to visit Karachi, Pakistan. According to him, this website had very elegant dresses. He said, he showed to Michelle and she asked him with the excitement in her eyes “Mr. President, you have to buy me this dress when we visit Pakistan, this year” He replied “No, Mrs. President, you can click right here and get it and its cheap, too” President added that he promised Michelle that during their upcoming visit to Pakistan, he would definitely take a stroll on Mall Road to show her how much Pakistan has improved. He was referring to the website mallroad247.com/ with its vibrant and elegant, yet affordable, dresses by Zoya’s Collection Boutique.
Designer Salwar Kameez online at affordable prices
and much more. please visit
This image is excerpted from a U.S. GAO report: www.gao.gov/products/GAO-14-450
COAST GUARD ACQUISITIONS: Better Information on Performance and Funding Needed to Address Shortfalls
Note: In current/then-year dollars. This means that numbers have not been normalized for inflation.
Reframing the Pap Smear – Opening Reception
Monday, January 9, 2012
Venue: Art Bar
Visual Arts
Don’t fear the smear! Women’s health doctor demystifies the speculum as a tool to embrace, not avoid.
Reframe the Pap – the creation of women’s health doctor Sheila Wijayasinghe – looks at images of the speculum, the medical tool used in Pap tests to normalize the instrument by placing it in various familiar surroundings – with the view that women should be equally comfortable with regular pap testing as they would be with everyday objects.
“Pap testing is a women’s best defense against cervical cancer. Women should embrace the speculum as a tool of positivity and not fear the smear,” says Dr. Wijayasinghe.
Every year in Canada over 1,300 women are diagnosed with cervical cancer and almost 400 women will die annually of this disease. While the Pap Test itself is a short procedure, it can invoke a great deal of anxiety in women. Some women are afraid of the speculum, the plastic or metal tool used for the Pap Test, and avoid seeing their doctor.
“Art and social media are some the best tools to promote healthy life choices. By starting a conversation about rarely discussed health topics we can increase awareness and help women make active choices to support their well-being,” added Dr. Wijayasinghe.
All proceeds raised from Reframe the Pap will go towards the Immigrant Women’s Health Center (IWHC) in Toronto, a sexual health clinic serving immigrant, refugee and marginalized women across the City of Toronto.
More About Reframing the Pap Smear Here
Art Bar: The Art Bar (named after a weekly figure drawing class ongoing since 1957) is our storefront room with large windows facing Queen Street West. It is an intimate space for parties, meetings, conferences or exhibitions.
Photos by: Laynna Meyler
Taking its point of departure from this year's AV Festival theme As Slow As Possible (after John Cage), this symposium seeks to investigate how we might activate temporal concepts which are resistant to those normalized in mainstream commercially driven cultural forms.
How are artists, composers or musicians exploring time in ways that often utilize the latest digital technologies but also challenge their conventional deployment? The subject of 'Slowness', albeit in its most varied manifestations embracing multiple non-linear 'speeds' and rhythms (and thus refusing any simplistic polarization with 'speed' as such), will provide a central theme for the panel discussion, and ideas relating to how time can be multiplied, diversified, folded and suspended in contemporary art and culture will also be examined.
Eminent French philosopher Eric Alliez, cultural and music critic Paul Morley, performance art specialist and writer Laura Cull, and film theorist and philosopher John Mullarkey will draw on their unique intellectual and personal engagements with time in the history of ideas, popular culture and contemporary art in this afternoon symposium, an 'overture' of sorts to the 24 hour opening of the AV Festival. A selection of artists participating in AV Festival will present short surveys of their working practice to kick-start the proceedings. Moderated by Katherine Waugh.
Biographies
Eric Alliez is a French philosopher and Professor of Philosophy at the Centre for Research in Modern European Philosophy at Kingston University, UK. His research areas include philosophy and contemporary art, history of time and studies on Deleuze and Guattari. Publications include Capital Times: Tales from the Conquest of Time (1996), La Pensee-Matisse: portrait de l'artiste en hyperfauve (2005), L'Oeil-Cerveau: Nouvelles histories de la peinture moderne (with Jean-Clet Martin 2007)
Laura Cull is a lecturer in Performing Arts at Northumbria University in Newcastle. She is editor of Deleuze & Performance (Edinburgh University Press) and chair of the Performance & Philosophy Working Group within Performance Studies International. Her PhD develops the concept of ‘differential presence’ in performance through the philosophy of Gilles Deleuze.
Paul Morley is a cultural critic and author, he wrote for the New Musical Express from 1977 to 1983 and was the first presenter of BBC2's The Late Show. He still regularly appears on BBC2’s Newsnight Review programme. For the short-lived Channel 4 arts strand Without Walls he wrote and presented a documentary on boredom. Morley is the author of Words and Music: the history of pop in the shape of a city, Ask: The Chatter of Pop and the biographical book Nothing.
Katherine Waugh is a writer and filmmaker based in Galway. She is co-director, with Fergus Daly, of The Art of Time (2010), a film that explores philosophies of temporality in contemporary art, film and architecture. The Art of Time screens as part of the Festival at Tyneside Cinema in Newcastle on Sat 3 March.
John Mullarkey is Professor of Film and Television Studies at Kingston University, London. He has also taught philosophy and film theory at the University of Sunderland, England (1994-2004) and the University of Dundee, Scotland (2004 to 2010). He has published Bergson and Philosophy (1999), Post-Continental Philosophy: An Outline (2006), Philosophy and the Moving Image: Refractions of Reality (2010), and edited, with Beth Lord, The Continuum Companion to Continental Philosophy (2009). He is an editor of the journal Film-Philosophy, and chair of the Society for European Philosophy.