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VTOL - Hypersonic Plane - High Supersonic - Scramjet - IO Aircraft - Iteration 4
Early preview (Iteration 4) of an entirely new type of aircraft, no info is on the net yet and won't be for a while. RANGER - 2 Passenger VTOL Hypersonic Plane
Drew Blair
www.linkedin.com/in/drew-b-25485312/
Vertical take off and landing - High Supersonic into Hypersonic Realm. Economy cruise above Mach 4, and can accelerate to beyond Mach 8. Non VTOL, could reach LEO. With a range of 5,000+ nm (8,000-10,000nm non vtol). Fuel H2, reducing fuel weight 95%.
Length, 35ft (10.67m), span 18ft (6m).
Propulsion, 2 Unified Turbine Based Combined Cycle. 2 Unified thrust producing gas turbine generators that provide the power for the central lifting fan (electric, not shaft driven) and the rear VTOL.
Estimated market price, $25-$30 million in production. New York to Dubai in an hour.
All based on my own technology advances in Hypersonics which make Lockheed and Boeing look ancient.
-------------
boeing 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, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
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.
Because somewhere in passing this down we stripped it all of meaning, and reduced it all to what is saleable. We sentimentalized genius because we recognised this as making it more accesible, more saleable even; everyone loves a tortured genius.
Pragmatically, heart sells and head doesn't. Along comes Mr Duchamp and laughs gloriously at the notion of the suffering artist, realising that head and heart were inseperable, were essentially the same matter, he stated that he wanted to grasp an idea the way the penis is grasped by the vagina. Marcel knew, better than most, that there was an infinite space between torture and joy, and that this space, being what he termed infra-thin; that infinite space between both sides of the same sheet of paper, generating that infinite space both within and without itself, with the infinitely large swallowing the infinitely small, and visa versa, Ouroboros-like. He knew what absolute equality meant, and he laughed. He suggested that we use a Rembrandt as an ironing board, it being reciprocal suggests that we also use an Ironing board as a Rembrandt, and a Van Gogh, and a Vermeer. There is no idea simpler than this. The artist, being equal to every Joe Schmo (and in reality being the same Joe Schmo) realises that every Joe Schmo will get it. He intuits it. Strangely, the supposedly impenetrable conceptual artist is probably the most universally accessible.
Apollinaire was remarkably prescient in his appraisal : "It perhaps lies in store for an artist as detached from aesthetic preoccupations, as preoccupied with energy as Marcel Duchamp, to reconcile Art and the People".
I know...Mr Apollinaire could sometimes be a tad lofty! I myself would choose the low case in both.
The funny thing is that most of these souvenirs are not of details of actual Van Gogh's but copies (probably painted in China), subtley changed to avoid copyright issues, they are facsimilies, just as the knock offs flodding the western market from China are also 'originals'. This is how I intend to construct the Rembrandt (and Van Gogh, Vermeer) board. They will be, in themselves, originals, derivative of, refering to the original original, but painted by me. That this tradition, of artists painting from the masters, gives a type of lineage to this project. This circularity is central to the piece and will be echoed in the implied intention to then have copies printed of these 'originals' to be represented as originals in China, and then to be shipped back to the country of origin (of the idea) and then sold back to China as manifestations of Western individualism.
Cantor, "Rewired": Outdoor Iterations of a Dance by Parijat Desai
Choreography by Parijat Desai, IDA Artist, Winter 2009
This project is an amplification of Parijat Desai's "Rewired," originally a trio fusing two concert forms: Classical Indian Bharata Natyam and Post-modern Dance. Here, it is a triple trio cast of nine dancers. The dance material is fractured, layered, structured in response to the architectural and landscape features of the Cantor Museum and grounds. The Cantor iterations are arranged by Diane Frank.
Set during her IDA residency Winter Quarter 2009, Desai reconstructed "Rewired" as a complementary project to her IDA choreography. "Rewired" is, in essence, the artifact of Desai's exploration of the kinetic information, the mining that underlies the choreographic processes when creating a fusion form. Desai investigates both the gestural and rhythmic signatures of Southeast Asian forms and the body connectivity and spatial drive of contemporary concert dance, in effect "rewiring" the body to dance the kinetic information of both forms simultaneously. The elaborate and innovative phrases of "Rewired" are the rich result of her investigation.
Both forms also have a relationship to site-specific outdoor dance -- in temples and courtyards, in landscapes and grounds. The Cantor Arts Center, so varied architecturally and so elegantly landscaped, provides striking environments for the formal permutations that a triple trio allows. Dancers assemble, disperse, and re-assemble throughout the grounds as the afternoon unfolds, allowing museum visitors to do the same.
This has been my macro setup for about two years, and is the culmination of a lot of iteration and conversations with other macro photographers. I feel that it gives me essentially everything I want from lighting, except that it is very heavy at 5 lbs. Every macro photographer makes different trade-offs in their setup, and I’ve optimized even lighting and lifted shadows, at the expense of weight and bulkiness. The concept is modeled on a beauty dish with light from large light sources both above and below.
I’ve tried many, many diffusing media over the years and I’m most happy with this rosco cinegel. It is very transmissive, and very diffusive, and it’s a tough, flexible, waterproof plastic. It takes a couple of layers to eliminate hot spots.
The upper diffuser is mounted to a very nice prototype media holder made by the folks at cognisys. It doesn’t appear that it was ever put up for sale, but I have a more detailed photo you can see elsewhere in the flickr album if you want to make something like it yourself. I disassembled their media holder and mounted it to my own friction arm. The upper diffuser is large, sized to work with either the MP-E 65mm (very close working distance) or a 100mm macro (larger subjects further away). I have a version of the upper diffuser that’s much smaller, but it’s only appropriate for the MP-E and close working distances.
The lower flash head is triggered optically, and shoots through a flexible double-fold of Rosco Cinegel. The lower flash is used as a fill light to lift the shadows, but the lower cinegel is very flexible so I can press it right into foliage or against a tree and it will move freely out of the way. I can also point any of the three flash heads past the subject to light the background. The lower friction arm and flash contributes 1 lb (25% of the total weight).
Both friction arms (upper diffuser and lower flash head) are mounted to a CB Mini RC flash bracket. I have it on a tripod here to make it easier to photograph, but I shoot this setup freehand.
Bugs Bunny is a cartoon character created in the late 1930s at Warner Bros. Cartoons (originally Leon Schlesinger Productions) and voiced originally by Mel Blanc. Bugs is best known for his featured roles in the Looney Tunes and Merrie Melodies series of animated short films, produced by Warner Bros. Early iterations of the character first appeared in Ben Hardaway's Porky's Hare Hunt (1938) and subsequent shorts before Bugs's definitive character traits debuted in Tex Avery's A Wild Hare (1940). Bob Givens, Chuck Jones, and Robert McKimson are credited for defining Bugs's visual design.
Bugs is an anthropomorphic gray-and-white rabbit or hare who is characterized by his flippant, insouciant personality, his Brooklyn accent, and his catchphrase "Eh... What's up, doc?". He is typically portrayed as a trickster, outwitting foes like Elmer Fudd and Yosemite Sam as well as various authority figures and criminals. He develops a friendly rivalry with Daffy Duck. Through his popularity during the golden age of American animation, Bugs became an American cultural icon and Warner Bros.' official mascot.
Bugs starred in more than 160 short films produced between 1940 and 1964. He has since appeared in feature films, television shows, comics, and other media. He has appeared in more films than any other cartoon character, is the ninth most-portrayed film personality in the world and has his own star on the Hollywood Walk of Fame.
The Hollywood Walk of Fame is a landmark that consists of more than 2,800 five-pointed terrazzo-and-brass stars embedded in the sidewalks along fifteen blocks of Hollywood Boulevard and three blocks of Vine Street in the Hollywood district of Los Angeles, California. The stars are monuments to achievement in the entertainment industry and bear the names of a mix of actors, filmmakers, musicians, inventors, businessmen, fictional characters, and more.
The original idea for the Walk of Fame came in 1953, the first stars were unveiled in 1958, and the first permanent stars were placed in 1960. The Walk has been expanded on multiple fronts since then, including the number of stars displayed; categories, entities, and organizations honored; and blocks covered. The Walk also deteriorated while it was expanded, and a long-term restoration plan began in 2008.
The Walk of Fame is administered by the Hollywood Chamber of Commerce and maintained by the self-financing Hollywood Historic Trust. The Chamber collects fees ($85,000 as of 2025) from each new honoree's sponsor, which fund the creation and installation of their star as well as maintenance for the Walk as a whole. The Chamber also owns the Walk's trademark and licensing rights.
The Walk of Fame is one of Los Angeles's most popular tourist attractions, receiving an estimated ten million annual visitors in 2010.
Raven - Mach 8-10 Hypersonic Plane - Single Stage to Orbit (STO) - Iteration 7
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
Raven - B Model (Iteration 7)
Single Stage To Orbit Fixed Wing Aircraft
Length: 100'
Span: 45' 8"
Thermals: 6,000+ Fahrenheit
Turn Around Time: 3-6 Hours (No Ablative/Ceramic Tiles)
Airframe: 90% Advanced Composites, 10X Stronger then if it were Titatanium
Propulsion: U-TBCC (Unified Turbine Based Combined Cycle + Zero Atmosphere Mod)
Empty Weight: Apx 40,000 LBS
Fuel: 8,000-12,000 PSI Compressed Hydrogen and Oxygen
Fuel Weight Total: 5,000 LBS
Capability: Max Load, 170 Mile Parking Orbit
(W/O Assist) Half Load, Geo Stationary Orbit (Or Moon Orbit)
Payload Bay: 15' X 7' X 7'
Payload Max: 15,000 LBS
Costs Per Launch: Apx $2.5 Million
space plane, single stage to orbit, sto, hypersonic plane, hypersonic aircraft, tbcc, unified turbine based combined cycle, scramjet, dual mode ramjet, scramjet physics, scramjet engineering, darpa, mda, afrl, diu, supersonic business jet, hypersonic business jet, boeing phantom express, lockheed skunk works, hypersonic fighter, hypersonic weapon, hypersonic missile, scramjet missile, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, ARRW, hypersonic tactical vehicle, turbine based combined cycle, ramjet, onr, navair, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france, phantom works, skunk works, united launch alliance, spaceship company, virgin galactic, bigalow space, reaction engines, skylon, aerion supersonic, spike aerospace, boom supersonic, boeing phantom works, 3d printing, additive manufacturing, titatanium 3d printing, graphene 3d printing,
spaceplane #singlestagetoorbit #sto #hypersonicplane #hypersonicaircraft #tbcc #unifiedturbinebasedcombinedcycle #scramjet #dualmoderamjet #scramjetphysics #scramjetengineering #darpa #mda #afrl #diu #supersonicbusinessjet #hypersonicbusinessjet #boeingphantomexpress #lockheedskunkworks #hypersonicfighter #hypersonicweapon #hypersonicmissile #scramjetmissile #boostglide #tacticalglidevehicle #BoeingXS-1 #htv #AirLaunchedRapidResponseWeapon #ARRW #hypersonictacticalvehicle #turbinebasedcombinedcycle #ramjet #onr #navair #airforceresearchlab #officeofnavalresearch #defenseadvancedresearchprojectagency #defensescience #missiledefenseagency #aerospike #hydrogen #hydrogenstorage #hydrogenfueled #hydrogenaircraft #virginairlines #unitedairlines #sas #finnair #emiratesairlines #ANA #JAL #airlines #military #physics #airline #britishairways #airfrance #phantomworks #skunkworks #unitedlaunchalliance #spaceshipcompany #virgingalactic #bigalowspace #reactionengines #skylon #aerionsupersonic #spikeaerospace #boomsupersonic #boeingphantomworks
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.
# 4
Available:
Printed on s/steel plate (3 x 2.4)
Wall mounted, signed on reverse.
.
.
Sounds for internal use only;
Screen shot of the current iteration of my Home Theater PC Windows Vista desktop (1920x1080) along with some of the tools I used to implement it.
1. Dark Wood wallpaper from Deviant Art.
2. Stardock Objectdock to implement the Mac OSX like dock.
3. Rainmeter (now aka Rainlendar) with the HUD.Vision skin to embed live updating system parameters on the desktop. These are slightly customized versions by myself to change some sizes and alignment and to use the SpeedFan plugin to display temperatures with some of the items.
The network meter isn't quite accurate and I couldn't get the Windows Performance Monitor plugin version working correctly. If you have experience with this please let me know. The instance name for my network interface was ridiculously long and didn't seem to take correctly in the ini file.
Cantor, "Rewired": Outdoor Iterations of a Dance by Parijat Desai
Choreography by Parijat Desai, IDA Artist, Winter 2009
This project is an amplification of Parijat Desai's "Rewired," originally a trio fusing two concert forms: Classical Indian Bharata Natyam and Post-modern Dance. Here, it is a triple trio cast of nine dancers. The dance material is fractured, layered, structured in response to the architectural and landscape features of the Cantor Museum and grounds. The Cantor iterations are arranged by Diane Frank.
Set during her IDA residency Winter Quarter 2009, Desai reconstructed "Rewired" as a complementary project to her IDA choreography. "Rewired" is, in essence, the artifact of Desai's exploration of the kinetic information, the mining that underlies the choreographic processes when creating a fusion form. Desai investigates both the gestural and rhythmic signatures of Southeast Asian forms and the body connectivity and spatial drive of contemporary concert dance, in effect "rewiring" the body to dance the kinetic information of both forms simultaneously. The elaborate and innovative phrases of "Rewired" are the rich result of her investigation.
Both forms also have a relationship to site-specific outdoor dance -- in temples and courtyards, in landscapes and grounds. The Cantor Arts Center, so varied architecturally and so elegantly landscaped, provides striking environments for the formal permutations that a triple trio allows. Dancers assemble, disperse, and re-assemble throughout the grounds as the afternoon unfolds, allowing museum visitors to do the same.
Fractal based on iterating z(n+1)=(phi^z(n)-(-phi)^n)/sqrt(5), where phi=(sqrt(5)+1)/2 is the golden ratio. This is the Binet closed form formula for Fibonacci numbers for positive integer values of z. The color denotes the number of iterations until the value becomes infinite at Matlab's numerical precision. Note the dark blue "clouds": points starting here converge towards 1 instead.
The 1970 film “Patton” opens with actor George C Scott delivering a version of the famous pre-D Day speech with which General George S Patton sought to inspire his troops. Like most dramatic portrayals of historical events it is not wholly accurate. The words General Patton used were far more lurid and profane, his speech liberally sprinkled with expletives and “blood and guts” imagery. As he later explained, “When I want my men to remember something important, to really make it stick, I give it to them double dirty. It may not sound nice to a bunch of little old ladies, at an afternoon tea party, but it helps my soldiers to remember”. Secondly, he delivered the speech not just once but on numerous occasions between February and June 1944 -including, on 16 May 1944, at the Queens Theatre, Ashton in Makerfield- as he toured the UK meeting the soldiers who would make up his Third Army. Thirdly, since Patton spoke without notes, it went through several iterations before attaining the form of which an approximation is given in the film.
Below is a composite version based on surviving transcripts and notes made by individuals who heard the General speak in 1944-
“Be seated. Men, all this stuff you hear about America not wanting to fight, wanting to stay out of the war, is a lot of bullxxxx. Americans love to fight. All real Americans love the sting and clash of battle. When you were kids, you all admired the champion marble shooter, the fastest runner, the big-league ball players and the toughest boxers. Americans love a winner and will not tolerate a loser. Americans play to win all the time. That's why Americans have never lost and will never lose a war. The very thought of losing is hateful to Americans. Battle is the most significant competition in which a man can indulge. It brings out all that is best and it removes all that is base.
You are not all going to die. Only two percent of you right here today would be killed in a major battle. Every man is scared in his first action. If he says he's not, he's a goddamn liar. But the real hero is the man who fights even though he's scared. Some men will get over their fright in a minute under fire, some take an hour, and for some it takes days. But the real man never lets his fear of death overpower his honor, his sense of duty to his country, and his innate manhood.
All through your army career you men have bitched about what you call 'this chicken-xxxx drilling.' That is all for a purpose—to ensure instant obedience to orders and to create constant alertness. This must be bred into every soldier. I don't give a xxxx for a man who is not always on his toes. But the drilling has made veterans of all you men. You are ready! A man has to be alert all the time if he expects to keep on breathing. If not, some German son-of-a-bitch will sneak up behind him and beat him to death with a sock full of xxxx. There are four hundred neatly marked graves in Sicily, all because one man went to sleep on the job—but they are German graves, because we caught the xxxxxxx asleep before his officer did.
An army is a team. It lives, eats, sleeps, and fights as a team. This individual hero stuff is bullxxxx. The bilious xxxxxxx who write that stuff for the Saturday Evening Post don't know any more about real battle than they do about xxxxxxx. And we have the best team—we have the finest food and equipment, the best spirit and the best men in the world. Why, by God, I actually pity these poor xxxxxxxx we're going up against.
All the real heroes are not storybook combat fighters. Every single man in the army plays a vital role. So don't ever let up. Don't ever think that your job is unimportant. What if every truck driver decided that he didn't like the whine of the shells and turned yellow and jumped headlong into a ditch? That cowardly xxxxxxx could say to himself, 'Hell, they won't miss me, just one man in thousands.' What if every man said that? Where in the hell would we be then? No, thank God, Americans don't say that. Every man does his job. Every man is important. The ordnance men are needed to supply the guns, the quartermaster is needed to bring up the food and clothes for us because where we are going there isn't a hell of a lot to steal. Every last damn man in the mess hall, even the one who boils the water to keep us from getting the GI xxxxx, has a job to do.
Each man must think not only of himself, but think of his buddy fighting alongside him. We don't want yellow cowards in the army. They should be killed off like flies. If not, they will go back home after the war, goddamn cowards, and breed more cowards. The brave men will breed more brave men. Kill off the goddamn cowards and we'll have a nation of brave men.
One of the bravest men I saw in the African campaign was on a telegraph pole in the midst of furious fire while we were moving toward Tunis. I stopped and asked him what the hell he was doing up there. He answered, 'Fixing the wire, sir.' 'Isn't it a little unhealthy up there right now?' I asked. 'Yes sir, but this goddamn wire has got to be fixed.' I asked, 'Don't those planes strafing the road bother you?' And he answered, 'No sir, but you sure as hell do.' Now, there was a real soldier. A real man. A man who devoted all he had to his duty, no matter how great the odds, no matter how seemingly insignificant his duty appeared at the time.
And you should have seen the trucks on the road to Gabès. Those drivers were magnificent. All day and all night they crawled along those son-of-a-bitch roads, never stopping, never deviating from their course with shells bursting all around them. Many of the men drove over 40 consecutive hours. We got through on good old American guts. These were not combat men. But they were soldiers with a job to do. They were part of a team. Without them the fight would have been lost.
Sure, we all want to go home. We want to get this war over with. But you can't win a war lying down. The quickest way to get it over with is to get the xxxxxxxx who started it. We want to get the hell over there and clean the goddamn thing up, and then get at those purple-xxxxxxx xxxx. The quicker they are whipped, the quicker we go home. The shortest way home is through Berlin and Tokyo. So keep moving. And when we get to Berlin, I am personally going to shoot that paper-hanging son-of-a-bitch Hitler.
When a man is lying in a shell hole, if he just stays there all day, a xxxxx will get him eventually. The hell with that. My men don't dig foxholes. Foxholes only slow up an offensive. Keep moving. We'll win this war, but we'll win it only by fighting and showing the Germans that we've got more guts than they have or ever will have. We're not just going to shoot the xxxxxxxx, we're going to rip out their living goddamned guts and use them to grease the treads of our tanks. We're going to murder those lousy xxx xxxxxxxxxxx by the bushel-xxxxxxx-basket.
Some of you men are wondering whether or not you'll chicken out under fire. Don't worry about it. I can assure you that you'll all do your duty. War is a bloody business, a killing business. The Nazis are the enemy. Wade into them, spill their blood or they will spill yours. Shoot them in the guts. Rip open their belly. When shells are hitting all around you and you wipe the dirt from your face and you realize that it's not dirt, it's the blood and gut of what was once your best friend, you'll know what to do.
I don't want any messages saying 'I'm holding my position.' We're not holding a goddamned thing. We're advancing constantly and we're not interested in holding anything except the enemy's xxxxx. We're going to hold him by his xxxxx and we're going to kick him in the ass; twist his xxxxx and kick the living xxxx out of him all the time. Our plan of operation is to advance and keep on advancing. We're going to go through the enemy like xxxx through a tinhorn.
There will be some complaints that we're pushing our people too hard. I don't give a damn about such complaints. I believe that an ounce of sweat will save a gallon of blood. The harder we push, the more Germans we kill. The more Germans we kill, the fewer of our men will be killed. Pushing harder means fewer casualties. I want you all to remember that. My men don't surrender. I don't want to hear of any soldier under my command being captured unless he is hit. Even if you are hit, you can still fight. That's not just bullxxxx either. I want men like the lieutenant in Libya who, with a Luger against his chest, swept aside the gun with his hand, jerked his helmet off with the other and busted the hell out of the xxxxx with the helmet. Then he picked up the gun and he killed another German. All this time the man had a bullet through his lung. That's a man for you!
Don't forget, you don't know I'm here at all. No word of that fact is to be mentioned in any letters. The world is not supposed to know what the hell they did with me. I'm not supposed to be commanding this army. I'm not even supposed to be in England. Let the first xxxxxxxx to find out be the goddamned Germans. Some day, I want them to rise up on their xxxx-soaked hind legs and howl 'Ach! It's the goddamned Third Army and that son-of-a-bitch Patton again!'
Then there's one thing you men will be able to say when this war is over and you get back home. Thirty years from now when you're sitting by your fireside with your grandson on your knee and he asks, 'What did you do in the great World War Two?' You won't have to cough and say, 'Well, your granddaddy shoveled xxxx in Louisiana.' No sir, you can look him straight in the eye and say 'Son, your granddaddy rode with the great Third Army and a son-of-a-goddamned-bitch named George Patton!'
All right, you sons of bitches. You know how I feel. I'll be proud to lead you wonderful guys in battle any time, anywhere. That's all.”
I was gonna just post one of these cuties, but I just couldn’t decide which to cut! I guess I’ll wait and see which proves the most popular, then (maybe) give the others the ax.
Raven - Model B Mach 8-10 - Supersonic / Hypersonic Business Jet - Iteration 6
Seating: 22 | Crew 2+1
Length: 100ft | Span: 45ft 8in
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000 ft @ Mach 8-10
Air frame: 75% Proprietary Composites
Operating Costs, Similar to the hourly operating costs of a Gulfstream G650 or Bombardier Global Express 7000 Series
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
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supersonic business jet, hypersonic business jet, hypersonic plane, hypersonic aircraft, hypersonic commercial plane, hypersonic commercial aircraft, hypersonic airline, Aerion, Aerion Supersonic, tbcc, glide breaker, fighter plane, hyperonic fighter, boeing 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, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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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 same crud I spoke of on one the grinder wheels is, well close to was, on the base as well. Easy enough it get of in the fields (with lots of elbow grease) but around the lettering is a real chore! It's almost like it was some early attempt at primer? Have you ever laid down too much paint too quickly and it never seems to dry? It was kind of like that and all you seem to do is smear it around. Very tenacious stuff and it's a hundred years old! The battle could be won by days end.
There's a high spot in the center of the table I'm going to attempt to get it out tomorrow.
The one product that you could actually see working over paint stripper, oven cleaner etc was Scrub 'N Bubbles and a wire brush! If only I still had a bead blaster! This is my tribute to Andy Warhol
Base in primer:
www.flickr.com/photos/inferno55/50175150182/in/dateposted...
- 11 AM -
No changes were made to the final logo, aside from finalizing the type placement.
As for the colors, I really wanted to try to have a variety of options, some being more fun and playful, and others being more literal. I think the blues/purples/yellows help with the whole nighttime/"awaken your craving" concept, so I am definitely leaning more towards those.
To create a Koch Curve, start with a line segment, subdivide it into three equal segments, and replace the center segment with a triangular peak. The original line segment goes from having three equal parts to having four, increasing the perimeter by 33%. Applying the algorithm an infinite number of times yields the true curve, which has infinite length but encloses a finite area.
If we start with an equilateral triangle and apply this algorithm to all three sides, we get the well-known Koch Snowflake fractal.
What is the third-dimensional analog of this "snowflake" figure? Perhaps instead of starting with a line segment, we might start with a triangle, subdividing it into four equal triangles and replacing the central triangle with a tetrahedral peak. Thus the original triangle goes from having four equal parts to having six, increasing the surface area by 33%. And, of course, applying the algorithm an infinite number of times would create a curve with an infinite surface area though it would still enclose a finite volume.
If we start with a regular tetrahedron and apply this algorithm to all four faces, we get...something. But what?
Naturally, I'm not the first person to ask this question. As far as I can tell, the consensus is that this shape, or something like it, is the answer. All of the peaks end up touching each other and leaving no gaps, so the 3D analog of the Koch Snowflake ends up being a plain old, ordinary cube (albeit one with infinite surface area). You wouldn't even be able to tell that it was a fractal from a distance. How very disappointing!
In order to keep things interesting, I modified the algorithm. I would generate the initial peak in the first iteration, yes, but instead of applying the algorithm to all six of the new faces, I would "lock" the three outer triangles (the large triangles in the photo) and only subdivide the three triangles belonging to the central peak. This would give the nascent polyhedron some much-needed "breathing room" and keep the peaks from touching one another in that boring, interlocking way. And while this process could be continued indefinitely, I decided to only fold a representation of this shape at its second iteration for the sake of my own sanity and paper supply.
One more thing: instead of starting with a run-of-the-mill tetrahedron, I decided to start with an icosahedron just for the heck of it. The result would obviously no longer be self-similar throughout and would thus be unworthy of the name "fractal". Oh, well!
The 2014 iteration of McLaren's supercar. Successor to the 12C, which was the second name for the "MP4/12C", itself the successor to the McLaren F1. The F1 had a 6 litre BMW V-12 motor, which made more hp for street use than racing at Le Mans. The MP4/12C has a bespoke two turbo V8, 3.8litres, 500 foot-pounds of torque from 3000 rpm to the 8000ish redline. In this latest guise, 650ps, 650ish Horse Power, hence the name, 650S. You're confused? You should be. But the car itself is said to be VERY nice, extremely light, carbon fibre and aluminum, less than 1400kg. Note cross-drilled and ventilated carbon brake discs. Quoted figures are stupidly fast accelerating or decelerating.
F1, MP4/12C, 12C, 650S, are not a series of names that imply great continuity. That the last three have the same engine, basic chassis and rear bodywork is only suggested by two of the names. But they're all easier to figure out than Lamborghini's fighting bulls or other exotica, or Ferrari's various 3 digit numbers which encapsulate cylinder displacement in cc, 166, 250, 350, total displacement in litres and number of cylinders (156, 512, 310), something else (641), or "F" and a number of years since the founding of the firm. Or a noun name like "Mythos" or "La Ferrari".
When McLaren find something worth staying steady with, I'm sure they will do so. Mk 1-Mk 30 covered a lot of racing cars, MP4/1 through MP4/30 has covered 35 years of F1 cars.
Image slightly lightened, contrast very slightly reduced.
Rich Travisbot is rich
One change, added cheese to the legs
Previous iteration:
www.flickr.com/photos/getdamonkey/10384558494/in/pool-233...
The third iteration of the original Leica M4, the M4-P, is the successor to the M4-2 or the rangefinder that saved Leitz's rangefinder line of cameras. Produced in Midland, Ontario, by Ernst Leitz Canada and released in 1980. The M4-P offers up auto-adjusting frame lines for a set group of focal lengths and is often called the inexpensive M-Series Rangefinder.
The total review drops in September 2023!
Leitz Leica M4-P - 7Artisans DJ-Optical 35/2 - Kodak Tri-X 400 @ ASA-320
Ilford Ilfotec HC (1+47) 8:30 @ 20C (Constant Rotation)
Meter: ReveniLabs Incident Meter
Scanner: Epson V700 + Silverfast 9 SE
Editor: Adobe Photoshop CC
Concept Artists
Guided by production designer Stuart Craig, dozens of concept artists, illustrators and art directors created every environment, prop and character of the Harry Potter series. Each design went through several different iterations as it was tweaked and finally perfected. Then the artwork went off to draughtsmen, model makers and digital artists to be developed and constructed for filming.
People the world-over have been enchanted by the Harry Potter films for nearly a decade. The wonderful special effects and amazing creatures have made this iconic series beloved to both young and old - and now, for the first time, the doors are going to be opened for everyone at the studio where it first began. You'll have the chance to go behind-the-scenes and see many things the camera never showed. From breathtakingly detailed sets to stunning costumes, props and animatronics, Warner Bros. Studio Tour London provides a unique showcase of the extraordinary British artistry, technology and talent that went into making the most successful film series of all time. Secrets will be revealed.
Warner Bros. Studio Tour London provides an amazing new opportunity to explore the magic of the Harry Potter films - the most successful film series of all time. This unique walking tour takes you behind-the-scenes and showcases a huge array of beautiful sets, costumes and props. It also reveals some closely guarded secrets, including facts about the special effects and animatronics that made these films so hugely popular all over the world.
Here are just some of the things you can expect to see and do:
- Step inside and discover the actual Great Hall.
- Explore Dumbledore’s office and discover never-before-seen treasures.
- Step onto the famous cobbles of Diagon Alley, featuring the shop fronts of Ollivanders wand shop, Flourish and Blotts, the Weasleys' Wizard Wheezes, Gringotts Wizarding Bank and Eeylops Owl Emporium.
- See iconic props from the films, including Harry’s Nimbus 2000 and Hagrid’s motorcycle.
- Learn how creatures were brought to life with green screen effects, animatronics and life-sized models.
- Rediscover other memorable sets from the film series, including the Gryffindor common room, the boys’ dormitory, Hagrid’s hut, Potion’s classroom and Professor Umbridge’s office at the Ministry of Magic.
Located just 20 miles from the heart of London at Warner Bros. Studios Leavesden, the very place where it all began and where all eight of the Harry Potter films were brought to life. The Studio Tour is accessible to everyone and promises to be a truly memorable experience - whether you’re an avid Harry Potter fan, an all-round movie buff or you just want to try something that’s a little bit different.
The tour is estimated to take approximately three hours (I was in there for 5 hours!), however, as the tour is mostly self guided, you are free to explore the attraction at your own pace. During this time you will be able to see many of the best-loved sets and exhibits from the films. Unique and precious items from the films will also be on display, alongside some exciting hands-on interactive exhibits that will make you feel like you’re actually there.
The magic also continues in the Gift Shop, which is full of exciting souvenirs and official merchandise, designed to create an everlasting memory of your day at Warner Bros. Studio Tour London.
Hogwarts Castle Model - Get a 360 degree view of the incredible, hand sculpted 1:24 scale construction that features within the Studio Tour. The Hogwarts castle model is the jewel of the Art Department having been built for the first film, Harry Potter and the Philosopher’s Stone. It took 86 artists and crew members to construct the first version which was then rebuilt and altered many times over for the next seven films. The work was so extensive that if one was to add all the man hours that have gone into building and reworking the model, it would come to over 74 years. The model was used for aerial photography, and was digitally scanned for CGI scenes.
The model, which sits at nearly 50 feet in diameter, has over 2,500 fibre optic lights that simulate lanterns and torches and even gave the illusion of students passing through hallways in the films. To show off the lighting to full effect a day-to-night cycle will take place every four minutes so you can experience its full beauty.
An amazing amount of detail went into the making of the model: all the doors are hinged, real plants are used for landscaping and miniature birds are housed in the Owlery. To make the model appear even more realistic, artists rebuilt miniature versions of the courtyards from Alnwick Castle and Durham Cathedral, where scenes from Harry Potter and the Philosopher’s Stone were shot.
Images rendered using mugen, a system (written in Processing) for exploring fractals and iterated function systems, that I've been developing for a few years. See more weird stuff at my fractals gallery.
Three excursions into patterns using squares and diverging into different textures. Made from photo fragments on an iPad Air in PhotoWizard and Procreate.
The Audi A8 is a four-door, full-size, luxury sedan manufactured and marketed by the German automaker Audi since 1994. Succeeding the Audi V8, and now in its third generation, the A8 has been offered with both front- or permanent all-wheel drive - and in short- and long-wheelbase variants. The first two generations employed the Volkswagen Group D platform, with the current generation deriving from the MLB platform. After the original model's 1994 release, Audi released the second generation in late 2002, and the third and current iteration in late 2009.
Notable for being the first mass-market car with an aluminium chassis, all A8 models have used this construction method co-developed with Alcoa and marketed as the Audi Space Frame.
A mechanically-upgraded, high-performance version of the A8 debuted in 1996 as the Audi S8. Produced exclusively at Audi's Neckarsulm plant, unlike the donor A8 model, the S8 has been available only in short-wheelbase form and is fitted standard with Audi's quattro all-wheel drive system.
FIRST GENERATION (D2, Typ 4D; 1994–2002)
DEVELOPMENT
In 1982, Ferdinand Piëch signed an agreement with Aluminum Company of America. The objective was to design and develop a car that would be substantially lighter than any other vehicles in its class (to compensate for the fact that standard all-wheel drive was around 100 kg heavier than competitors' rear-wheel drive). In the late 1980s, it was decided that the target vehicle would be a successor to the V8 (Typ 4C) flagship introduced in 1988. By 1991, a final design by Chris Bird and Dirk van Braeckel was chosen and frozen for series production in 1992. In September 1993, the Audi Space Frame (ASF) Concept was unveiled at the 1993 Frankfurt Motor Show (IAA) as a D2 Typ 4D prototype in polished aluminum. Pilot production began in December 1993 and development ended in early 1994, at a total cost of $700 million (£418.1 million).
INTRODUCTION
The Audi A8 (Typ 4D) was presented in February 1994 and debuted at the 1994 Geneva Auto Show in March, with full-scale factory production commencing in June 1994, although it was not until October 1996, for the 1997 model year that it became available in North America. Unlike its predecessor, the Audi V8 model, which was built on an existing steel platform, the A8 debuted on the then-new Volkswagen Group D2 platform, an all aluminium monocoque, marketed as the "Audi Space Frame" (ASF), which helped to reduce weight and preserve structural rigidity. The saloon/sedan was offered in both the A8 (standard wheelbase), and the A8 L extended or long-wheelbase (LWB) version. The A8 L adds 127 mm of rear legroom. Updates to the car in 1997 included the addition of six interior airbags.
In 1997, Audi introduced the first series production ESP Electronic stability control for all-wheel drive vehicles (Audi A8 and Audi A6)– the world's first production cars with both front and rear side airbags.
For 1997, the new A8 was available with either front-wheel drive (FWD), or the Torsen-based quattro permanent four-wheel drive. The FWD models are powered by a 2.8-litre V6 engine, producing 142 kilowatts (193 PS; 190 bhp), and a 3.7-litre V8 engine producing 171.5 kilowatts (233 PS; 230 bhp), while the quattro received a 4.2-litre V8 producing 220 kilowatts (299 PS; 295 bhp).
The A8 is available with standard luxury amenities, including dual-zone climate control, wood and leather interior trim, 14-way power and heated seats, and an enhanced Bose audio system.
In 1999, Audi's flagship received side curtain airbags, new colours, and restructuring of option packages. The North American "warm weather package" added a solar sunroof which allows the interior ventilation fans to run, keeping the interior cool while the car is parked with the engine turned off. Changes to all models included a larger passenger-side mirror, and a first aid kit located in the rear centre armrest.
In 1999 for the 2000 model year came a minor front-end restyle, with new, larger, clear headlights, a revised grille, and lower front valance with standard projection fog lamps. On the interior, the seats received a new, horizontal stitch pattern. Also, the 3.7-litre V8 FWD model was dropped, leaving the 2.8 V6 model and the long-wheelbase and short-wheelbase 4.2-litre quattro. These restyled cars also featured revised external door handles and an integrated radio antenna. For 2000, the North American A8 line-up was expanded to include the A8 L.
In 2001, Audi introduced its new W12 engine, a compact 6.0-litre unit developed by effectively mating two VR6 engines together at the crankshaft. The engine quickly became available in the A8, though only to European and Asian customers. From its introduction through its discontinuation in 2003, only 750 of the D2 "W12" models were produced. 2001 also marked the debut of the high-performance S8 variant in North American markets.
In 2002, the A8 L received standard xenon high-intensity discharge lamp (HID) headlights, and a heated steering wheel. A tyre pressure monitoring system (TPMS), an updated Symphony II stereo, and new exterior colours were also added. For 2002, all A8 variants received a trunk/boot interior release lever to facilitate escape in the event an individual became trapped within.
Factory production of this generation ceased at Number 105,092 on August 4, 2002.
COUPE (PROTOTYPE)
In 1997, IVM Automotive of Munich, Germany built a two-door Audi A8 Coupé. The car was unveiled at the 1997 Geneva Motor Show. Audi contracted IVM to build the prototype, and was considering production of the vehicle. The coupé had a re-engineered aluminium body, shorter than the production A8 saloon. Like the Mercedes-Benz CL-Class, there was no central "B" pillar, giving the car a seamless design with a gradually sloping roofline. The car included custom leather seats which could seat four. Ultimately, Audi decided not to put the A8 Coupé into production, citing lower-than-expected sales figures for the similar BMW 8 Series and Mercedes-Benz S-Class Coupé. Only one A8 Coupé was ever built. The single prototype, painted in a colour called "Ming Blue pearl", remains the property of IVM Automotive, and resides in Munich. Its last public appearance was in 2002 on a series of test drives.
S8
Audi introduced the S8 4.2 quattro into the European market in 1996. The S8 followed the naming convention of other high-performance Audi "S" models such as the Audi A6-derived S6 and was similar in vein of Mercedes-Benz AMG models. In markets such as the UK, the S8 was only available with the automatic transmission. Cosmetically, Audi differentiated the S8 from the A8 with solid aluminium alloy door mirror housings, chrome-effect beltline and lower front grille trim, and polished twin exhaust pipes, along with subtle "S8" badging. 14-way power adjustable and heated sports front seats with memory function were fitted as were heated rear seats. Standard alloy wheels were 18-inch cast aluminium alloy "Avus" six-spoke style. After the 1999 facelift, 20-inch polished nine-spoke RS wheels became an option. In 2002, 18-inch nine-spoke RS wheels became a no-cost option.
At the same time of the A8's facelift in late 1999, the S8 received the same cosmetic upgrades. This update marked the release of the S8 to the North American market. Production of the D2 series S8 ended in September 2002.
The D2 series S8 featured an uprated, 250 kW (335 hp) version of the 4.2-litre V8 with four valves per cylinder. From late 1999, Audi increased this to five valves per cylinder with power increased to 265 kilowatts (355 hp) and 430 newton metres. From launch in 1996, European-market models came standard with a six-speed manual transmission. A sports-recalibrated version of the ZF 5HP24 five-speed tiptronic automatic, featuring "Dynamic Shift Programme" (DSP) was released a year later and was the only transmission available in most other markets.
A retuned, 20-millimetre (0.8 in) lowered sports suspension included a 30 percent stiffer spring rate and 40 percent more compression damping in the shock absorbers. Speed-sensitive "servotronic" power assisted steering was also standard.
The brakes featured Bosch 5.3 anti-lock braking system (ABS), with electronic brakeforce distribution (EBD), and worked radially ventilated front discs. From 2002, an upgraded Bosch 5.7 electronic stability programme became standard fitment.
SECOND GENERATION (D3, Typ 4E; 2002–2009)
The second-generation Audi A8 (Typ 4E) built on the Volkswagen Group D3 platform was unveiled via press release in July 2002 and introduced in November 2002 in Europe and in June 2003 (as a 2004 model) in the United States. The model was longer than the previous generation, with room for four or five large adult occupants in the cabin, depending on rear seat configuration. The D3 development program began in 1996, with the design process commencing in Ingolstadt in 1997. The whole Audi design studio based in Ingolstadt first contributed sketch proposals, from which numerous different themes emerged. Six of them were developed into full size clay models and worked up in a traditional manner adjacent to full size tape drawings. At least three one quarter scale models were produced to explore other design variations.
The six full size exterior clay models were reduced to two in late 1998 and these continued to be refined in parallel for a year. At the end of 1999 the final theme selection was made, by Miklós Kovács and Imre Hasanic the main contributing designers. This lengthy development time was in part due to the body being made from aluminium, a material less able to take the small radii of sharp feature lines such as those on the (steel bodied) A4 (B6) designed in 1998.
In parallel to the exterior design development the interior design was progressed with a total of four full size models produced and the production car's horizontally themed instrument panel design dominant from early on, with Norbert Schneider, Mark Bergold and Enzo Rothfuss the main contributing designers.
Grouping major controls nearer the driver for a more driver focused identity whilst creating a more airy and spacious feel were early priorities for the interior design team was headed by Jurgen Albamonte. This was in part facilitated by the Multi Media Interface (MMI) designed by Jurgen Schröder, that pioneered on the D3 A8 after the Audi Avantissimo concept car preview, and also by class leading colour and trim from Barbara Krömeke and Melinda Jenkins.
Under the supervision of Dany Garand, during the first half of 2000 exterior and interior clay models were digitized and developed using digital design tools in a supporting, not leading, capacity. The D3 final production design was later frozen in the summer of 2000 for an August 2002 start of production.
The A8 was previewed 2001 Frankfurt Motor Show by the Audi Avantissimo concept car. This concept introduced much of the technology later available on the series production A8 D3, including: Multi Media Interface, 6-speed automatic transmission with shift paddles, V8 biturbo engine (S8), self-levelling adaptive air suspension with continuously controlled damping, electric park brake, bi-xenon headlights with static Adaptive Front Lighting System (AFS) curve headlights, dashboard, driver identification systems with fingerprint scanner.
As with the previous version, two body variants of the second generation A8 are offered, the A8 (standard, or short wheelbase), and the long-wheelbase (LWB) A8 L. The A8 L adds 120 mm to the rear legroom and 11 mm to the overall height of the car.
INNOVATIONS
- World premiere of Multi Media Interface (MMI) in-car user interface (similar to BMW iDrive)
- Multiplexed high speed MOST Bus optical fiber data networks (interconnecting tens of microprocessors on common databusses), integrated with MMI.
- First Audi with Bi-Xenon HID headlamps for both low and high beam
- World premiere of static Adaptive Front Lighting System (AFS) curve headlights (from Hella)
- First Audi with 4-wheel Adaptive Air Suspension and Continuous Damping Control (CDC)-(Skyhook suspension).
- First Audi GPS navigation system with DVD maps
- First Audi with six-speed automatic transmission (Tiptronic)
- First Audi featuring driver identification system.
In 2005, new internal combustion engines became available. For European and Asian market customers, the entry-level 3.0-litre V6 engine was replaced with a new 3.2-litre unit featuring Fuel Stratified Injection (FSI), which it shared with the Audi B7 A4 and Audi C6 A6. The top-of-the-line W12 version debuted that year. The advantage of the W12 engine layout is its compact packaging, allowing Audi to build a 12-cylinder sedan with all-wheel drive, whereas a conventional V12 could only have a rear-wheel drive configuration as it would have no space in the engine bay for a differential and other components required to power the front wheels. In fact, Audi's 6.0-litre W12 is actually slightly smaller by overall dimensions than the 4.2-litre V8.
In addition to the added power trains, Audi restyled the D3 platform A8 range slightly in 2005, giving all variants a taller, wider trapezoidal single-frame grille. The top-of-the-line W12 engined W12 version was the first model to be equipped with this grille; V8 engined models were fitted with the new grille the following year.
The D3 generation A8 introduced the 235 kW (315 hp) 4.2-litre Turbocharged Direct Injection (TDI) V8 engine (subsequently uprated to 240 kW (322 hp)). The engine uses two turbochargers and two intercoolers, with each turbocharger functioning exclusively for one bank of four cylinders.
The adaptive air suspension gives the vehicle clearance a range from its normal 120 mm up to 145 mm in lift mode and down to 95 mm in the Autobahn mode, which is automatically activated when a speed of more than 120 km/h is maintained for more than 30 seconds.
In September 2005 Audi became the first car maker to offer the 1,000-watt 14-channel ICEpower sound system option from Bang & Olufsen.
A8 L W12 QUATTRO SECURITY
It is an armoured vehicle with B6+ and B7 (European standard) ballistic ratings. It includes a W12 engine rated 331 kW (450 PS) and 580 N·m (428 lbf·ft), emergency exit system featuring pyrotechnic blown-out doors, fire extinguisher system with spray jets located in the engine compartment, underbody and in the wheel arches; smoke extractor in passenger compartment, run flat tires, bullet proof windows, the full protection plus package and LED flashers in the exterior mirrors. Buyers are also offered facility to dispatch two drivers on a special training course.
S8 5.2 FSI QUATTRO
The S8 high-performance sports variant, now called the "Audi S8 5.2 FSI quattro" was announced in the last quarter of 2005 and full production started in June 2006 and ended in September 2009.
The S8 includes subtle detailing to distinguish it from its related A8. The trapezoidal "single-frame" grille bears the characteristic Audi "S model" vertical strut detail which are highlighted in a chrome finish. "S8" badging is displayed front and rear, whilst "V10" badges are displayed on each front wing above the side-repeater indicators. The rear boot-lid incorporates a subtle rear spoiler, and the rear is finished with four chromed oval exhaust tailpipes. Adaptive Xenon-plus high-intensity discharge (HID) headlamps include static turning lights, along with "swiveling" dynamic cornering lights. Daytime running lamps are five light-emitting diodes (LEDs) incorporated into a cloverleaf designed reflector, incorporated into the main headlamp housing.
The D3 series S8 features a 5.2-litre all-aluminium alloy four-valves per cylinder V10 petrol engine. This engine is a derivative of the Lamborghini Gallardo's original 5.0-litre Lamborghini V10, which was also developed under the Volkswagen Group ownership. On this Audi-only variant, compared to the Lamborghini engine, it features a longer stroke and wider bore - which increases the displacement of the engine, and produces more torque at lower revs, making it more suitable for the larger and heavier full-sized luxury Audi application. It produces 331 kW (444 hp) of power and 540 N·m of torque. By having its bore whittled out an additional 2 millimetres, displacement in the S8 application increases from 5.0- to 5.2-litres. The engine also features Audi's direct-injection system, called Fuel Stratified Injection (FSI).
A sports-optimised ZF 6HP26-A61 six-speed tiptronic automatic transmission with "Dynamic Shift Programme" (DSP) and "sport" mode, with steering wheel mounted paddle-shifters, is the only offering. Output is transmitted via Audi's quattro all-wheel drive system, initially using the Torsen T-2 50:50 dynamic centre differential, and from 2007 for the 2008 model year, utilising the Torsen T-3 asymmetric dynamic centre differential, with a "default" torque distribution of 40 percent to the front axle and 60 percent to the rear.
The S8's top speed is electronically limited to 250 km/h. Audi's factory performance claims indicate a 0 to 100 km/h time of 5.1 seconds whilst consuming 98 RON unleaded petrol. The S8 has similar performance to Audi's own top-of-the-line A8 L W12, though the W12 is more expensive, has more torque, and built on a longer wheelbase. Compared to the A8 L W12, the S8 has sportier mechanical features such as a firmer suspension, larger wheels, and ceramic brakes. The shorter wheelbase and 10-cylinder engine save weight for better handling, but at 5.4 seconds from 0–60 mph the S8 trails the W12.
The S8, like its related A8, utilises a multi-link suspension layout front and rear, with pressurised air springs. However, for the S8, the effective spring and damper rates are noticeably firmer, along with re-engineered suspension mounts.
The brake system consists of radially ventilated discs all round. The discs are clamped with gloss-black painted dual-piston calipers up front, and a single-piston sliding caliper at the rear, coupled to an electro-mechanical parking brake. A Bosch ESP 5.7 (later upgraded to ESP 8.0) electronic stability control, with ABS, brake assist, EBD complete the brake system. Optional "Audi ceramic" carbon fibre-reinforced silicon carbide (C/SiC) composite front and rear brakes are available, which use radially vented, and floating SGL Carbon discs, with anthracite grey painted twelve-piston fixed Brembo monobloc alloy calipers. Standard alloy wheels consist of 20-inch "S design" alloy wheels.
A8L CENTENNIAL LIMITED EDITION (2009–)
The A8L Centennial Limited Edition (奧迪A8L百年限量版) is a limited (800 units total) version of the A8L 3.0 FSI with multitronic and the A8L 6.0 W12 quattro for the Chinese market, commemorating Audi's 100th anniversary. It included horizontal chrome-plated front grille (from the A8L 6.0 W12 quattro), "V6" metal logo at the upper left of the air-inlet grille (A8L 3.0 FSI), LED daytime running lights, heated leather steering wheel, 19-inch 12-spoke polished aluminium alloy wheels, heated steering wheel in grey leather with beige stitching, Bang & Olufsen advanced audio system, Alcantara equipment bag, Assam ash red veneer, floor mat with aluminium trim, a metal 'Audi exclusive' commemorative logo at inn door trims.
The vehicles went on sale on the 18 October 2009 as 2010 model year vehicles.
In North America, only the 4.2 V8, 5.2 V10, and 6.0 W12 petrol engines are available. The 4.0 TDI was discontinued when the 4.2 TDI was introduced.
Third generation (D4, Typ 4H; 2010–present)
The third generation of the Audi A8 was introduced in Miami on 30 November 2009. The chassis was built on the Volkswagen D2 platform.
INITIAL RELEASE
NEW FEATURES
Changes include:
Full LED headlamps with Automatic high beam switching or Audi adaptive light (Xenon) with variable headlight range control
enhanced MMI Multi Media Interface with touchpad & handwriting recognition for the phone and navigation system, using Nvidia Tegra System on a chip for very high processing speed.
optional 1,400 watt Bang & Olufsen sound system.
driver assistance systems networked using FlexRay technology.
Hard disk drive GPS navigation with 3D computer graphics with Google Earth.,
navigation system coordinates input to the adaptive headlights, transmission, adaptive cruise control and electronic stability control.
Infrared Night Vision Assistant with pedestrian recognition
broadband internet with UMTS 3G and WLAN-Hotspot
First production Audi with a Collision avoidance system: Pre sense (similar to Mercedes-Benz Pre-Safe). The full version of the system (Pre Sense Plus) works in four phases. In the first phase, the system provides warning of an impending accident, while the hazard warning lights are activated, the side windows and sunroof are closed and the front seat belts are tensioned. In the second phase, the warning is followed by light braking, strong enough to win the driver's attention. The third phase initiates autonomous partial braking at a rate of 3 m/s². The fourth phase decelerates the car at 5 m/s² followed by automatic deceleration at full braking power, roughly half a second before projected impact. A second system, called (Pre Sense Rear), is designed to reduce the consequences of rear-end collisions. The sunroof and windows are closed and seat belts are prepared for impact. The optional memory seats are moved forward to protect the car's occupants. The system uses sensor fusion with twin radar and a mono camera and was introduced in 2010.
A8 (L) (2010–)
The third-generation Audi A8 (L) (Typ 4H) is based on the Volkswagen Group MLB platform, but retains the Audi Space Frame aluminium construction of the previous A8, making it the lightest all-wheel drive car in the full-size luxury segment, while also giving it best-in-class fuel economy. The quattro all-wheel drive system splits torque with a default bias of 40 percent front and 60 percent rear.
The vehicle was unveiled in Design Miami 2009 on 30 November 2009., followed by the 2010 North American International Auto Show.
Early models include A8 4.2 FSI quattro (372PS), A8 3.0 TDI quattro (250PS), A8 4.2 TDI quattro (350PS). A8 3.0 TDI (204PS) was added later.
Initial internal combustion engine options comprise 4.2-litre Fuel Stratified Injection (FSI) petrol and Turbocharged Direct Injection (TDI) diesel V8s, with 273 kW (366 hp) and 258 kW (346 hp) respectively. A 3.0-litre V6 TDI with either 184 kilowatts (247 hp) or 150 kilowatts (201 hp) will be available later. A 6.3-litre W12 engine only for the long wheelbase model was made available in 2010, and compared to its predecessor it has a larger displacement and direct fuel injection. All engines are mated to the new eight-speed ZF 8HP automatic transmission. Although other Audi vehicles such as the 2010 Audi S4 and 2011 Audi A7 had switched from the 4.2l V8 to the 3.0L supercharged V6, the Audi A8 retained a higher-output 4.2L V8 as the base engine for the 2011 and 2012 model years in North America.
Taiwan models went on sale on the 11th November 2010 . Early models include 3.0 TFSI quattro (290PS).
A8 L (2010–PRESENT)
The vehicle was unveiled in Auto China 2010., followed by the 2011 Taipei Motor Show (A8 L W12 quattro).
German models went on sale in the fall of 2010. Early models include a 3.0 TFSI quattro (290PS), a 4.2 FSI quattro (372PS), a W12 6.3 FSI quattro (500PS), a 3.0 TDI quattro (250PS) and a 4.2 TDI quattro (350PS).
Taiwan models went on sale on the 11th November 2010. Early models include a 3.0 TFSI quattro (290PS) and a 4.2 FSI quattro (372PS).[42] The A8L W12 quattro was added in 2011. the A8L 4.0 TFSI quattro was added in 2012.
Chinese models went on sale in 2011. Early models include an A8L 3.0 TFSI low quattro (289PS), and an A8L 3.0 TFSI high quattro (333PS).
A8 HYBRID CONCEPT (2010)
The concept vehicle includes a 2.0 TFSI engine rated at 211 PS (155 kW; 208 bhp) and 350 N·m @1500–4200 rpm, a disc-shaped electric motor rated 45 PS (33 kW; 44 bhp) and 211 N·m, lithium-ion battery, luggage space of 400 liters (14.13 cubic feet), 21-inch wheels with 265/35 tires, Prism Silver body colour with Spectra Flair accent colour, 'hybrid' lettering on both front fenders, illuminated doorsteps with 'hybrid' insignia.
The vehicle was unveiled in 2010 at The Geneva Motor Show.
A8 L long-term evolution broadband prototype (2011)
It is a version of the A8 L demonstrating 4G long-term evolution (LTE) broadband technology. Developed in collaboration with Alcatel-Lucent, the car's mobile broadband connection is a fourth generation (‘4G’) technology with data transfer speeds of up to 100Mbit/s.
During the 2011 Consumer Electronics Show in Las Vegas, Rupert Stadler, Chairman of the Board of Management of AUDI AG, announced that LTE technology would be used in cars by early 2011. The A8 L prototype was unveiled weeks later.
A8 L SECURITY (2011–PRESENT)
The A8 L Security is an armoured version of the A8 L with class VR 7 ballistic protection standard (tested as per BRV 2009 guidelines), resistance to explosions against a military hand grenade (tested as per ERV 2010 guidelines), with certain areas of the armouring complies with the criteria for class VR 9 and VR 10, a core safety cell made from hot-formed armoured steel, aramide fabric, ceramics, special alloyed aluminium and multilayer glass; overlapping protective materials at the joints, aluminum side sills with solid steel sections, aluminum alloy armored floor, side windows, windshield and rear window made of special glass with a polycarbonate coating; optional electromechanical window openers, closing assist feature comes standard for the doors, communication box in the luggage compartment (light ceramic doors, aluminum frame), optional battery and the fuel tank protection, two-way communication system with a speaker in the single-frame grille and microphones for the cabin and exterior, an emergency exit system with pyrotechnical separating screws in the hinges, fire extinguisher system, emergency fresh-air system with two oxygen cartridges, a smoke extractor for the passenger compartment, an LED signaling system for convoy travel, flashing lights, a siren, a preparation for professional mobile radio systems, a flag holder, a permanently installed telephone, an accident data recorder, an additional rearview camera and a heated windshield plus partially heated side windows, four-zone climate control system with an ionizer to freshen the air, electric rear blinds, the sonorous Bose surround sound system and a TV tuner, rear are two individual seats with power adjustment, front comfort seats with heating and optional massage and ventilation functions, standard full-leather package, optional relaxation seat (adjustable right-hand rear seat with a power-adjustable footrest, heating and massage), optional center console with large storage compartments and rear seat entertainment system with two 10.2-inch displays, optional folding table, optional refrigerator optional parking heater, Bluetooth car phone online, integrated UMTS module, optional separate telephone handsets, 19-inch forged wheels featuring in semipolished two-tone finish, 255/720 tires with a high load index of 117, synthetic rings on the rims, optional full-size spare tire.
The first model included a W12 engine rated 368 kW (500 PS) and 625 N·m, with delivery began in late summer 2011. An additional engine model with improved fuel efficiency went on sale in 2012.
The vehicle was unveiled at the 2011 Geneva Motor Show.
Deliveries began in late summer 2011.
A8 HYBRID (2012–PRESENT)
The production version includes an electric motor rated at 40 kW (54 PS) and 210 N·m, 1.25 kWh lithium-ion battery, 18-inch 10-spoke alloy wheels in turbine blades design (optional 19-inch), hybrid badges, metallic paint finish (optional Arctic Silver body colour), three-zone automatic air conditioning, LED headlights, and a BOSE sound system. Pure electric mode is available for either a top speed of 100 km/h or for up to 3 kilometres at a constant speed of 60 km/h. It went on sale in 2012.
The vehicle was unveiled at the 2011 Frankfurt Motor Show.
A8 L W12 Audi EXCLUSIVE CONCEPT
It is a limited (50 units) version of the A8 L W12 with seats upholstered in Cognac-colored leather by Poltrona Frau, inlays made from the wood olive ash natural, light gray-brown veneer, sill trims with "Audi exclusive concept" lettering, deep-pile carpeting.
The vehicle was unveiled at the 2011 Frankfurt Motor Show.
A8 L HYCRID
The long wheelbase version of the A8 hybrid was unveiled in 2010 at the Beijing Auto Show.
S8 4.0 TFSI QUATTRO (2012–PRESENT)
The D4 series Audi S8 4.0 TFSI quattro went on sale in 2012. Like the previous iteration, the S8 costs less than the A8 L W12.
The S8 can accelerate from 0 to 100 km/h (0 to 62 mph) in 4.2 seconds. It is powered by a 4.0-litre TFSI biturbo V8 engine with 382 kW (512 hp). The engine utilises cylinder deactivation so it can run as a V4 for better fuel economy.[69] The S8's engine is shared with the Bentley Continental GT, while a detuned variant of the engine makes 420 hp which is found in the 2013 Audi S6, Audi S7, and Audi A8. Direct competitors include the BMW Alpina B7 and Mercedes-Benz S63 AMG, which also have biturbo V8 engines.
The vehicle was unveiled at the 2011 Frankfurt Auto Show, and went on sale in spring 2012.
Taiwan models went on sale in 2013.
MARKETING
As part of the Audi A8 launch in Taiwan, Audi built up Audi pavilion in Xin-Yi district, with Tom Dixon invited for the launch event. Yu-Cheng Chou and Chun-Ten Lin's art works were displayed with A8.
The Audi A8 3.0 TFSI quattro (290PS) was used in Transporter: The Series.
2013 MODEL YEAR UPDATE
Early German A8 models include 3.0 TFSI quattro (290PS), 4.0 TFSI quattro (420PS), 3.0 TDI (204PS), 3.0 TDI quattro (250PS), 3.0 TDI clean diesel quattro (250PS), 4.2 TDI quattro (350PS), A8 L W12 quattro (500PS), A8 hybrid 2.0 TFSI. Early German A8 L Security models include 4.0 TFSI quattro, W12 6.3 FSI quattro.
The updated A8 uses LED headlight technology, with automatic high beam lighting, Osram supplies the LEDs while Hella supplies the headlamp itself.
Early US models include the A8(L) 3.0 TFSI quattro (333PS), the A8(L) 4.0 TFSI quattro, the S8 4.0 TFSI quattro and the A8 L W12 6.3 FSI quattro. The A8 3.0 TFSI quattro and A8 4.0 TFSI quattro replaced the A8 4.2 FSI quattro.[80] The A8 3.0 TDI clean diesel quattro (240PS) was unveiled at the 2012 L.A. Auto Show, and was set to go on sale in Spring 2013 as a 2014 model year vehicle. The A8 L 3.0 TDI clean diesel quattro (240PS) was set to go on sale in Spring 2013 on sale as a 2014 model year vehicle.
Chinese models include the A8L 30 FSI (204PS), the A8L 40 hybrid, the A8L 45 TFSI quattro (290PS), the A8L 55 TFSI quattro (333PS), the A8L W12 FSI quattro and the S8 4.0 TFSI quattro.
The A8 L 2.0 TFSI hybrid is sold as an A8L 40 hybrid in China.
The A8 L 3.0 TFSI quattro (290PS) is sold as an A8L 45 TFSI quattro in China.
TRANSMISSION
All models include an eight-speed tiptronic transmission.
PRUDUCTION
2013–2014 Audi A8 and S8 vehicles equipped with a standard sunroof, manufactured between March 12, 2013 and July 15, 2013 were recalled due to possible shattering of sunroof glass panel.
WIKIPEDIA
Apparently this set of buildings had several iterations of businesses in it. The last being a grain facility. It may have also manufactured pine oil at one time. I called town hall and also researched what I could on line. Seems that time has clouded memories and history. The aerial view seems to confirm the ground observation that it was not connect to anything by rail. The buildings are not oriented to that having been the case.
The department has been building up a library of design related reference books over the last few years. Pupils are encouraged to make use of these books on a regular basis. The photographs here demonstrate the tremendous wealth of content contained therein.
The sequence has been shot in such a way that the cover of the book is shown first and a few sample pages are included to give the student an idea of the content the book contains. Pupils may then approach staff and request a short term loan.
For the challenge to illustrate three things that I am thankful for that were not around when my parents were young.
Back when my parents were born, digital computers did not exist. The first computers were built in the 1940s to solve specific problems, such as code breaking or calculating ballistic tables. True general-purpose stored program computers did not arrive until the late 1940s, and remained cumbersome mainframe machines until the advent of personal computers such as the Apple II and the IBM PC in the late 70s and early 80s.
As an engineer, I am thankful that I have access to so much freely available computing power to help me solve problems. Many engineering problems involve things like differential or partial differential equations, which cannot normally be solved by textbook integration unless you are very lucky or can make some simplifying assumptions. Nowadays, I can perform simple numerical integrations in Excel; for something more complicated, there are any number of software packages that I could use to get the results that I'm looking for.
Since I can't really illustrate my point with anything from work, I have resorted to plotting fractals instead. This image is of part of a Julia set fractal, which requires an iterative calculation involving complex numbers to be performed for each individual pixel, to determine what colour it should be. Thanks to modern PC processing power, it plotted in hardly more than a second!
Iteration 10 - Raven B Model - Mach 8-10, 22 Passenger hypersonic business jet. New iteration reflects design changes from Raven A Model, which is an SSTO, a real one. ALL technologies associated "are" developed. It is also ZERO CARBON.
More Info: www.ioaircraft.com/hypersonic/raven-business.php
Not a graphics design or graphics rendering, but sanitized cad screenshots. This is not a concept, but ready for serial production. Not really looking for investors and such. Everything DOD is funding for hypersonic fixed aircraft is OLD and rehashed perpetually for 40+ years at 10X the price. Others, pushing supersonics and hypersonics, also very old technologies at very expensive prices and operating costs. This, about the same as a G650 or Global Express costs and operating costs and normalized Mach 10 dynamics in all regards in atmosphere.
#afrl #afwerx #defensewerx #usaf #darpa #onr #arl #boeing #lockheedmartin #airbus #raytheon #northropgrumman #aerojet #dynetics #easa #bae #afosr #hypersonic #supersonic #scramjet #reactionengines #innovation #graphene #hydrogen #spacex #ula #virgingalactic #rocketlab #nasa #snc #sierranevadecorporation #dreamchaser #sdo #sda #spaceforce #dod #icao #dassault #bombardier #gulfstream #cessna #bigalow #boomsuprsonic #aerion #esa #airplane
Discovery STO - 70 Ton, Single Stage to Orbit Fixed Wing Aircraft - Space Plane - Hypersonic Plane, U-TBCC / Unified Turbine Based Combined Cycle & Aerospike
Iteration 1, Mach 8-10 in amtmosphere, 195ft long, Heavy Lift Single Stage To Orbit Fixed Wing Aircraft. 70 TONS, ie 140,000 LBS, 60 ft X 15ft X 15ft payload bay. Up in the Falcon Heavy and Delta IV class, except not $400 million to launch giant payloads into orbit, but below $250 per lbs, or about $28 million to launch giant payloads, and normalized orbital flight, as normal as a 737 commercial flight. Load up, refuel, take off in an afternoon. I estimate this aircraft would cost about $750 million each for space capable. In atmosphere commercial, roughly $300 million each for a 200 passenger M8-10 (not designed yet)
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www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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tbcc, glide breaker, fighter plane, hyperonic fighter, stealth fighter, boeing 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, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
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.
Rani stands next to the 5 iterations of a single screen we designed (and re-designed) over the last 48 hours. We mark up all the prints and show early adopters for feedback.
We're close enough to roll to stage... and starting using the damn thing.
Every funky pixel, grid, and design jumps out on big prints.
Print big or get out!
New iteration for Raven SSTO, Single Stage to Orbit. This isn't the heavy, Discovery. But the smaller one. For example, SpaceX's dragon capsule is 378 Cu Ft, Payload bay of Raven is 1078 Cu Ft. www.ioaircraft.com/hypersonic/raven.php
Iteration 10, almost clean sheet. U-TBCC propulsion, 6000F thermal resistance, 3D printed graphene airframe, Note the elimination of "blunt nose". Turn around time under 24 hours total from landing to ready for next flight. No external boosters.
Forward Thruster Bay, other then conventional orbital thrusters, also includes a reverse thruster which decelerates the aircraft pre re-entry into atmosphere from 16,500+ mph ground speed to apx 12,000 mph ground speed. Engines re-ignite once in atmosphere so it can fly to it's landing destination, ie not glide.
#ssto #singlestagetorobit #space #newspace #afrl #afwerx #usaf #darpa #onr #arl #boeing #lockheedmartin #raytheon #northropgrumman #aerojet #dynetics #esa #bae #afosr #hypersonics #hypersonic #scramjet #reactionengines #sabre #starship #falcon9 #dragoncapsule #innovation #graphene #hydrogen #spacex #ula #virginorbit #rocketlab #artemis #orion #sls #nasa #snc #sierranevadecorporation #dreamchaser #astra #sdo #sda #spaceforce #dod #icao #dassault #bombardier #gulfstream #cessna #bigalow
Menger sponge
From Wikipedia, the free encyclopedia
An illustration of M4, the sponge after four iterations of the construction process
In mathematics, the Menger sponge (also known as the Menger cube, Menger universal curve, Sierpinski cube, or Sierpinski sponge)[1][2][3] is a fractal curve. It is a three-dimensional generalization of the one-dimensional Cantor set and two-dimensional Sierpinski carpet. It was first described by Karl Menger in 1926, in his studies of the concept of topological dimension.[4][5]
Construction
The construction of a Menger sponge can be described as follows:
Begin with a cube.
Divide every face of the cube into nine squares, like a Rubik's Cube. This sub-divides the cube into 27 smaller cubes.
Remove the smaller cube in the middle of each face, and remove the smaller cube in the center of the more giant cube, leaving 20 smaller cubes. This is a level-1 Menger sponge (resembling a void cube).
Repeat steps two and three for each of the remaining smaller cubes, and continue to iterate ad infinitum.
The second iteration gives a level-2 sponge, the third iteration gives a level-3 sponge, and so on. The Menger sponge itself is the limit of this process after an infinite number of iterations.
An illustration of the iterative construction of a Menger sponge up to M3, the third iteration
Properties
Hexagonal cross-section of a level-4 Menger sponge. (Part of a series of cuts perpendicular to the space diagonal.)
The n nth stage of the Menger sponge, M n M_{n}, is made up of 20 n {\displaystyle 20^{n}} smaller cubes, each with a side length of (1/3)n. The total volume of M n M_{n} is thus ( 20 27 ) n {\textstyle \left({\frac {20}{27}}\right)^{n}}. The total surface area of M n M_{n} is given by the expression 2 ( 20 / 9 ) n + 4 ( 8 / 9 ) n {\displaystyle 2(20/9)^{n}+4(8/9)^{n}}.[6][7] Therefore, the construction's volume approaches zero while its surface area increases without bound. Yet any chosen surface in the construction will be thoroughly punctured as the construction continues so that the limit is neither a solid nor a surface; it has a topological dimension of 1 and is accordingly identified as a curve.
Each face of the construction becomes a Sierpinski carpet, and the intersection of the sponge with any diagonal of the cube or any midline of the faces is a Cantor set. The cross-section of the sponge through its centroid and perpendicular to a space diagonal is a regular hexagon punctured with hexagrams arranged in six-fold symmetry.[8] The number of these hexagrams, in descending size, is given by a n = 9 a n − 1 − 12 a n − 2 {\displaystyle a_{n}=9a_{n-1}-12a_{n-2}}, with a 0 = 1 , a 1 = 6 {\displaystyle a_{0}=1,\ a_{1}=6}.[9]
The sponge's Hausdorff dimension is log 20/log 3 ≅ 2.727. The Lebesgue covering dimension of the Menger sponge is one, the same as any curve. Menger showed, in the 1926 construction, that the sponge is a universal curve, in that every curve is homeomorphic to a subset of the Menger sponge, where a curve means any compact metric space of Lebesgue covering dimension one; this includes trees and graphs with an arbitrary countable number of edges, vertices and closed loops, connected in arbitrary ways. Similarly, the Sierpinski carpet is a universal curve for all curves that can be drawn on the two-dimensional plane. The Menger sponge constructed in three dimensions extends this idea to graphs that are not planar and might be embedded in any number of dimensions.
The Menger sponge is a closed set; since it is also bounded, the Heine–Borel theorem implies that it is compact. It has Lebesgue measure 0. Because it contains continuous paths, it is an uncountable set.
Experiments also showed that cubes with a Menger sponge structure could dissipate shocks five times better for the same material than cubes without any pores.[10]
The department has been building up a library of design related reference books over the last few years. Pupils are encouraged to make use of these books on a regular basis. The photographs here demonstrate the tremendous wealth of content contained therein.
The sequence has been shot in such a way that the cover of the book is shown first and a few sample pages are included to give the student an idea of the content the book contains. Pupils may then approach staff and request a short term loan.
Date: March 2017
© 2016-2017 Tony DeVarco and Mayako Nakamura
Photographer David Reese in Santa Cruz, CA using his new Canon EOS 5DS R DSLR 50 megapixel camera with a EF 100mm f/2.8 Macro USM Lens to document "Chroma Iteration II" and Bonnie helping David place "Chroma" onto his rig in order to start the documentation process.
In collaboration with the work of Mayako Nakamura www.flickr.com/photos/ma85/</a
To see all the "ReGenerations" images please check out this album- www.flickr.com/photos/tonydevarco/albums/72157666448906835</a
Document name:Jul29wma1g.FWrk
Fractal type:mandelbrot
Plot size (w,h):2210,2210
Maximum iterations:41000
Center Point (real, imaginary):-0.083458414471751,0.65694855301279 i
Plot Width (real):6E-12
Color scheme name:Crimson
Color scheme last modified:2008-07-29 14:04:08 -0700
Plot uses DE:Yes
Plot uses fractaional iterations:Yes
Plotted with symmetry:Yes
Plotted with boundary following:Yes
Plotted with multiple processors:Yes
Total plot time:0.000 seconds
Total iterations:3900954249
Iterations/second:2147483647
Pixels skipped:0
Iterations skipped:0
Percent of pixels calculated:100
Percent of iterations calculated:100
Plot height:1
Peak steepness:1
Plot flipped:Yes
Camera x:0
Camera y:0
Camera z:-1.9
Ambient light:0.2
Directional light:0.716
Specular light:0.193
Surface shininess:100
Light x direction:0.795
Light Y direction:-0.114
Light z direction:5
Background color red: 50
Background color green: 31
Background color blue: 34
Discovery! - Iteration II (2017) acrylic and charcoal on paper 1730x915mm
In collaboration with Tony DeVarco
Tony Devarco www.flickr.com/photos/tonydevarco/
CoLab with Mayako Nakamura
www.flickr.com/photos/tonydevarco/sets/72157649519692395/...
ReGenerations
www.flickr.com/photos/tonydevarco/albums/72157666448906835
☆Sold☆
FCH-150 Hydrogen Fuel Cell Commercial Aircraft - IO Aircraft - Iteration 2
Iteration 2, Some refinements. Similar size as a 737 Max 10 apx 1/2 the operating costs - Wings and Canard fold to 100' Span, Fuselage Length 150', Configuration (Current) 184 Econ and 1st class, 5,000+ NM Range, Does not use liquid hydrogen. Uses 8,000 PSI Compressed H2 or CNG for 95% fuel weight reduction. Airframe, 3D Printed Graphene (technology already developed), kevlar and carbon fiber. Almost no metal used in the airframe 50%+ airframe weight reduction & 10+ X the strength.
I focus on Hypersonics and vtol, not this one. This applied many of those technologies to create the foundation of a true zero carbon commercial aircraft.
LengthL 150ft | Span 120.6ft | Cruise M.88-.92
Cruise: 35,000-38,000ft | Ceiling 41,000-45,000ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimated T/O Weight (Full Fuel and Passengers/Baggage) 134,000 LBS
Estimated MTOW: 195,000
Fuel: 30,000 Gallons 8,000+ Max PSI Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology, 500,000PSIA Integrity
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Liquid Fueled)
Current Passenger Configuration: 184 / 12 1st Class & 172 Main Cabin
Operating Costs: $2,500 - $3,500 hr
Estimated Maintenance Costs, Apx 1/2 Compared to 737's, A320's, etc
Estimated Unit Price in Production: Apx $105 Million
Reduction in Operating/Maintenance Costs Over the Life Cycle of the Aircraft, $20-$50 Million or greater.
Motors, zero maintenance required for greater then 5,000 operating hours.
-----------------------------------
100% viable Electric Commercial aircraft, in a 737 MAX class. Compressed Hydrogen Fueled (Not liquid [obsolete]), 100% electric. NO carbon foot print. Even the hydrogen can be generated on the ground via water electrolysis on top of terminals. Also saving operators $20-$50 million or more, over an aircraft's life cycle.
Non, zero carbon, could use CNG, then reformation to extract the Hydrogen.
Ready to build today, all tech is already developed. Makes ALL commercial aircraft in existence obsolete. PLUS all hybrid aicraft on the drawing board right now with Boeing, Airbus, etc.
Airframe is 3D printed Graphene wafering, 33X stronger then titatnium; and carbon fiber/kevlar.
Specs:
Length: 150 ft | Span: 120.6 ft | Cruise M.9-.92)
Ceiling: Estimate 45,000 ft. Cruise: 38,000 ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimate T/O Weight (Full fuel and passengers): 134,000 LBS
MTOW Estimate: 195,000 LBS
Fuel: 30,000 Gallon 8,000 PSI Max Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Jet A liquid)
Current Passenger Configuration: 184 passengers; 172 Main Cabin & 12 1st Class
Operating Costs, apx $2,500-$3,500 hr.
Estiumated Maintenance Costs: Apx 1/2 current commercial aircraft.
Estimate Unit Price in Production: Apx $105 million
Reduction in Operating Costs Over the Aircrafts Life Cycle: $20-$50 Million (Or More) in Savings.
#hybrid #sustainability #hydrogen #hydrogenfuelcell #commercialaircraft #airbus #boeing #comac #innovation #lockheed #raytheon #bae #bombardier #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #3dprinting #supersonic #collinsaerospace #rockwell #generalatomics #cessna #dassault #arl #navair #diu #dia #usaf #unitedtechnologies #bae #cessana #piper #saab #defenseadvancedresearchprojectagency #graphene #additivemanufacturing #gkn #eaa #aopa #icao #tesla #nikolamotors #zerocarbon #embraer #electricaircraft
hybrid, sustainability, hydrogen, hydrogen fuel cell, hybrid commercial aircraft, hybrid commercial plane, commercial aircraft, airbus, boeing, comac, innovation, lockheed, raytheon, bae, bombardier, northop grumman, general dynamics, utc, ge, afrl, onr, afosr, usaf, darpa, mda, rolls royce, nasa, tesla, safran, embraer, 3d printing, supersonic, collins aerospace, rockwell, general atomics, cessna, dassault aviation, arl, navair, diu, dia, usaf, united technologies, bae, cessana, piper, saab, defense advanced research project agency, graphene, additive manufacturing, gkn, eaa, aopa, icao, tesla, nikola motors, zero carbon, embraer, electricaircraft, Composite Aircraft, Composite Commercial Aircraft,
boeing, airbus, embraer, ge aviation, rolls-royce, dassault aviation, bae raytheon, collins aerospace, lockheed martin, bombardier, Gulfstream Aerospace, safran, ge aviation, united technologies, united airlines, virgin airlines, All Nippon Airways, Delta Air Lines, british airways, southwest airlines, ryanair, virgin atlantic, qatar airways, emirates, lufthansa, etihad airways, KLM, Guillaume Faury, Greg Hyslop, Lynne Hopper, Paul Perera, Bruno Clermont, Tim Deaver, Paul Eremenko, Jean-Brice Dumont, Dirk Hoke, Marillyn Hewson, Richard Ambrose, Charles Woodburn, Philippe PETITCOLIN, Stéphane CUEILLE
I spent most of this weekend just past attending the latest iteration of the Naked Heart literary festival, organized by Glad Day Bookshop and run out of several venues in Church and Wellesley including the 562 Church Street event space and the Buddies in Bad Times theatre.
The sessions I picked this year tended more towards an exploration of the mechanics of writing for publication, with a few readings.
* My first session Saturday morning was The Writer's Hustle, a panel discussion with three other writers exploring how they make writing work for them as a chosen career despite its dismal economics. (Day jobs, among other things, are necessary.)
* Unruly Vision: Writing Unruly Bodies in Fiction was a very enjoying workshop led by Sanchari Sur, who led several dozen writers towards useful strategies for creating and envisioning characters.
* Queer est un mot français! was a very enjoyable reading by three Francophone Ontarian authors, Amélie Dumoulin, Pierre-Luc Landry, and Sylvie Bérard, at Glad Day. This was the first time such a French-language session had been organized for Naked Heart; I hope for more in the future.
* Terrence Abrahams led an informative session, Subject Line: Submission, on looking for potential publishing magazines, on strategies to adopt.
* Spectrums of Sanity: Mental Health and the Writer was another panel discussion at Buddies in Bad Times, with five authors talking about how they took care of themselves as they wrote.
* What's Love Got To Do With It? was an enjoyable panel discussion at 562 Church, with four different authors talking about the way love has been represented in literature in relationship to queer lives. Why not have happy endings?
* Grit Lit was an excellent late-evening series of readings by ten authors at Glad Day, reading passages from their works. These were always direct and raw, never crude.
* Sunday morning, my first session was The Author Foundry: The Un-Artistic Aspects of Your Submission Package at Buddies. Author Sheryl Wright did an incredible job explaining the mechanics of hunting for publishers and the finer details of the literary genre of the submission, details which need to be paid attention to if a work is to have a chance of success.
*Policing the Body - Resistance and Renewal was a great panel discussion looking at the ways in which queer bodies are targeted by a hostile world. How can people fight back?
* Celebrating Marvellous Grounds: Queer of Colour Histories of Toronto was a launch session for two books put out by the Marvellous Grounds collective. I enjoyed the readings of some of the different contributing authors, telling stories about the past and present of Toronto from an angles that I needed to see.
* My final session was First Person - Ethics & Experience, a panel of five writers held at Glad Day. These five all talked about the ways in which they balanced their commitment as writers to the exploration of their truths with their responsibilities to their communities to fairly represent them.
The Holden Commodore (VK) is a mid-size car that was produced by the Australian subsidiary of General Motors, Holden, from 1984 to 1986. It was the first iteration of the first generation of this Australian made model and introduced the luxury variant, Holden Calais (VK) sedan.
Overview
The VK series was the first Commodore to have plastic (polypropylene) bumpers and introduced rear quarter windows for a six-window design (styled by Holden, but similar in appearance to the Opel Senator) as opposed to the four-window design on previous Commodore models. Apart from the bumpers and "glasshouse", other changes for the VK Commodore included a front grille redesign and revamped dashboard instrumentation that included a full digital (vacuum fluorescent display) arrangement for the new luxury version, the Calais.
The exterior of the VK Commodore was also updated with a more modern and aggressive appearance. This included a new grill design very different from previous models, with three bold strips rather than a metallic grill, the now plastic front and rear bumpers/skirts replacing the obsolete metal guards, and a new rear tail light assembly, whereby they now spread from one side to another with a black panel in between. This all added up to a more prominent, sharper look for the 1980s. Changes were also made to the interior whereupon the panel of instruments were now square-shaped rather than the more conventional circular layout. In total, 135,705 VK Commodores were built.
Models
The VK range introduced new names for the specification levels, with Executive now a stand-alone nameplate alongside the base model SL. The Commodore Executive was basically a Commodore SL appointed with automatic transmission and power steering, and was aimed at capturing the fleet market, a market that Holden had lost its share in when the smaller bodied Commodore originally replaced the Kingswood. Also introduced was the Commodore Berlina (replacing the SL/X) and the Holden Calais (replacing the Commodore SL/E). The station wagon body style was available in SL, Executive or Berlina variants only, however the limited edition Vacationer name plate was also continued over for a period from the VH Commodore. Other variants produced were the Commodore SS sedan which featured its own specification – courtesy of HDT – high-performance 4.9-litre V8, and the limited edition – available only through affiliated HDT Holden dealers – LM 5000, SS Group 3, SS Group A (502 made) and Calais Director sedans.
Engines
Engine choices (not necessarily available on all cars in the VK range) were two versions of a 5.0-litre 308 cui Holden V8 engine (replaced by the 4.9-litre 304 cui V8 when Group A rules entered Australian motorsport in 1985) and two versions of a 3.3-litre inline 'black' Straight-6 engine (essentially a refined 'blue' I6 with slight increases in power and efficiency), the latter of which was available with either a carburetor or fuel injection. The 3.3 EST carburetor engine was standard equipment for most VK Commodores, with the 3.3 EFI injection engine nominated as standard equipment for the Calais sedan.
The 2.85-litre six-cylinder and the 4.2-litre V8, mainstays of the previous Commodore ranges were dropped, hence unavailable to the VK, however Holden's 1.9L Starfire 4-cylinder unit was offered on New Zealand market VK models.
SS Group A
The Commodore SS Group A was heavily modified by Holden's official performance tuner, originally the Holden Dealer Team. The SS Group A existed primarily as a homologation special, created specifically so a racing optimised version of the Commodore could be utilised for Group A touring car motor racing. The regulations set down by the international governing body FISA for Group A motor racing specified that a minimum of 500 cars were to be built to a certain specification prior to said vehicle being allowed to compete. Group A regulations governed many touring car series at the 1980s and 1990s including series in Australia, New Zealand, Great Britain, Japan, Italy, Germany and the European Touring Car Championship as well as the one-off 1987 World Touring Car Championship as well as significant races like the Bathurst 1000, Spa 24 Hours and the RAC Tourist Trophy. The SS Group A model run ran from 1985 until 1992. The four models have since become highly collectible amongst Holden and performance enthusiasts.
Unique amongst all products produced by both the Holden Dealer Team and Holden Special Vehicles, these cars were referred to as Holdens, rather than as HDTs or HSVs.
As the first model to be produced (1985 – February 1986) represented Holden's increasing efforts in Group A racing. Available only in blue associated with the corporate colours of the Holden Dealer Team's principle sponsor Mobil, which gave rise to the cars nickname, the "Blue Meanie". Production began in early 1985, but part supply problems saw the HDT fail to build the required number of 500 and it missed the 1 August deadline for it to be eligible for racing that year. Production still continued and the VK SS Group A was available for motor racing from 1 January 1986. 502 cars were available only through Holden Dealer Team-affiliated Holden dealerships.
Visually the VK Group A SS had the addition of a rear spoiler, larger front air dam and a more aggressive front grill over the standard VK Commodore. Other changes included a double row timing chain (eliminating the car's inherent weakness of 1985, a single row chain), as well as stronger conrods and suspension mountings.
Power for the road going Group A SS with its 4.9 litre engine was rated at 196 kW (263 hp) at 5,200 rpm, with a top speed of 215 km/h (134 mph). Transmission options were M21 4-Speed manual, or T5 5-Speed (optional). The car was assembled at Dandenong, Victoria (Holden) and modified at Port Melbourne, Victoria (HDT).
[Text from Wikipedia]
en.wikipedia.org/wiki/Holden_Commodore_%28VK%29
This miniland-scale Lego Holden VK Commodore SS Group-A 'Blue Meanie' has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.
The Holden Commodore (VK) is a mid-size car that was produced by the Australian subsidiary of General Motors, Holden, from 1984 to 1986. It was the first iteration of the first generation of this Australian made model and introduced the luxury variant, Holden Calais (VK) sedan.
Overview
The VK series was the first Commodore to have plastic (polypropylene) bumpers and introduced rear quarter windows for a six-window design (styled by Holden, but similar in appearance to the Opel Senator) as opposed to the four-window design on previous Commodore models. Apart from the bumpers and "glasshouse", other changes for the VK Commodore included a front grille redesign and revamped dashboard instrumentation that included a full digital (vacuum fluorescent display) arrangement for the new luxury version, the Calais.
The exterior of the VK Commodore was also updated with a more modern and aggressive appearance. This included a new grill design very different from previous models, with three bold strips rather than a metallic grill, the now plastic front and rear bumpers/skirts replacing the obsolete metal guards, and a new rear tail light assembly, whereby they now spread from one side to another with a black panel in between. This all added up to a more prominent, sharper look for the 1980s. Changes were also made to the interior whereupon the panel of instruments were now square-shaped rather than the more conventional circular layout. In total, 135,705 VK Commodores were built.
Models
The VK range introduced new names for the specification levels, with Executive now a stand-alone nameplate alongside the base model SL. The Commodore Executive was basically a Commodore SL appointed with automatic transmission and power steering, and was aimed at capturing the fleet market, a market that Holden had lost its share in when the smaller bodied Commodore originally replaced the Kingswood. Also introduced was the Commodore Berlina (replacing the SL/X) and the Holden Calais (replacing the Commodore SL/E). The station wagon body style was available in SL, Executive or Berlina variants only, however the limited edition Vacationer name plate was also continued over for a period from the VH Commodore. Other variants produced were the Commodore SS sedan which featured its own specification – courtesy of HDT – high-performance 4.9-litre V8, and the limited edition – available only through affiliated HDT Holden dealers – LM 5000, SS Group 3, SS Group A (502 made) and Calais Director sedans.
Engines
Engine choices (not necessarily available on all cars in the VK range) were two versions of a 5.0-litre 308 cui Holden V8 engine (replaced by the 4.9-litre 304 cui V8 when Group A rules entered Australian motorsport in 1985) and two versions of a 3.3-litre inline 'black' Straight-6 engine (essentially a refined 'blue' I6 with slight increases in power and efficiency), the latter of which was available with either a carburetor or fuel injection. The 3.3 EST carburetor engine was standard equipment for most VK Commodores, with the 3.3 EFI injection engine nominated as standard equipment for the Calais sedan.
The 2.85-litre six-cylinder and the 4.2-litre V8, mainstays of the previous Commodore ranges were dropped, hence unavailable to the VK, however Holden's 1.9L Starfire 4-cylinder unit was offered on New Zealand market VK models.
SS Group A
The Commodore SS Group A was heavily modified by Holden's official performance tuner, originally the Holden Dealer Team. The SS Group A existed primarily as a homologation special, created specifically so a racing optimised version of the Commodore could be utilised for Group A touring car motor racing. The regulations set down by the international governing body FISA for Group A motor racing specified that a minimum of 500 cars were to be built to a certain specification prior to said vehicle being allowed to compete. Group A regulations governed many touring car series at the 1980s and 1990s including series in Australia, New Zealand, Great Britain, Japan, Italy, Germany and the European Touring Car Championship as well as the one-off 1987 World Touring Car Championship as well as significant races like the Bathurst 1000, Spa 24 Hours and the RAC Tourist Trophy. The SS Group A model run ran from 1985 until 1992. The four models have since become highly collectible amongst Holden and performance enthusiasts.
Unique amongst all products produced by both the Holden Dealer Team and Holden Special Vehicles, these cars were referred to as Holdens, rather than as HDTs or HSVs.
As the first model to be produced (1985 – February 1986) represented Holden's increasing efforts in Group A racing. Available only in blue associated with the corporate colours of the Holden Dealer Team's principle sponsor Mobil, which gave rise to the cars nickname, the "Blue Meanie". Production began in early 1985, but part supply problems saw the HDT fail to build the required number of 500 and it missed the 1 August deadline for it to be eligible for racing that year. Production still continued and the VK SS Group A was available for motor racing from 1 January 1986. 502 cars were available only through Holden Dealer Team-affiliated Holden dealerships.
Visually the VK Group A SS had the addition of a rear spoiler, larger front air dam and a more aggressive front grill over the standard VK Commodore. Other changes included a double row timing chain (eliminating the car's inherent weakness of 1985, a single row chain), as well as stronger conrods and suspension mountings.
Power for the road going Group A SS with its 4.9 litre engine was rated at 196 kW (263 hp) at 5,200 rpm, with a top speed of 215 km/h (134 mph). Transmission options were M21 4-Speed manual, or T5 5-Speed (optional). The car was assembled at Dandenong, Victoria (Holden) and modified at Port Melbourne, Victoria (HDT).
[Text from Wikipedia]
en.wikipedia.org/wiki/Holden_Commodore_%28VK%29
This miniland-scale Lego Holden VK Commodore SS Group-A 'Blue Meanie' has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.