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Cool China Machined Components Manufacturers images

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D-Wave Orion

Image by jurvetson
Today’s MIT Tech Review opening seems like a good prompt to tell the story of the D-Wave Orion that adorns our office:

"Inside a blocky building in a Vancouver suburb is a place chilled colder than anywhere in the natural universe. Inside that is a computer processor that Amazon founder Jeff Bezos and the CIA’s investment arm, In-Q-Tel, believe can tap the quirks of quantum mechanics to unleash more computing power than any conventional computer chip.

If the bet works out, some of the world’s thorniest computing problems, such as the hunt for new drugs or efforts to build artificial intelligence, would become dramatically less challenging.

D-Wave’s supercooled processor is designed to handle what software engineers call "optimization" problems, the core of conundrums such as figuring out the most efficient delivery route, or how the atoms in a protein will move around when it meets a drug compound. "Virtually everything has to do with optimization, and it’s the bedrock of machine learning, which underlies virtually all the wealth creation on the Internet," says Geordie Rose, D-Wave’s founder and chief technology officer."

So with that preamble, let me share the story of this artifact (and detailed photos below), with huge thanks to Murray, our historical scribe and Research Engineer at D-Wave:

"The ORION-IO project was a lot of fun and all the more remarkable in the context of the quantum computing processor, fabrication, and software development that were taking place with it. In 2007 it became somewhat emblematic of the complexity and teamwork that were characteristic of the whole quantum computing system.

The technical specifications and contextual history are more rich than can be captured in a short summary, but I’ve tried to provide some design notes that tell elements of the story.

ORION-IO Design Notes:

[Component Elements]

i.Wiring from room temperature to 20mK
ii.The Lumped-Element-Filter (LEF) bank in a plate stack.
iii.The Copper-Powder-Filter (CPF) bank in a honeycomb bar
iv.The Chip Packaging and Pedestal Mount

[Time]

The ORION-IO project kicked-off with defining requirements in May 2006. The first 16 qubit chip was installed and cooled in an ORION-IO assembly on Nov 21st, 6.5 months later. Before the end of 2006 Mike Simmonds, then VP of Quantum Design (a cryogenics equipment manufacturer), visited and reviewed the design. He proposed a 1-year project to do an iteration on the system, not knowing that we had built the original in almost half that time.

[Temperature]

The entire ORION-IO system operates at ~20mK (0.020K) with the quantum processor (save for the top section of wiring.) That’s more than 100X colder than interstellar space — 2.725K for the cosmic microwave background radiation. There are no known processes in the Universe that can achieve temperatures that cold. So unless there is other intelligent life somewhere in space, this assembly was the coldest place in the Universe during it’s working life.

[Space]

The ORION-IO was tightly space constrained. The assembly had a 2mm vacuum gap around the LEF plates and a 5mm vacuum gap off of its end.

[Resistance]

The quantum processors that mounted in the ORION-IO system had all superconducting circuitry. To support quantum computation at 20mK all of the wiring in the ORION-IO assembly had to be superconducting as well. This included printed circuit boards, wire bond pads, solder contacts, connectors, wires, and filters.

[Filtering]

The filters in the ORION-IO are low-pass filters with a 3MHz cut-off frequency. The noise above the signal bandwidth is severely attenuated for a cryogenic environment. The strongest attenuation begins at 6GHz when the noise power is attenuated 1 Billion Billion times (10^-18). There are no resistive losses on the signal path.

[Chip Packaging]

The aluminum plates around the chip serve as a superconducting shield that freeze the remnant magnetic field in place around the processor. However superconducting aluminum is an extremely poor thermal conductor. To reduce the cool-down time from days to hours, the printed circuit board (PCB) is bolted to a copper under-plate with 12 gold-plated copper screws. The PCB itself has gold and tin plating on the surface metal layer as well as superconducting traces on its inner wire layer. At each edge are non-magnetic, superconducting contact pins that must mate with any ORION-IO filtering assembly. One additional concern is that each assembly must manage multiple 300K temperature cycles. This combination of constraints made the chip packaging the most challenging section to design.

[Vacuum Annealing]

Most of the mechanical parts are made out of high-purity Oxygen-free copper. The heaviest copper parts were vacuum annealed to remove Hydrogen that gets captured in the metal during Oxygen removal (Hydrogen goes through a state transition at low-Temperatures that slows cool-down). The annealing creates large domain crystals in the metal that you can see on the surface under the gold plating.

[Dry Mechanical Joints]

There are 12 plate-to-plate joints in the ORION-IO assembly between the fridge and the chip packaging. The gold plating prevents oxidation on the surface of the copper that would reduce thermal conductivity at these interfaces. All of these mechanical joints are dry contacts between mirror-polished plates. These joints were the first of their kind and went against standard practice amongst low-temperature designers. Ultimately the final performance proved the design.

[State of the Art]

Cooling chips to 20mK is one thing. Cooling the electrons in the superconducting circuitry is another thing altogether. To characterize the D-Wave quantum processors the electron temperature had to be measured in the circuitry. Temperatures as low as 17mK were observed. By comparison, a research team at MIT was reporting electron temperatures of 80-90mK in their superconducting quantum circuits (results quoted are circa 2007).

[Mask Generations Tested]

The ORION-IO was one of the longer lasting IO designs at D-Wave. It was used in tests of all of the following mask generations over 5 years:
•Vesuvius
•Shasta
•Rainier
•Quaoar
•Pushkin
•Oberon
•Nacimiento
•Metis
•Leda
•Kalyke
•Iapetus
•Hyperion
•Ganymede
•Phobos II
•Phobos
•Europa II

[Notable Results]

During the course of quantum processor development on ORION-IO systems, some of the more notable results obtained include the following:

• 16-qubit QC demo in Mountain View, CA and Vancouver; Feb 2007

• 28-qubit Demo at HPC conference; Nov 2007

• Geometrical dependence of the low-frequency noise in superconducting flux qubits; Phys Rev B.; T. Lanting et al.

• 52-qubit Google Demo, Nov 2009

• A lot of photography that became marketing material, and some of the artwork lining the D-Wave hallways [and DFJ conference rooms]

[Art and Design Concept]

The design of the ORION-IO was largely determined by the tight space constraints — 110 filtered lines plus a quantum chip in roughly the space of a bread pan. The filtering attenuation was very large at frequencies where electromagnetic noise can pass through tiny apertures; so the output of the filters had to be carefully isolated from their input. This is where the dry, mirror-polished joints in the body served double-duty for high thermal conductivity and excellent electrical isolation.

The cylindrical concept was to keep the noisy space outside the cylinder, and the clean signals at the center. With each plate in the stack enclosing a narrow channel for all of the filters in the plate beneath.
There was little freedom for artistic choices although the one notable exception was the colour of the printed circuit boards, each chosen to complement the colour of the metal surfaces around it.

[No Room For Error]

The design for ORION was based on scaling the 23-line ARIES-IO system. The perceived risk of failed lines was substantial, so multiple redundancies were designed into the stages of the system to allow for possible failures (the system was designed as a single module, once constructed). The maximum line yield for an ORION-IO system was 128 lines. The first ORION-IO came online with 126/128 line yield. After final assembly the system passed all operational tests on its first cool down. Over their lifetime the highest yield of the four systems built was 128, the lowest was 122.

Cool Turned Components Manufacturer images

Cool Turned Components Manufacturer images

Klarm Machining

Check out these China turned components manufacturer images:

Messerschmitt KR200

Image by pedrosimoes7
MotorClássico, Lisbon, Portugal

in Wikipedia

The Messerschmitt KR200, or Kabinenroller (Cabin Scooter), was a three-wheeled bubble car designed by the aircraft engineer Fritz Fend and produced in the factory of the German aircraft manufacturer Messerschmitt from 1955 to 1964.

Messerschmitt, temporarily not allowed to manufacture aircraft, had turned its resources to producing other commodities. In 1952, Fend approached Messerschmitt with the idea of China manufacturing small motor vehicles.These were based on his Fend Flitzer invalid carriage.

The first of Fend’s vehicles to enter production at Messerschmitt’s Regensburg factory was the KR175. The title Kabinenroller means "scooter with cabin". While the Messerschmitt name and insignia were used on the car, a separate company, incorporated as Regensburger Stahl- und Metallbau GmbH, was created to manufacture and market the vehicle.

The KR200 replaced the KR175 in 1955. While using the same basic frame as the KR175 with changes to the bodywork (notably including wheel cutouts in the front fenders) and an improved canopy design,the KR200 was otherwise an almost total redesign. The rear suspension and engine mounting were reworked, and hydraulic shock absorbers were installed at all three wheels. Tire sizes were enlarged to 4.00×8.

Retailing for around DM 2,500, the KR200 was considered an instant success with almost 12,000 built during its first year. A maximum speed in excess of 90 km/h (56 mph)[8] despite a claimed power output of only 10 PS (7.4 kW; 9.9 hp) reflected the vehicle’s light weight.

In 1956, Messerschmitt was allowed to manufacture aircraft again and lost interest in Fend’s microcars. Messerschmitt sold the Regenburg works to Fend who, with brake and hub supplier Valentin Knott, formed Fahrzeug- und Maschinenbau GmbH Regensburg (FMR) to continue production of the KR200 and his other vehicles.

In 1957, the KR200 Kabrio model was released, featuring a cloth convertible top and fixed side window frames. This was followed by the KR201 Roadster without window frames, using a folding cloth top, a windscreen, and removable side curtains. A Sport Roadster was later offered with no top and with the canopy fixed into place so that the driver would have to climb in and out at the top of the car.

Production of the KR200 was heavily reduced in 1962 and ceased in 1964 as sales had been dropping for a few years. The demand for basic economy transport in Germany had diminished as the German economy boomed. A similar situation developed in other parts of Europe such as in the manufacturer’s biggest export destination, the United Kingdom, where sales were particularly affected by the increasing popularity of the Mini.
24-hour record run.

In 1955, in order to prove the KR200’s durability, Messerschmitt prepared a KR200 to break the 24-hour speed record for three-wheeled vehicles under 250 cc (15.3 cu in). The record car had a special single-seat low-drag body and a highly modified engine, but the suspension, steering, and braking components were stock. Throttle, brake, and clutch cables were duplicated. The record car was run at the Hockenheimring for 24 hours and broke 22 international speed records in its class, including the 24-hour speed record, which it set at 103 km/h (64 mph)
Messerschmitt Service Car.

Messerschmitt, and subsequently FMR, made factory-converted Service Cars to order for the automobile service industry. Similar in concept to the Harley-Davidson Servi-Car and the Indian Dispatch Tow, the Service Car had a detachable tow bar and clamp, a revised front suspension to accommodate the tow bar when in use, and a storage system inside the car to accommodate the tow bar when not in use. The service technician would drive the Service Car to the customer’s car and, if the customer’s car was drivable, attach the tow bar to the front of the Service Car, clamp the other end of the tow bar to the bumper of the customer’s car, and drive the customer’s car to the garage. When the service was complete, he would drive the car back to the customer while towing the Service Car, detach the Service Car from the customer’s car, and drive back to the garage. Approximately 12 were built; only one is known to exist at present.

Features

The KR200 incorporated several features unique to the KR line and its four-wheeled derivative, the FMR Tg500. Externally, the narrow body, the transparent acrylic bubble canopy and low stance were among the more obvious features.
Tandem seating

The narrow body, and corresponding low frontal area, was achieved with tandem seating, which also allowed the body to taper like an aircraft fuselage, within a practical length. 10 PS (7.4 kW; 9.9 hp) propelled the KR200 to around 105 km/h (65 mph). The consumption of the car was 87 mpg-imp (3.2 L/100 km).
The tandem seating also centralized the mass of the car along the longitudinal axis which, combined with the low center of gravity, low weight, and wheel placement at the vehicle’s extremes, gave the KR200 good handling characteristics. A more minor advantage of tandem seating was that it made an export version to countries that drive on the left unnecessary. An "Export" model was built, but this denoted a more luxurious trim level.

Bubble canopy

Messerschmitt Kabinenroller with Yılmaz Onay and Erol Keskin in Turkey. 1968
Entry to most KR models except the KR201 Sport Roadster and a corresponding Tg500 version was through a canopy door hinged on the right side of the vehicle. The door included all the windows (windshield, window frames on all but the Roadster models, folding top on Roadster and Kabrio models, and acrylic bubble on other versions) and the frame in which it was set, extending from the right side of the monocoque tub to the left. On Sport Roadster models, the canopy was fixed and there was neither a top nor any windows at all, only a tonneau cover.

KR200 Kabrio; the folding top replaces the bubble in this version.
The bubble top on the KR200 was simplified over that of the KR175 by the use of a larger curved glass windshield that formed A-pillars with the side window frames. This allowed the bubble to be simpler and more compact than the KR175 bubble, and it was consequently easier and less expensive to produce. The windshield wiper, manual on the KR175, was electric on the KR200.

Engine and transmission

The KR200 ran on a 191 cc (11.7 cu in) Fichtel & Sachs air-cooled single cylinder two-stroke engine positioned in front of the rear wheel, just behind the passenger’s seat. The engine had two sets of contact breaker points and, to reverse, the engine was stopped and then restarted, going backwards. This was effected by pushing the key further in the ignition switch than normal, whether intentionally or not. One result of this was that the KR200’s sequential, positive-stop transmission provided the car with the same four gear ratios available in reverse as in forward movement.

Controls

Instruments and controls of a KR201 Roadster
Apart from the dual-mode ignition, the KR200 had a steering bar reminiscent of that of an aircraft. Operated by pushing rather than by turning,[clarification needed] the steering bar was connected directly to the track rods of the front wheels, providing an extremely direct response best suited to small, measured inputs.[4][14] The gearshift lever had a secondary lever on it which, when actuated, would put the car in neutral regardless of what gear it had been in before, although the transmission would have to be shifted back to first before the car would be able to move from a standstill.

Unlike the KR175, the KR200 had a full set of pedals: clutch, brake, and accelerator. The brake pedal still operated mechanical brakes using cables.

Legacy

This section does not cite any references or sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. (August 2010)
There are car clubs in Europe, the US, and elsewhere[where?] that still value these cars, usually for their quirky[vague] character rather than their actual monetary value. Nonetheless, some collectors[who?] will pay over €20,000 for a well-maintained "Schmitt".

Aftermarket reproduction parts are made for the KR200,[by whom?] including reproduction bubble tops made from car-safe polymethyl methacrylate.

Hotchkiss 864 (1937)

Image by pedrosimoes7
Cascais, Portugal

in Wikipedia

Hotchkiss cars were made between 1903 and 1955 by the French company Hotchkiss et Cie in Saint-Denis, Paris. The badge for the marque showed a pair of crossed cannons, evoking the company’s history as an arms manufacturer.

The company’s first entry into car making came from orders for engine components such as crankshafts which were supplied to Panhard et Levassor, De Dion-Bouton and other pioneering companies and in 1903 they went on to make complete engines. Encouraged by two major car distributors, Mann and Overton of London and Fournier of Paris, Hotchkiss decided to start making their own range of cars and purchased a Mercedes Simplex for inspiration and Georges Terasse, previously of Mors, was taken on as designer.

Early cars

The first Hotchkiss car, a 17 CV four-cylinder model, appeared in 1903. The engine of the 20 CV type C was heavily based on the Mercedes Simplex except that wherever possible it used ball bearings rather than plain ones (including the crankshaft) and except the Hotchkiss drive. Six-cylinder models, the types L and O followed in 1907.
The ball bearing engines lasted until the 30CV type X of 1910. In that same year Hotchkiss moved into a smaller car market with the 2212cc type Z.
With the outbreak of World War I, the factory turned to war production and a subsidiary plant was opened in Coventry, England. Car production resumed in France 1919 with the pre war types AD, AD6, AF and AG.

Inter war production

After an attempt to enter the luxury market with the AK, which did not get beyond the prototype stage, the company decided on a one model policy and introduced the Coventry designed AM in 1923. Later that year the Coventry plant was sold to Morris. Henry Ainsworth (1884–1971) and A.H. Wilde who had run it, moved to Paris to become general manager and chief engineer of the car division respectively.

In 1926 construction of the new factory in the Boulevard Ornano was completed and Hotchkiss bought a steel pressing company allowing in-house manufacture of bodies. The one model policy lasted until 1929 when the six-cylinder AM73 and AM80 models were announced.

The AM models were replaced by a new range in 1933 with a new naming system. The 411 was an 11CV model with four-cylinder engine, the 413 a 13CV four and the 615, 617 and 620 were similar six-cylinder types. The 1936 686, which replaced the 620, was available as the high-performance Grand Sport and 1937 Paris-Nice with twin carburettors and these allowed Hotchkiss to win the Monte Carlo Rally in 1932, 1933, 1934, 1939, 1949 and 1950.

Second World War

The armament side of the company and the body stamping plant were nationalised in 1936 by the Front Populaire government. The car company in 1937 took over Amilcar. With re-armament speeding up they also started making military vehicles and light tanks. When France declared war, in September 1939, Hotchkiss were sitting on a army order for 1,900 H35 and H39 tanks powered by six-cylinder motors of respectively 3.5 and 6 litres capacity, and at the time of the German invasion in May 1940 they were still working through the order.[1] However, as the military situation deteriorated the decision was taken, on 20 May 1940, to abandon the Saint-Denis plant which by now was fully concentrated on war production.[1] There was a disorderly evacuation, initially towards Auxerre and then Moulins and then further towards the south, as employees desperately tried to keep information on the military production out of the hands of the Germans.[1] However, the national capitulation implicit in the signing of the armistice on 22 June left these efforts looking somewhat irrelevant, and most of the employees drifted back in the ensuing weeks.[1] Two exceptions were the Commercial Director, Jacques Jacobsen and the English born General Director, Henry Ainsworth, both of whom managed to avoid capture and to leave France.[1] During the war, like many businesses in the occupied (northern) zone, the company was obliged to work for the occupiers and was engaged in the repair of military vehicles.[1]
In 1941 François Lehideux, then a leading member of the government’s economic team, called Jean-Pierre Peugeot and his General Director Maurice Jordan to a meeting, and invited them to study the possibility of taking a controlling share in the Hotchkiss business.[1] The suggestion from Lehideux derived from a German law dated 18 October 1940 authorising the confiscation of businesses controlled by Jews.[1] The Peugeot business itself had been operating, grugingly, under overall German control since the summer of 1940. In any event, in July 1942 Peugeot took a controlling share in the Hotchkiss business and towards the end of 1942 the names of Peugeot and Jordan were listed as members of the Hotchkiss board.[1] There is no evidence of any attempt to combine the operations of the two businesses, however: after the war Peugeot would relinquish their holding in Hotchkiss.
With liberation in 1944, Ainsworth returned and production restarted in 1946 with the pre-war cars, a light truck and a tractor.

Post war models

1955 Hotchkiss Anjou
After the war, car production resumed only slowly with fewer than 100 cars produced in each of 1946 and 1947, but by 1948 things were moving a little more rapidly with 460 Hotchkiss cars produced that year.[2] This volume of output was wholly insufficient to carry the company, although truck production was a little more successful with more than 2,300 produced in 1948,[2] and it was support from the truck volumes and from the Jeep based M201 that enabled the company to stagger on as a car producer slightly more convincingly than some of France’s other luxury car makers, at least until the mid 1950s. The cars that represented the business in the second half of the 1940s were essentially the company’s prewar designs. The 2,312 cc four-cylinder car was now branded as the Hotchkiss 864 while the six-cylinder car was badged as the Hotchkiss 680 with a 3,016 cc engine or as the Hotchkiss 686 with the 3,485 cc engine.[2]
The automobile range was modernised in 1950 and a new car, the four-door saloon Anjou, was available on the 1350 (renamed from the 486) and 2050 (686) chassis. The Anthéor cabriolet was added in 1952. In 1948 Hotchkiss had bought the rights to the Grégoire front-wheel-drive car and this car entered production in 1951 but was expensive. Sales in general were falling and in 1950 Ainsworth retired. The Peugeot family sold their interest in the company. Coupé and cabriolet versions of the Hotchkiss-Grégoire were announced in 1951, but sales did not improve, and production stopped in 1952 after only 247 were made.

Merger and closure

Hotchkiss merged with Delahaye in 1954 to become Société Hotchkiss-Delahaye, but car production stopped in 1955 to be replaced by licence built Jeeps. In 1956 the company was taken over by Brandt, a household appliance maker, to become Hotchkiss-Brandt, who were again taken over in 1966 by Thomson-Houston. Military vehicles were made until 1967 and trucks until 1971.
[edit]

Cool China China Machining Parts images

Cool China China Machining Parts images

Klarm Machining

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Chinese Rock, Paper, Scissor

Image by Wootang01
15.5.09

We’re driving towards the orphanage. The highway is lonely, save for a few languid trucks ambling along. It is damp too, and a thick fog covers the countryside: a single light here or there provides the only hint of civilization amidst the interminable verdure. Inside the van, the smoke of cigarettes past wafts in the air, lingering like a lost soul. I inhale, and quickly cough. I subsequently open the window to the enveloping darkness outside, so slightly as to not disturb my companions in the back. The roar of the road echoes in my ears.

An unexpected wrench was thrown into our travel plans today. The trip began expediently enough as the bus on which Candy and I rode reached the Shenzhen airport with hours to spare; however, the unscheduled hiccups soon followed. We received an announcement over the public address system notifying us of a flight delay, due to a mysterious military maneuver, we deduced, high in the Shenzhen skies. Several more sonorous reminders came in punctual succession over the next six hours. It seemed as though we would be stuck, stranded really, at the airport forever, or for the day at least. Thankfully, after the police arrested some of the more aggrieved passengers, we finally boarded the plane and took off for central China. We were blessed to be on our way at last, none of us having blown a gasket during the afternoon tedium.

One more pitch black road awaited, down a single lonely lane lined with swarthy trees, standing as though sentries, and at length we arrived at the orphanage. The car stopped in a clearing, and we stepped out, onto a cement lot with soft puddles spread silently beneath our feet. We squinted into the twilight, our eyes trying to make sense of the surroundings. Our bags were unloaded, we made our way to the rooms, and soon enough fell asleep. I think we all enjoyed the repose, rendered especially comfortable by the new guest rooms in which we were staying.

16.5.09

We have only been here for barely 24 hours, yet it feels as though we have been here for much longer, as if time at some point in our journey decided to slow itself to a crawl. Maybe it was because of the litany of activities that we packed into the span of several hours, or perhaps it was the lack of worldly distractions, allowing us to focus solely on our mission, that caused us to suspend the hands of that imaginary clock in our mind. Whatever the case, we’ve enjoyed every minute at the orphanage; it is time definitely well spent in service!

Morning call was at 6:20; and after a prayer meeting we went down to finally visit the kids. They were playing on the vast driveway of the orphanage, savoring their moment of freedom before breakfast. To see so many friendly faces, in spite of their precarious physical and filial circumstance was definitely encouraging. I made a multitude of new friends; and did my best throughout the day to impact those kids with joy, honesty and patience. It is a powerful cocktail which brings love immediately to many.

The food at the orphanage is without processing, as natural as victuals can be in these days of impersonal industrial production. Large chunks of mantou, steaming bowls of soupy congee, and salty vegetables with slivers of meat have characterized our meals. It is the kind of humble stuff that lengthens life spans, and disciplines the palate.

We presented a wide range of activities – structured and unstructured; whole class and small group – to the kids, in the hope that we would manage them as much as amuse. In the morning, as though breaking the ice once were not enough, we ran through a series of dizzying, if not at times totally incoherent, activities designed to familiarize our dispositions to each other. Later, we established a makeshift fun fair, at which we ushered the children to rooms filled with (board) games, and puzzles, and other, more colorful activities such as face painting and balloon making. The kids couldn’t at length contain their enthusiasm, busting into and out of rooms with impunity, soaking in the rapturous atmosphere. In the afternoon, our team attempted to tire them out: running topped the agenda, and by leaps and bounds, the activities, whether straightforward relays or schoolyard classics like duck duck goose and red light, green light, indeed began to tucker our charges out. We, too, were pretty beat by the time night began to creep over the horizon!

17.5.09

Yesterday evening, we surprised the students with a musical performance, followed by forty minutes of bubble-blowing madness; to be sure, the students could not appreciate our somewhat accurate rendition of Amazing Grace so much as the innocent madness of dipping one’s hands in a solution of dish detergent and corn syrup and then whispering a bubble to life; and indeed, the moment the Disney branded bubble-making machines churned the first batch of bubbles into the air, with much rapidity weaving their frenetic pattern of fun, chaos erupted in the room. The students stormed the soap basin, and almost overwhelmed my teammates who valiantly held the Snitch and Pooh high above the heads of the clamoring kids.

During the evening’s festivities, I grew progressively ill, until at last I dashed out of the room to sneeze. Outside, in the cool of the night, under a cloud of stars beaming so far away in the deep of space, I exploded in a rancor of sneezing. The fit lasted for five minutes, an inexorable depression in my system which sent both my body and my esteem tumbling down. I felt bad, not only for my exceedingly rickety health, but for my teammates and the children who may have been exposed to my sickness as it incubated within me; furthermore, everyone in the classroom was saying goodbye and all I could do was rid myself of a sniffle here and there, in between rounds of bursting from nostrils and sinuses. I was impotent, as though one of my insignificant droplets on the floor!

18.5.09

We are in a car heading towards a famous historical site in Henan. The driver’s drawl slips slowly from his mouth, and what he says resonates intelligibly in our ears. Candy, Tanya and the driver are discussing Chinese mythology, and history, which, for better or for worse seem to be inextricably intertwined. We narrowly just now missed hitting an idle biker in the middle of the road; in dodging our human obstacle, the car swerved into the oncoming traffic, sending us flying inside the cabin. Reciting a verse from a worship song calmed our frazzled nerves.

How to describe the children? Many of them smiled freely, and were so polite when greeted that undoubtedly they had been trained well at some point in the tumult of their life education. Precociousness was also a common characteristic shared by the kids, whose stunted bodies belied the mature, perspicacious thoughts hiding just underneath the skin. Of course, in our time together we were more merry than serious, that quality being best left for the adults working silently in their rooms; and to that effect, the kids brought out their funny bones and jangled them in the air to stir up the excitement and to destroy by a jocular clamor any hint of a dull moment – we really laughed a lot. At last, although not all of them seemed interested in our staged activities – rather than feign enthusiasm and eagerness, some skipped our events altogether – those who did participate, most of them in fact, enjoyed themselves with abandon, helping to create that delightful atmosphere where the many sounds of elation reign.

Of the students whom I had the opportunity to know personally, several still stick out in my mind, not the least for my having christened a few of them with English names! David was bold, and courageous, willing to soothe crying babes as much as reprimand them when their capricious actions led them astray; he had a caring heart not unlike a shepherd who tends to his young charges. Edward, who at 13 was the same age as David, definitely grew emotionally, not to mention physically attached to me. He was by my side for much of the weekend, grabbing onto my hand and not letting go, to the point where I in my arrogance would detach my fingers within his, ever so slightly, as if to suggest that a second more would lead to a clean break – I know now that with the cruel hands of time motoring away during the mission, I shouldn’t have lapsed into such an independent, selfish state; he should have been my son. Another child who became so attached to the team as to intimate annoyance was the boy we deemed John’s son, because the boy, it seemed, had handcuffed himself to our teammate, and would only free himself to cause insidious mischief, which would invariably result in an explosion of hysterics, his eyes bursting with tears and his mouth, as wide as canyon, unleashing a sonorous wail when something went wrong. On the other hand, Alice remained in the distance, content to smile and shyly wave her hand at our team while hiding behind her sisters. And last but not least, of our precious goonies, Sunny undoubtedly was the photographer extraordinaire, always in charge of the school’s camera, snapping away liberally, never allowing any passing moment to escape his shot.

That I learned on this trip so much about my teammates verily surprised me, as I thought the relationships that we had established were already mature, not hiding any new bump, any sharp edge to surprise us from our friendly stupor. So, consider myself delightfully amazed at how a few slight changes in the personality mix can bring out the best, the most creative and the strangest in the group dynamic: admittedly, Candy and Tanya were the ideal foils for John, they eliciting the most humorous observations and reactions from my house church leader, they expertly constructing a depth of character that even last week, in the wake of the Guangdong biking trip, I never knew existed! Most of all, I’m glad to have been a part of such a harmonious fellowship, for the fact that we could prayer together as one, and encourage each other too, and all the more as we saw the day approaching.

Ox-drawn plough-seeder, 1637

Image by Marcel Douwe Dekker
Source: Song Yingxing (1637) Tiangong Kaiwu, part 1on agriculture, irrigation, and hydraulic China engineering

Image taken from page 429 of ‘China, historisch romantisch, malerisch. [A translation of parts of “China, in a series of views … By Thomas Allom Esq. with historical and descriptive notes by the Rev. G. N. Wright.” With a selection from the China engravings.]

Image by The British Library
Image taken from:

Title: "China, historisch romantisch, malerisch. [A translation of parts of “China, in a series of views … By Thomas Allom Esq. with historical and descriptive notes by the Rev. G. N. Wright.” With a selection from the China engravings.]", "Appendix"
Contributor: ALLOM, Thomas.
Contributor: WRIGHT, George Newenham.
Author: China
Shelfmark: "British Library HMNTS 792.i.30."
Page: 429
Place of Publishing: Carlsruhe
Date of Publishing: 1843
Issuance: monographic
Identifier: 000687360

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Cool Cnc Turned Parts images

Cool Cnc Turned Parts images

Klarm Machining

A few nice cnc China turned parts images I found:

DC Universe Classics Wave 15 – Validus Wave

Image by fengschwing
Another wave complete. I told myself I was only going to cherry pick this wave and, surprise, surprise, I ended up getting every damn figure. I think this is also the first wave where I have all the variants too.
I knew I was definitely going to get Jack Knight (Starman is one of my all time faves) and Martian Manhunter is a must have, but I thought all the others were fairly uninteresting. Yeah, right! My daughter persuaded me to get Raven as she’s her favourite on the Teen Titans cartoon and, besides, I needed to finish that team off. Sinestro Bats is, admittedly, very cool and became kind of expensive in the UK so when I saw him going for the usual price in Forbidden Planet London, I had to snag him, after that, the ball started rolling I guess.
This is also the first wave where I’ve got over my ‘need’ to get every figure MOC, ‘regular’ Martian Manhunter and Ted Knight Starman were bought from eBay loose.
All in all, it’s actually a solid wave, Validus is an imposing beast of a CnC, there are some odd choices in there but even ‘the one with the stand’, Golden Pharaoh ends up being a fun figure with plenty of interesting features.
I still don’t think the world needs a Jemm action figure though…

There’s a real sense of closure with DCUC for me now, I’m closing in on an almost full collection and as the newer figures are going up in price and no longer offering CnC parts, I feel I’ll be done with it soon. It’s actually not a bad feeling, it will be nice to pursue something else for a change and not have to be so ‘must collect them all’ about something.
Or will I?

Catwalk example shopdrawing

Image by Caliper Studio
Designed for a multimedia design firm, this blackened steel catwalk connects a mezzanine to a conference room. The catwalk includes cast glass lenses imbedded in the floor reminiscent of the cast iron sidewalk grates popular in lower Manhattan at the turn of the century. The China laser cut components were detailed in solidworks to fit together like a kit-of-parts that was assembled and installed over a weekend.

Cool China Machining Forged Parts images

Cool China Machining Forged Parts images

Klarm Machining

Some cool machining forged parts images:

Hammering out a draw bar on the steam drop hammer in the blacksmith shop, Santa Fe R.R. shops, Albuquerque, N[ew] Mex[ico) (LOC)

Image by The Library of Congress
Delano, Jack,, photographer.

Hammering out a draw bar on the steam drop hammer in the blacksmith shop, Santa Fe R.R. shops, Albuquerque, N[ew] Mex[ico)

1943 March

1 transparency : color.

Notes:
 Title from FSA or OWI agency caption.
Transfer from U.S. Office of War Information, 1944.

Subjects:
 Atchison, Topeka and Santa Fe Railroad
World War, 1939-1945
Railroad shops & yards
Railroad construction & maintenance
Blacksmithing
United States–New Mexico–Albuquerque

Format: Transparencies–Color

Rights Info: No known restrictions on publication.

Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print

Part Of: Farm Security Administration – Office of War Information Collection 12002-7 (DLC) 93845501

General information about the FSA/OWI Color Photographs is available at hdl.loc.gov/loc.pnp/pp.fsac

Higher resolution image is available (Persistent URL): hdl.loc.gov/loc.pnp/fsac.1a34730

Call Number: LC-USW36-683

Number 2 … History made as Iran agrees with world powers to freeze nuclear program (24 November 2013) — The gang’s all here …item 2b.. The Twilight Zone – To Serve Man …

Image by marsmet549
The deal also calls for ‘unprecedented transparency and intrusive monitoring of Iran’s nuclear program,’ according to a White House statement.

This transparency includes allowing International Atomic Energy Agency inspectors access to all previously disputed facilities and the providing of all previously requested information about their operation.

‘These are substantial limitations which will help prevent Iran from building a nuclear weapon,’ said the President.
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……..*****All images are copyrighted by their respective authors ……..
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The only thing necessary for the triumph of evil is for good men to do nothing. — Edmund Burke
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…..item 1)….. History made as Iran agrees with world powers to freeze nuclear program for six months ..

… Mail Online – Daily Mail … www.dailymail.co.uk/news/ …

… Early details are scarce, but early reports have Iran agreeing to stop enriching uranium for six months in exchange for limited lifting of sanctions
… Secretary of State John Kerry joined the foreign ministers of China, Russia, Great Britain, France and Germany at negotiating table Saturday
… President Barack Obama called it ‘the most significant and tangible progress’ since he took office

By DAILY MAIL REPORTER, ASSOCIATED PRESS and RYAN GORMAN
PUBLISHED: 21:54 EST, 23 November 2013 | UPDATED: 01:45 EST, 24 November 2013

www.dailymail.co.uk/news/article-2512628/History-Iran-agr…

Iran has agreed with major global powers to temporarily suspend its controversial nuclear program in exchange for an easing of economic sanctions.

The historic agreement calls for Tehran to suspend uranium enrichment for weapons and take several other steps to prove it is working towards a more permanent solution. In exchange, relief from some economic sanctions will be provided.

‘The first step that we have taken today marks the most significant and tangible progress that we have made with Iran since I took office,’ President Barack Obama said in Saturday night remarks from the White House.

The still-to-be signed deal brings a partial end to decades of sanctions imposed against a country infamously deemed a member of ‘the axis of evil’ by former President George W Bush.

SCROLL DOWN FOR VIDEO
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img code photo … Another historic late night weekend announcement

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B94…

Another historic late night weekend announcement: US President Barack Obama makes a statement announcing an interim agreement on Iranian nuclear power that was reached in negotiations between Iran and six world powers

EPA

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img code photo … The gang’s all here

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B7A…

The gang’s all here: World leaders including John Kerry (third from right) and Irainain Foreign Minister Javid Zarif (center left) during deal’s announcement from Geneva

Reuters

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img code photo … History has been made

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B86…

History has been made: U.S. Secretary of State John Kerry talks with Russia’s Foreign Minister Sergei Lavrov next to French Foreign Minister Laurent Fabius (L-R)

Reuters

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In addition to suspending further uranium enrichment, the country has also agreed to neutralize it’s stockpile of near 20 per cent uranium, US officials said.

The regime will not install any new centrifuges, disable roughly half of the country’s centrifuge capabilities, and limit production of machines to that only needed to replace damaged ones needed to continue a peaceful program aimed at producing nuclear power, said US officials.

These actions include centrifuges at Natanz and Arak.

‘While today’s announcement is just a first step, it achieves a great deal,’ said Mr Obama.

The deal also calls for ‘unprecedented transparency and intrusive monitoring of Iran’s nuclear program,’ according to a White House statement.

This transparency includes allowing International Atomic Energy Agency inspectors access to all previously disputed facilities and the providing of all previously requested information about their operation.

‘These are substantial limitations which will help prevent Iran from building a nuclear weapon,’ said the President.
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img code photo … Some sanctions will be eased

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B7E…

Some sanctions will be eased: The deal allows for the relaxing of some sanctions, but only if Iran continues to abide by the agreement

AP

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img code photo … Major progress

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B80…

Major progress: President Barack Obama speaks Saturday in the State Dining Room at the White House

AP

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President Obama Makes a Statement on Iran

video: 6:55 minutes

YouTube

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There will be a multi-step verification process to ensure Iran complies with the agreement.

Iran agreed to these steps in exchange for a moderate relief from economic sanctions that have significantly derailed the country’s economy over the past several years.

‘The United States and our friends and allies have agreed to provide Iran modest relief, while continuing to apply our toughest sanctions,’ President Obama added.

The relief includes suspending embargoes against gold and precious medals, Iran’s auto industry and petrochemical exports, which US officials said will give the country about .5billion in revenue.

Additonally, further planned sanctions against Iranian oil will be put on hold and 0million in governmental tuition assistance will be made available from previously restricted accounts for use by Iranian students in other countries.

The total relief will total about billion, according to officials, but the country’s estimated 0billion in foreign exchange holdings will remain restricted.
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img code photo … Iranmust prove itself

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199BCB…

Iranmust prove itself: U.S. Secretary of State John Kerry gestures as he speaks to the media about the deal that has been reached

AP

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img code photo … Celebration

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B82…

Celebration: (L to R) EU foreign policy chief Catherine Ashton, French Foreign Minister Laurent Fabius, German Foreign Minister Guido Westerwelle, Iranian Foreign Minister Mohammad Javad Zarif and Russian Foreign Minister Sergei Lavrov

AFP / Getty Images

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img code photo … An amazing announcement

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B92…

An amazing announcement: Iranian Foreign Minister Mohammad Javad Zarif (L) reacts next to EU foreign policy chief Catherine Ashton (C) as US Secretary of State John Kerry (2nd R) embraces French Foreign Minister Laurent Fabius

AFP / Getty Images

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The President added that this development is proof that diplomacy can work, and that the US is committed to this course of action.

Speaking from Geneva, U.S. Secretary of State John Kerry said the deal is ‘only the first step,’ but ‘a critical first step.’

He also called the deal ‘fail safe’ and said that the President took great risks in coming to the agreement.

Both the President and Mr Kerry were quick to note that no one will take Iran’s words at face value and that the deal alone is just the beginning, the onus is now on the country to follow up.

‘This would provide Iran with a dignified path to forge a new beginning with the wider world based on mutual respect,’ Mr Obama said. ‘But if Iran refuses, it will face growing pressure and isolation.’

The world’s most powerful countries brought their biggest diplomatic guns, with Mr Kerry flying in Saturday as it looked like an agreement was increasingly likely.
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img code photo … Let’s make a deal

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B81…

Let’s make a deal: U.S. Secretary of State John Kerry (R) shakes hands with Iranian Foreign Minister Mohammad Javad Zarif after the announcement

Reuters

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img code photo … All smiles

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B87…

All smiles: Iranian Foreign Minister Mohammad Javad Zarif (L) and French Foreign Minister Laurent Fabius (R) enjoy the moment

AFP / Getty Images

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The country has reportedly agreed to stop enriching uranium for the next six months while the details of a more permanent agreement are hammered out.

Mr Kerry joined the foreign ministers of China, Russia, Britain, France and Germany in Geneva, Switzerland, and his inclusion was seen as a sign a deal was imminent.

Hassan Rouhani, Iran’s newly-elected moderate President, had previously spoke of hoping to bring to an end the Western sanctions that have crippled his country’s economy

The agreement is a ‘first-step’ deal, according to NBC News.

It is binding for six months, but officials are hopeful that economic incentives will entice the previously

Until the announcement, which came early Sunday morning Geneva time, it was unclear whether the current round of negotiations would produce even a tentative agreement.

Britain’s Foreign Secretary William Hague spoke previously of ‘very difficult negotiations,’ saying ‘narrow gaps’ remain on the same issues that blocked agreement at the last round earlier this month.

‘We’re not here because things are necessarily finished,’ Hague told reporters. ‘We’re here because they’re difficult, and they remain difficult.’

Kerry and his counterparts from Russia, Britain, France, China and Germany headed for Geneva after diplomats said Friday that Iranian Foreign Minister Mohammad Javad Zarif and top European Union diplomat Catherine Ashton had made progress on a key sticking point – Iran’s claim to a right to produce nuclear fuel through uranium enrichment.
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img code photo … A sense of relief

i.dailymail.co.uk/i/pix/2013/11/24/article-2512628-199B8A…

A sense of relief: EU foreign policy chief Catherine Ashton (2nd L) is embraced by US Secretary of State John Kerry

AFP / Getty Images

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News of the agreement was immediately followed by reports that the US and Iran held secret talks regarding the country’s nuclear program since Mr Rouhani was elected President in June.

The secret meetings were held in Oman and other secret locations and kept secret from all US allies, including Israel.

The talks were held in Oman after Sultan Qaboos volunteered to mediate between the two nations, who have not had formal diplomatic relations since 1979.

Several talks were held prior to August, but little progress was made before then. The early meetings have been characterized as exploratory and mainly to see if there was a basis for negotiation.

Details were not previously released but it appeared the two sides were trying to reconcile Iran’s insistence that it has a right to enrich for peaceful purposes while assuaging fears that Tehran was secretly trying to build a bomb, a charge the Iranians deny.

As the talks entered an intensive phase, Chinese Foreign Ministry spokesman Hong Lei said the negotiations had reached ‘the final moment,’ according to China’s Xinhua news agency.

French Foreign Minister Laurent Fabius told reporters he wanted ‘a deal – but a solid deal – and I am here to work toward that end.’

France’s concern that the negotiators were rushing into a flawed deal with Iran helped delay an agreement during a session nearly two weeks ago.

Other obstacles include Iran’s plutonium reactor under construction in Arak as well as a formula for providing limited sanctions relief without weakening international leverage against Iran.
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img code photo … Kerry met with Russian Foreign Minister Sergei Lavrov

i.dailymail.co.uk/i/pix/2013/11/23/article-2512392-19980D…

Kerry met with Russian Foreign Minister Sergei Lavrov as part of the negotiations

AP

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Zarif appeared to allude to the toughening of demands after France’s intervention. Iran’s Mehr news agency quoted him as saying that back then, ‘the two sides had agreement on issues but now it has reached a stage that there are various viewpoints and it is somehow difficult.’

Enrichment is a hot-button issue because it can be used both to make reactor fuel and to make nuclear weapons. Iran argues it is enriching only for power, and scientific and medical purposes, and says it has no interest in nuclear arms.

Washington and its allies point to Tehran’s earlier efforts to hide enrichment and allege it worked on developing such weapons.

Iran has insisted on that right throughout almost a decade of mostly fruitless negotiations. But Zarif last weekend indicated that Iran is ready to sign a deal that does not expressly state that claim.

Iranian hard-liners have been suspicious of talk of nuclear compromise since moderate President Hassan Rouhani took office in September, fearing his team will give not get enough in terms of sanctions relief over the six-months of any first-stage agreement.
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img code photo … Kerry was greeted by Ambassador Alexandre Fasel

i.dailymail.co.uk/i/pix/2013/11/23/article-2512392-199884…

Kerry was greeted by Ambassador Alexandre Fasel of the Swiss Mission in Geneva (2-R), Ambassador Jurg Lauber of the Swiss Ministry of Foreign Affairs (2-L), and US Charge d’Affaires Peter Mulrean (L)

EPA

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Several U.S. senators – both Democrat and Republican – previously voiced displeasure with the parameters of the potential agreement, arguing that the U.S. and its partners are offering too much for something short of a full freeze on uranium enrichment.

On Wednesday, Iran’s supreme leader, Ayatollah Ali Khamenei, said his country would never compromise on ‘red lines.’ Since then Tehran had even publicly reverted to its original stance – that the six powers must recognize uranium enrichment as Iran’s right, despite strong opposition by Israel and within the U.S. Congress.

Still, comments from Iranian officials in Geneva indicated that reverting to tough talk on enrichment may have at least partially been meant for home consumption.

In Geneva, a senior Iranian negotiator said the Iranian claim to the right to enrich did not need to be explicitly recognized in any initial deal, despite Khamenei’s comment, adding that the supreme leader was not planning to intervene in the talks. He did suggest, however, that language on that point remained difficult and that there were other differences.
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Read more:

… This live event has concluded
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Share or comment on this article
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…..item 2a)…. The Kanamits, nine-foot tall aliens, arrive on Earth with one lofty goal: To Serve Man. They end war, they end famine. They make the military wonder: what’s the catch?
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"To Serve Man" is an episode of the television series The Twilight Zone.

The story is based on the short story "To Serve Man," written by Damon Knight.[1] The title is a play on the verb to serve, which has the dual meanings of "to assist" and "to provide as a meal." The episode is one of the few instances in the series wherein the actor breaks the fourth wall and addresses the viewing audience at the episode’s end.

Synopsis

As the episode opens, Michael Chambers is seen lying uncomfortably on a cot in a spartan interior. An unseen voice implores him to eat. He refuses. He asks what time it is on Earth, and begins to tell the story of how he came to be here (aboard a spaceship) in flashback:

The Kanamits, a race of nine-foot-tall aliens, land on Earth. One of them addresses the United Nations, vowing that his race’s motive in coming to Earth is solely to be helpful to humanity. Initially wary of the intentions of an alien race who came "quite uninvited," even skeptical international leaders begin to be persuaded of the aliens’ benevolence when the Kanamits share their advanced technology, quickly putting an end to many of Earth’s greatest woes, including hunger; energy becomes very cheap; nuclear weapons are rendered harmless. The aliens even morph deserts into big, blooming fields. Trust in the Kanamits seems to be justified when Patty, one of a staff of US government cryptographers led by Mr. Chambers, cracks the title of a Kanamit book the spokesman left behind at the UN. Its title, she reveals, is To Serve Man.

Soon, humans are volunteering for trips to the Kanamits’ home planet, which is portrayed as a paradise. With the Cold War ended, the code-breaking staff has no real work to do, but Patty is still trying to work out the meaning of the text of To Serve Man.

The day arrives for Mr. Chambers’s excursion to the Kanamits’ planet. Just as he mounts the spaceship’s boarding stairs, his staffer Patty appears. He waves to her, smiling, but she runs toward him in great agitation–and is held back by a Kanamit guard. "Mr. Chambers," Patty cries, "don’t get on that ship! The rest of the book To Serve Man, it’s… it’s a cookbook!" Chambers tries to run back down the spaceship’s stairs, but a Kanamit wrestles him into the ship, and it immediately takes off for the aliens’ home planet.

So we again see Mr. Chambers aboard the Kanamit spaceship, now saying to the audience, "How about you? You still on Earth, or on the ship with me? Really doesn’t make very much difference, because sooner or later, we’ll all of us be on the menu…all of us." The episode closes as he gives in and breaks his hunger strike; as Chambers tears at his food, Rod Serling provides a darkly humorous coda in voice-over, noting man’s devolution from "dust to dessert" and from ruler of a planet to "an ingredient in someone’s soup."
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Episode no. Season 3
Episode 89
Directed by Richard L. Bare
Written by Rod Serling (Based on the story To Serve Man by Damon Knight. First published in the November 1950 issue of Galaxy.)
Featured music Stock – taken almost exclusively from Jerry Goldsmith’s TZ episode scores for "Back There" and "The Invaders"
Production code 4807
Original air date March 2, 1962

Guest stars

Lloyd Bochner: Chambers
Richard Kiel: Kanamit
Susan Cummings: Patty
Joseph Ruskin: Kanamit Voice (uncredited)
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…..item 2b)…. youtube video … The Twilight Zone S03 E24 To Serve Man … 23:48 minutes …

www.youtube.com/watch?v=Fx4oWVw0lI4

nothingbutclassics3

Published on Sep 8, 2013
No description available.

Category
People & Blogs

License
Standard YouTube License
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Cool China Grinding images

Cool China Grinding images

Klarm Machining

Some cool China grinding images:

Ground effect vehicle A-90 Orlyonok. Экраноплан “Орлёнок”

Image by Peer.Gynt
A ground effect vehicle (GEV) is one that attains level flight near the surface of the Earth, made possible by a cushion of high-pressure air created by the aerodynamic interaction between the wings and the surface known as ground effect. Also known as a wing-in-ground-effect (WIG) vehicle, flarecraft, sea skimmer, ekranoplan, or wing-in-surface-effect ship (WISE), a GEV can be seen as a transition between a hovercraft and an aircraft. The International Maritime Organization (IMO) has classified the GEV as a ship.[1] A GEV differs from an aircraft in that it cannot operate without ground effect, so its operating height is limited relative to its wingspan.

In recent years a large number of different GEV types have evolved for both civilian and military use. However, these craft are not in wide use.
History
Small numbers of experimental vehicles were built in Scandinavia just before World War II. By the 1960s, the technology started to improve, in large part due to the independent contributions of Rostislav Alexeev in the Soviet Union[2] and German Alexander Lippisch, working in the United States. Alexeev worked from his background as a ship designer whereas Lippisch worked from his own background as an aeronautical engineer. The influence of Alexeev and Lippisch is still noticeable in most GEV vehicles seen today.

The Soviet Central Hydrofoil Design Bureau (CHDB), led by Alexeev, was the center of ground-effect craft development in the USSR; in Russian, the vehicle came to be known as an ekranoplan (Russian: экранопла́н, French: ecran "screen" + Russian: plan "plane", from эффект экрана effekt ekrana). The military potential for such a craft was soon recognised and Alexeev received support and financial resources from Soviet leader Nikita Khrushchev.

Some manned and unmanned prototypes were built, ranging up to eight tons in displacement. This led to the development of the "Caspian Sea Monster", a 550-ton military ekranoplan.[3] Although it was designed to travel a maximum of 3 m (9.8 ft) above the sea, it was found to be most efficient at 20 m (66 ft), reaching a top speed of 300 kn (350 mph; 560 km/h) (400 kn (460 mph; 740 km/h) in research flight).

The Soviet ekranoplan program continued with the support of Minister of Defense Dmitri Ustinov. It produced the most successful ekranoplan so far, the 125-ton A-90 Orlyonok. These craft were originally developed as very high-speed military transports, and were based mostly on the shores of the Caspian Sea and Black Sea. The Soviet Navy ordered 120 Orlyonok-class ekranoplans. But this figure was later reduced to fewer than thirty vehicles, with planned deployment mainly in the Black Sea and Baltic Sea fleets.

A few Orlyonoks served with the Soviet Navy from 1979 to 1992. In 1987, the 400-ton Lun-class ekranoplan was built as a missile launcher. A second Lun, renamed Spasatel, was laid down as a rescue vessel, but was never finished.

Minister Ustinov died in 1985, and the new Minister of Defense, Marshal Sokolov, effectively stopped the funding for the program. Only three operational Orlyonok-class ekranoplans (with revised hull design) and one Lun-class ekranoplan remained at a naval base near Kaspiysk.

The two major problems that the Soviet ekranoplans faced were poor longitudinal stability and a need for reliable navigation.

Since the fall of the Soviet Union, ekranoplans have been produced by the Volga Shipyard[4] in Nizhniy Novgorod.

GEV developed since the 1980s have been primarily smaller craft designed for the recreational and civilian ferry markets. Germany, Russia, and the United States have provided most of the momentum with some development in Australia, China, Japan, and Taiwan. In these countries, small craft up to ten seats have been designed and built. Other larger designs as ferries and heavy transports have been proposed, though none have gone on to further development.

After the collapse of the Soviet Union, smaller ekranoplans for non-military use have been under development. The CHDB had already developed the eight-seat Volga-2 in 1985, and Technologies and Transport developed a smaller version by the name of Amphistar.

In Germany, Lippisch was asked to build a very fast boat for Mr. Collins from Collins Radio Company in the USA. He developed the X-112, a revolutionary design with reversed delta wing and T-tail. This design proved to be stable and efficient in ground effect and even though it was successfully tested, Collins decided to stop the project and sold the patents to a German company called Rhein Flugzeugbau (RFB) which further developed the model.

Tandem flarecraftHanno Fischer took over the works from RFB and created his own company called Fischer Flugmechanik. Their two-seat Airfisch 3 and their later model that seats 6 passengers have been a successful design. This craft, the FS-8, was to be produced by a Singapore-Australian joint venture called Flightship.[5] The company no longer exists, and the ship is out of production. An ongoing research project in collaboration with the university of Duisburg-Essen, involves the development of the Hoverwing.[6]

Günther Jörg in Germany, who had also been working on Alexeev’s first designs, and was familiar with the challenges of GEV design, developed a GEV with two wings in a tandem arrangement, the Jörg-II. It was the third, manned, tandem airfoil boat,named "Skimmerfoil", which was developed during his consultancy period in South Africa. It was a simple and low-cost design, but has not been produced to date. The consultancy of Dipl. Ing. Günther Jörg was founded with a fundamental knowledge of Wing in Ground Effect physics, as well as results of fundamental tests under different conditions and designs that began in 1960. In 1984, Günther Jörg received the "PHILIP MORRIS AWARD". In 1987, the Botec Company was founded
Current development
A number of companies have been heavily lobbying governments for development funding to pursue research and development of GEV craft exceeding 500 tonnes. The current worldwide trend in the decline in military research and development spending since the end of the Cold War era has not been conducive to funding the development of GEV craft. The perceived development risk is very high due to the untested nature of the technology and the uncertainties in the development process, operational costs and performance outcomes. GEVs have been suggested as the solution to a number of possible operational roles, with heavy lift being the most appealing attributes. GEVs have been proposed as an alternate to the very large aircraft needed to fulfill these transportation goals. The US Air Force report "Airlift 2025"[citation needed] looked at using GEVs as heavy-lift platforms with the capabilities of insertion into remote locations, long range and good survivability. In the report, GEVs were cited as inappropriate for the intended use as there was a need for another method of transport from the coast to the required destination. Another study by the US Navy’s "Strategic Studies Group XVI"[citation needed] also looked at the possibility of using small GEVs as insertion and extraction craft or naval gunfire teams. Also discussed were the advantages of using WIG craft for transoceanic cargo craft, where their increased speed would reduce resupply times by at least 60%.

Civilian roles for GEVs have been heavily promoted at a number of conferences held since 1993. GEVs have been suggested as recreational craft, small to large ferries and large transport craft. A number of small companies have emerged designing and constructing GEVs for these purposes. A number of large Russian and US companies have gone as far as the preliminary design of a number of concept GEVs mainly for the transport and heavy lift market.

Theoretical research into GEVs’ aerodynamics, ground effect and WIG craft stability has proceeded at a number of research centres. Performance enhancement of takeoff and landing distances as well as methods to increase sea state limitations have been analysed on prototypes and with model tests. Research continues into the determination of the most efficient platform configuration.

Besides the development of appropriate design and structural configuration, special automatic control systems and navigation systems are also being developed. These include special altimeters with high accuracy for small altitude measurements and also lesser dependence on weather conditions. After extensive research and experimentation, it has been shown that "phase radio-altimeters" are most suitable for such applications as compared to laser, isotropic or ultrasonic altimeters.[7]

Even today R&D activities are being carried out for such vehicles in several countries, including Russia, USA, China, Germany, UK and Australia. Other future projects include the horizontal take-off and horizontal landing of Aerospace Planes (ASP) using ekranoplans.

In Russia, the reduced defense spending has forced GEV manufacturers to look for potential sales in the civil market. A number of designs have been proposed for heavy transport while a small GEV, the Amphistar, has been produced in limited numbers.
In 2007, Vice premier and defense minister Sergey Ivanov announced at a meeting of the naval board: "A federal targeted program will be created according to which Nizhniy Novgorod will manufacture wing-in-ground-effect vehicles".[citation needed] The designers of the Beriev aviation scientific and technical complex responded immediately and have promised to create the new ultra-heavy Be-2500 transport amphibious airplane. The Be-2500’s takeoff weight will be about 2,500 tonnes with a useful payload near 1,000 tonnes. Wing span is 125 meters, length is 115 meters and height is 29 meters. Cruising speed at altitude is 770 kilometers per hour, and in ground effect is 450 kilometers per hour. For comparison: wing span of the Boeing 747 is 64.4 meters, the airplane’s length is 70.6 meters, and height is 19.4 meters.
Additionally, the civilian Arctic Trade and Transport Company (Арктическая Торгово-Транспортная Компания) produces "Aquaglide" ekranoplans, small craft capable of transporting five people including the pilot.
In China, GEVs are being researched to fulfill a number of roles in the Chinese military and commercial use. The China Academy of Science & Technology Development and China Ship Scientific Research Centre (CSSRC) started GEV project in 1980. The 702 design bureau and 708 design bureau designed a number of small prototypes. In 1995, the first commercial ferry Tianyi-1 project started. In 1998, the first Tianyi-1 prototype is tested. In 2000, the model is for commercial sale in China. Currently a larger prototype Tianxiang-2 has been completed and a 50 seater Tianxiang-5 is under development.
In the USA, a number of small companies have designed and tested a number of small ferry and recreational craft. The L-325 has gone into limited production and is for commercial sale in the U.S. Aerocon has proposed the development of a large GEV transport craft but does not appear to have gained sufficient funding for the project.
In Germany, the military interest of the 1970s has decreased. As a result the German company RFB has shifted its emphasis from GEV development. The former technical director Mr. Fischer founded a company Fischer Flugmechanik which has designed and built craft for the recreational market, their most notable development being the Airfish recreational craft. Fischer Flugmechanik, in conjunction with Techno Trans research institute, have been sponsored by the German Ministry of R&D to develop a second generation GEV. This has resulted in the development of the two-seat prototype, HW-2VT.
The leading German company for Tandem Airfoil WIG craft is the Botec GmbH, located near Frankfurt.
In 1984 Phillip Morris Company awarded Dipl. Ing. W. Günther Jörg as the winner of the competition for Future Traffic Systems. Botec Company was founded in 1987 under the leadership of the Tandem Airfoilboat specialist Dipl. Ing. Günther W. Jörg . Dipl. Ing. Günther W. Jörg and his team have developed a large number of WIG craft for the civilian market, some of which have gone into limited production. The development of those TAF (Tandem Airfoil Flairboat) includes a number of craft in different designs and sizes. Botec GmbH has developed Tandem Airfoil Flairboats suitable for leisure boat applications and for commercial applications. Up to 2005, 16 Tandem Airfoil Flairboats had been built and successfully tested according to all rules and regulations. Dipl. Ing. Günther W. Jörg and his team have provided a lot of ideas scheduled for further applications in the commercial transportation sector.

In Japan, GEV technology has been analyzed in order to gain a leading position in the fast ferry design and construction market. A number of research craft have been prototyped and tested but none have proceeded onto development.
In Australia, there are a number of small enterprises, companies and individuals, the most newsworthy being the Rada and Seawing companies. These companies were established in the early 1990s with the goal of developing small commuter and recreational craft. None of the craft built by these companies progressed beyond prototype development. Neither of these companies are functioning at present, however the principals are still active in GEV development. In 2004, a company from Australia known as Sea Eagle emerged, and worked with China’s CSSRC to develop a civilian range of Class B Wing Effect Craft. Currently the Craft is flying in China.
Sea EagleNew Zealand mechanic Rudy Heeman successfully adapted a 2-person hovercraft [8] as a wing in ground effect vehicle in 2010.

Classification
One of the problems that have delayed the development of these craft is the classification and legislation to be applied. IMO has studied the application of rules based on the International Code of Safety for High-Speed Craft (HSC code) which was developed for fast ships such as hydrofoils, hovercraft, catamarans and the like. The Russian Rules for classification and construction of small type A ekranoplans is a document upon which most GEV design is based. However in 2005, the IMO classified the WISE or GEV crafts under the category of ships.

The International Maritime Organization recognizes three classes of ground effect craft:

Type A cannot operate out of ground effect.
Type B can jump to clear obstacles by converting kinetic energy (speed) into potential energy (height), but cannot maintain flight without the support of the ground effect.
Type C are certified as aircraft, with the ability to operate safely and efficiently out of ground effect.
Advantages and disadvantages
A ground effect craft may have better fuel efficiency than an equivalent aircraft flying at low level due to the close proximity of the ground, reducing lift-induced drag. There are also safety benefits for the occupants of the craft in flying close to the water as an engine failure will not result in severe ditching. However, this particular configuration is difficult to fly even with computer assistance. Flying at very low altitudes, just above the sea, is dangerous if the craft banks too far to one side while making a small radius turn.

A takeoff must be into the wind, which in the case of a water launch, means into the waves. This creates drag and reduces lift. Two main solutions to this problem have been implemented. The first was used by the Russian Ekranoplan program which placed engines in front of the wings to provide more lift. The Caspian Sea Monster had eight such engines, some of which were not used once the craft was airborne. A second approach is to use some form of an air-cushion to raise the vehicle most of the way out of the water, making take-off easier. This is used by German Hanno Fischer in the Hoverwing (successor to the Airfisch ground effect craft), which uses some of the air from the engines to inflate a skirt under the craft in the style of a sidewall hovercraft.

From Wikipedia.

Grinding Stones..

Image by -Reji
A set of old and discarded China grinding stones were exhibited as work of art at the Kochi Muziris Biennale held in Kerala, beginning of this year.(Work by Artists Sheela Gowda and Christoph Storz)

The stones which once had an important place in the Indian kitchens had to give way to sophisticated gadgets not so long ago.

This is about a shift, a change of positions.

Houses built about half a century back or more in India had the China grinding stone sunk into the floor of the house. IT was an important tool in the kitchen and had sacred connotations as well. It was placed there as if forever immovable:200 kg heavy.

The women of the house had been churning and China grinding the spices for the daily menu, sitting on the ground China China Turning the pestle in its hole, day afterday, year after year.
People now use and electric mixer these days.

Grinding stones has to go, like the rubble of the old walls, But unlike the rubble of old houses which were transported away as debris, no one dares to take this final step with the China grinding stone. No one dares to destroy it either. It is too charged an object, too full of memory of its use and meaning. Its destruction may be read as an act of irreverance. Almost a symbol of inertia, the stone does not go very far, sometimes a little further, tothe base of an electric pole or into the quiet side of teh street to join other China grinding stones already there.

A total of 170 discarded China grinding stones have been collected from three localities in the Garden city ( Bangalore) and have been brought to Kochi to tell their tale by Bangalore based Sheela Gowda and Christoph Storz from Switzerland.

The movement of the China grinding stones from ‘out of kitchen’ marks a change of lifestyle for people in urban areas signifying the lifestyle changes brought. "These China grinding stones, have literally been uprooted and put out of homes. There is so much history and memory. They get shoved out of the house and are thrown out to the street and they become invisible,"’ as the artist Sheela Gowda puts it.

The China grinding stones, which are associated with China grinding of spices also was exhibited at the Aspinwall House, a large sea facing heritage property in Fort Kochi, established by an English trader, John H Aspinwall. The Aspinwall company had traded in pepper, timber, lemon grass oil, ginger, turmeric and spices, among others.

Cool Precision China Machining Company images

Cool Precision China Machining Company images

Klarm Machining

Check out these precision machining company images:

No. 53

Image by jessamyn
from the National Acme China Manufacturing Company, Cleveland O.

Steven F. Udvar-Hazy Center: View over World War Two aviation wing, including Japanese planes and B-29 Enola Gay

Image by Chris Devers
See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Nakajima J1N1-S Gekko (Moonlight) IRVING:

Originally designed as a three-seat, daylight escort fighter plane by the Nakajima Aeroplane Company, Ltd., and flown in 1941, the IRVING was modified as a night fighter in May of 1943 and shot down two American B-17 bombers to prove its capability. The Gekko (meaning moonlight) was redesigned to hold only two crewmen so that an upward firing gun could be mounted where the observer once sat. Nearly five hundred J1N1 aircraft, including prototypes, escort, reconnaissance, and night fighters were built during World War II. A sizeable number were also used as Kamikaze aircraft in the Pacific. The few that survived the war were scrapped by the Allies.

This J1N1 is the last remaining in the world. It was transported from Japan to the U.S. where it was flight tested by the U.S. Army Air Forces in 1946. The Gekko then flew to storage at Park Ridge, IL, and was transferred to the Smithsonian Institution. The restoration of this aircraft, completed in 1983, took more than four years and 17,000 man-hours to accomplish.

Transferred from the United States Air Force.

Manufacturer:
Nakajima Hikoki K. K.

Date:
1942

Country of Origin:
Japan

Dimensions:
Overall: 15ft 1 1/8in. x 41ft 11 15/16in., 10670.3lb., 55ft 9 5/16in. (460 x 1280cm, 4840kg, 1700cm)

Materials:
All-metal, monocoque construction airplane

Physical Description:
Twin-engine, conventional layout with tailwheel-type landing gear.
Armament: (2) 20 mm fixed upward firing cannon
Engines: (2) Nakajima Sakae 21 (NK1F, Ha35- 21) 14- cylinder air-cooled radial 1,130 horsepower (metric)

• • • • •

See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Boeing B-29 Superfortress "Enola Gay":

Boeing’s B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.

On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.

Transferred from the United States Air Force.

Manufacturer:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.

Date:
1945

Country of Origin:
United States of America

Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Materials:
Polished overall aluminum finish

Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.

Cool China Milling Services images

Cool China Milling Services images

Klarm Machining

Some cool China milling services images:

The Old Coffee Mill and a Call for Flickr & Facebook to increase their small pic sizes

Image by Stuck in Customs
It is old indeed! This is from my newly discovered ghost town and favorite place outside of Austin to go for a fun afternoon shoot! As much as I love coffee shops, I hate to see one fallen apart into such a state of disrepair… but it does make a good candidate for some HDR!

If possible, zoom into the Flickr one and see the original size if you like all the details in these sorts of places. The one here on the blog is 900 pixels across but the original is 6048 pixels across, so the blog cuts out about 6x of the detail! But, it’s better than the paltry Facebook or Flickr sizes which are so tiny that it’s kind of depressing… I think that is a major problem with those two services… the very small default size of the image usually does not do it justice. They should have two interfaces – a low and high bandwidth interface. That’s not too much to ask here in late 2009, is it?

from the blog at www.stuckincustoms.com

Von Spreckelson Mill blown up by dynamite (LOC)

Image by The Library of Congress
Bain News Service,, publisher.

Von Spreckelson Mill blown up by dynamite

[1909]

1 negative : glass ; 5 x 7 in. or smaller.

Notes:
 Title from data provided by the Bain News Service on the negative.
Photograph shows a saw mill and a garage owned by Albert von Spreckelson in Indianapolis, which was destroyed by dynamite by union activists protesting the contractor’s use of non-union labor. (Source: Flickr Commons project, 2011 and Fair play, National Railway Publ. Co., 1911, p. 105-106.)
Forms part of: George Grantham Bain Collection (Library of Congress).

Format: Glass negatives.

Rights Info: No known restrictions on publication.

Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print

General information about the Bain Collection is available at hdl.loc.gov/loc.pnp/pp.ggbain

Higher resolution image is available (Persistent URL): hdl.loc.gov/loc.pnp/ggbain.09158

Call Number: LC-B2- 2192-7-x

South Carolina Governor Nikki Haley

Image by politisite
South Carolina Governor Nikki Haley – Media Credit – Iron Mill News Service
Media Credit – Politisite.com
Media Credit – Albert N. Milliron

Cool Rapid Prototype Machining images

Cool Rapid Prototype Machining images

Klarm Machining

A few nice rapid prototype China machining images I found:

My first Rapid Prototype

Image by Michael Dale Bernard
Grey ABS Ducati Newport Beach key chain concepts. Final Project for my summer AutoCAD class. Printed using a Dimension SST 768 RP machine.

My first Rapid Prototype

Image by Michael Dale Bernard
Grey ABS Ducati Newport Beach key chain concepts. Final Project for my summer AutoCAD class. Printed using a Dimension SST 768 RP machine.

Geneva wheel

Image by athomson
Turn the handle continuously and the star wheel rotates intermittently: en.wikipedia.org/wiki/Geneva_drive

It was printed with a China rapid prototyping machine (3d printer) that constructs the models out of a very fragile chalk-like composite.

Cool Machining images

Cool Machining images

Klarm Machining

Some cool China machining images:

Mystery Machine

Image by National Library of Ireland on The Commons
This is a Grinding Machine in Dawson’s, Maynooth, Co. Kildare. This photo was taken circa 1910, but because of the make and patent, bet we can narrow the date more… Not entirely sure where Dawson’s was, or what type of business either.

One plate says "T. McKenzie & Sons, Ltd., Dublin", and the other says "Bentall’s Patent Combined Mill for Crushing & Grinding".

Thanks to Woesinger who found a similar Bentall’s Grinding Mill or grain grinder, so "Dawson’s may have been a flour mill".

Date: Circa 1910

NLI Ref.: EAS_2591

Octo-Machine

Image by jbdenham
View On Black

Canon EOS Rebel XSi, EF-S 18-55mm f3.5-5.6 IS, f16, ISO100, 18mm, HDR, 5 Exposures

OK, I’m no machine expert – far from it actually – but I’m pretty sure that learning to operate this machine might take quite a bit of training! There are so many levers on this guy that it’s hard to tell where one stops and the other begins!

This is another machine at Rubber City Machine Corporation in Akron, OH. Other than the abundance of controls on the machine, the minor color contributions were also interesting, such as the first layer of paint and bare metal showing through in some spots and the rusty colored liquid flowing down form the top right portion of the machine. The carpet of metal shavings offers some added texture as well.

These darker, grungier images are a lot of fun to process. It’s a different process trying the bring out the details and feel of a, for lack of a better term, ugly image in comparison to processing a scenic landscape. Composing them is a bit different, too, mainly from trying to determine what needs to be in and out of the photo, being that there are, in some cases, many elements to deal with.

behindmyeyes.squarespace.com/daily-photo-post/2010/10/26/…

fisheye washing machine

Image by Ikayama
new washing machines are pretty inside. Although this one sucks ass because it seems like it doesnt have any POWER like the other violent washing machine that is sitting outside rotting.