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The College of Engineering conferred degrees Saturday, May 10, at College Park Center. The graduates were among more than 4,500 who earned bachelor, master's, and doctoral degrees during Commencement.
Designed by Maxwell Fry , a Wallasey born & Liverpool trained architect , this Liverpool University engineering department building dates from 1959 . The eastern facade is windowless and bears the names of famous engineers in history.
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 Class of 2012 for the College of Engineering graduated as in one Commencement ceremony Saturday, May 12, a first thanks to the new 7,000-seat College Park Center.
High school students gets hands-on experience during Thayer's first Summer Engineering Workshop.
Photo by Douglas Fraser.
Viewed from the bikestands on Creyke Road - the Mushroom is on the right and in the winter evening sun casts its shadow on the Engineering Library building.
The electronics engineering drafting room and the Cable Shop (adjacent photo) supported a vigorous nuclear testing and weapons development program at Lawrence Livermore National Laboratory. Undated photo from the 1960s.
Graduates students stand at the beginning of University of Michigan College of Engineering Graduate Student Commencement Ceremony at the Rackam Auditorium on April 29, 2012.
Photo: Joseph Xu, Michigan Engineering Communications & Marketing.
Swanson School of Engineering First Year Conference, presentations and awards in Benedum Hall, Saturday, April 9, 2016. 216263
The Institution of Engineering and Technology (IET) recognised six exceptional young women engineers, three winners and three finalists, at its Young Woman Engineer (YWE) Awards Ceremony on 6 December 2018, which took place at IET London: Savoy Place.
Churchman's Cigarettes "Empire Railways" (series of 50 issued in 1931)
#41 On the Cairns Line, North Queensland
Swanson School of Engineering First Year Conference, presentations and awards in Benedum Hall, Saturday, April 9, 2016. 216263
Swanson School of Engineering First Year Conference, presentations and awards in Benedum Hall, Saturday, April 9, 2016. 216263
From the section on transporter bridges. The Newport Transporter Bridge still operates, run as a charitable organisation, open in the summer months. It was built in 1906. The Widnes-Runcorn Transporter Bridge was built in 1905, the first of its type in Britain and the largest in the world. It closed in 1961 and was demolished.
A very informative boys’ (in those days!) book on engineering feats published in the late 1920s or early 1930s by Ward, Lock & Co of London and Melbourne. Although it is not dated, it is possible to ascertain the rough period from the content. The Hudson River Bridge in New York is shown, described with an artist’s impression of the “proposed” bridge which was actually completed and opened to traffic in 1936.
Davin Saha is among Michigan Engineering’s Xplore Engineering camp participants who get to experiment with the Oobleck during the Can you Walk or Bounce on a Fluid workshop.
The Oobleck mixture isn't your typical liquid—or solid. The cornstarch-and-water mixture creates a fluid that acts more like quicksand than water: applying force (squeezing or tapping it) causes it to become thicker.
Xplore Engineering summer camp is designed for Michigan Engineering alumni and the children in their life entering the 4th through 7th grade. Through a series of experiential workshops, participants get hands-on experience in a variety of engineering disciplines. Participants can choose to participate in 6 out of 18 workshops ranging from nanotechnology to rocketry.
Thursday, June 30, 2022
Photo by Marcin Szczepanski/Lead Multimedia Storyteller, University of Michigan College of Engineering
This building is one of the most beautiful buildings I have ever come across - such an amazing design. Taken in: Pretoria / Main Campus / University of Pretoria
Title: Engineering Convocation
Creator (Photographer) : Unknown
Publisher : Graphic Services
Place of Publication : College Station, Texas
Year (Coverage) : 1967
Document Type : Image
Format : Photographic negative
Dimensions : 4 x 5 inches
Digitization Date : July2010
Description : Unknown
Note : Brazos County, Texas
Collection : Texas A&M University Archives
Resource Identifier : Graphic Services Photos, Box 21, File 21-464
Institution : Texas A&M University, College Station, Texas
Repository : Cushing Memorial Library and Archives
Contact Information : Email: cushing-library@tamu.edu Phone: 979-845-1951
Copyright : It is the users responsibility to secure permission from the copyright holders for publication of any materials. Permission must be obtained in writing prior to publication. Please contact the Cushing Memorial Library for further information
Dr. Jeffrey Siegel, Assistant Professor of Civil Engineering at the University of Texas at Austin displays equations relating to the ideal gas law in office.
Dr. Siegel recently received the Early Career Award from the International Society of Exposure Analysis to research the efficacy of particle removal in ion air purification devices.
His research interests include design of energy-efficient buildings, indoor air quality, and indoor particle dynamics. He is currently interested in resuspension of particles from building surfaces, protecting buildings.
The College of Engineering dedicated this newly renovated space thanks to a generous donation from Steven and Barbara Kohler. Barbara is the daughter of the late Aaron Friedman, a former College of Engineering faculty member who grew up in Detroit, served in the U.S. Navy and was a successful entrepreneur.