David Jeffrey

Great book! Everyone in manufacturing and operations should own and study this topic.

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Hi all, see below a link to a very interesting article. The article answers the question 'are electric cars better for the environment than fuel-powered cars?'. I have read several articles about this subject and I think this one provides a very clear breakdown of all contributors to CO2 generation. https://lnkd.in/eX7XUbpS

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From concept design to oven ready manufacturing design an analysis, this project enables future aerodynamic research for a premier university…

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Titilope Aigoro, and Andrew Roseman of Reaction Engines share the milestone with Cranfield Aerospace Solutions supported by Aerospace Technology Institute - Successful vibration and shock tests on Project FRESSON brings zero carbon flight a step closer. Reaction Engines and CAeS have reached an important milestone in their collaboration on Project FRESSON. Successful vibration and shock tests have shown that our radiator meets the requirements to operate safely – paving the way for further ground and flight testing. FRESSON addresses a critical obstacle in the journey toward hydrogen-electric flight: thermal management. It marks a significant stride in advancing the feasibility of hydrogen-electric propulsion in aviation. “This period of testing is the culmination of a lot of work for the project team in the design and manufacture of the unit. Getting the hardware tested and showing it meets the customer requirements is a big step forward for the project,” states Andrew Roseman, Senior Systems and Test Engineer at Reaction Engines. The Challenge: In traditional, combustion-based aircraft powertrains, the majority of the waste heat is dissipated in the high-temperature stream of exhaust gases produced by the engine. Hydrogen fuel cells, in contrast, produce significant amounts of low-grade heat which must be removed from the stack. This presents a unique engineering challenge. Using conventional methods for this heat rejection from hydrogen fuel cells would result in large, heavy heat exchangers, imposing mass and drag penalties that would compromise aircraft range and performance. A Collaborative Solution: FRESSON embraces an iterative collaboration model between CAeS and technology partners Reaction Engines. This approach ensures that each component is optimized within the context of the overall system design, fostering a holistic solution to thermal management. “CAeS & Reaction Engines work collaboratively at every stage of the project. Together, we’ve guided this testing phase, witnessing firsthand the promising results that have unfolded. Our shared enthusiasm for these advancements drives us further toward our collective goal of achieving zero-emissions flight,” shares Titilope Aigoro, Senior Airworthiness & Certification Engineer at Cranfield Aerospace Solutions. Game-Changing Technology: Central to the project’s success is the adoption of microtube radiators – game-changing thermal management technology developed by Reaction Engines. These radiators, utilizing mixed counter-crossflow to maximize efficiency, represent a shift in heat exchanger architecture. The collaboration has resulted in a lightweight, efficient radiator capable of rejecting over 300 kW of low-grade waste heat while minimizing mass & drag penalties. Through a shared vision, multidisciplinary expertise, and a relentless commitment to excellence, FRESSON’s goal is to pave the way for the world’s first truly green, passenger-carrying airline services by 2027.

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Storming, forming, norming... the #eVTOL segment is certainly moving through these natural cycles. Wishing the best of luck to all #competing companies navigating the challenges! There’s incredible talent and innovation driving this emerging space forward. 

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🚀 Refurbishing a launch vehicle is fairly commonplace today. However, this is NOT the case for satellites... that are already in space 🛰️. 🚨On this week's episode, meet my guests who are trying to change that👷🏽‍♂️👷🏻‍♂️ 🔗 https://lnkd.in/eQRD-fTY David A Barnhart founded Arkisys to be the first business logistics platform in space that would essentially serve as a pit stop for your satellite ⛽️. And Rahul Rughani, Ph.D. is the Chief Engineer architecting this whole vision to life. In this episode, we talk about: 🔧 Satellite servicing industry at present 🏎️ Being part of a space accelerator program at Seraphim Space 🏗️ Challenges of building space servicing infrastructure at scale 🫱🏽‍🫲🏼 Global partnerships that Arkisys is excited about, including their most recent partnership with GATE Space and more... 🎥 Plus we got to shoot this in-front of a full scale mockup of the port module and the robotic arm 🦾 If you stick around to the end, I threw in a fun post-credits scene 😉 🎧 You can also listen to this episode on Spotify: https://lnkd.in/eZXtdQ_u Grateful for Dave and Rahul to invite us out to the Arkisys. This was an extra special episode for me, Dave taught many classes in my Astronautical Engineering program at USC. This is same program that Rahul and I were a part of, at USC Viterbi School of Engineering. Thanks for tuning in. --- #startup #satelliteservicing #satellites #innovation #accelerator #spaceaccelerator #seraphimspace #space #engineering #fighton

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A great blog post from Huw Edwards which discusses how the Hydrogen Capability Network (HCN) has been identifying gaps and priority areas for UK aerospace in the cryogenic hydrogen research landscape. https://lnkd.in/eZuwEvGK Aerospace Technology Institute #Hydrogen #Research #Aerospace #Aviation #Materials #Cryogenic #Thermofluids #HealthandSafety

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Thank you Dr Megan Ronayne for the nomination to talk about #MindTheSkillsGap. #AdvancedEngineering have created this campaign to amplify efforts in the #engineering and #manufacturing sectors to bridge the skills gap. And they have asked for our support in sharing our thoughts on where we think the skills gaps are. In the current frenzy around Artificial Intelligence, let's not forget the other AI that’s equally crucial to our progress – #Allyship and #Inclusion. In our journey to bridge the skills gap, it's imperative to recognise the role of allyship. We all possess a set of privileges, even those of us from ethnic minorities or other underrepresented groups. These privileges, however, are not a point of shame or apology. Instead, they are tools we can use to uplift those who lack them. Whether it's white colleagues championing their non-white peers, or men advocating for women, allyship is simply about using our advantages to create a more equitable world for all. Inclusion, on the other hand, is a deliberate and active choice. It doesn’t happen by accident or passive intention. Silence is not an option. I believe inaction perpetuates the non-inclusive behaviours and cultures we seek to dismantle. It's not enough to simply claim, “I am not sexist or racist.” (see https://lnkd.in/eUkNqBHW for more on this). We must all be activists in this space, consciously working towards a #culture where behaviours and actions drive good outcomes. 🔄 Culture → Behaviors → Actions → Outcomes 🔄 My response to being asked to post is a reminder that closing the skills gap in engineering requires more than just technical solutions. Attracting diverse talent is fundamental to our success. The #MindTheSkillsGap campaign by Advanced Engineering UK highlights this need. With women representing nearly half of the UK's workforce but only 26% of the manufacturing sector, and earning 17% less than their male counterparts, it’s clear we have work to do (Thanks, Megan for the stats). Let's continue to push for progress. Let's be the allies and #inclusiveleaders our industries need and deserve. Together, we can bridge not just the skills gap, but also the gaps in #equity and #representation. I nominate Jennifer Perryman Assoc. CIPD, Simone Robinson, Ruth Mallors-Ray OBE, Zareena Brown (She/Her) and Snehal Bhudia, as powerful [female] voices in my network, to share their thoughts on this important issue and keep the conversation going.

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During this Summer I have spent some time applying GD&T to my technical drawings. This particular part is an end cap designed in SOLIDWORKS #mechanicalengineering #Design #manufacturing #engineering

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I've created this cartoon to illustrate one of my favourite use cases for AI — transforming how we access and share knowledge from conferences and events. Instead of the usual post-event surveys or lengthy reports that often go unread, imagine having an AI agent that provides personalised, instant answers to all your questions about the event's content. Whether you attended or missed a session, you can still tap into the insights that matter most to you — tailored to your needs and context, without any barriers. And the best part is that anyone in your organisation can instantly benefit from it, and converse about what they are working on. This is democratising access to knowledge.

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Even AI thinks you should vote for AIE in the "Innovation Awards 2024" link https://lnkd.in/e8wc4bre Question to AI: "Why should people vote for Advanced Innovative Engineering (UK) Limited in this year's Innovation Awards 2024" Answer: "Voting for Advanced Innovative Engineering (UK) Limited (AIE) in the Innovation Awards 2024 is a strong choice for several reasons: 1. **Pioneering Technological Advancements**: AIE is at the forefront of engineering innovation, particularly in the development of advanced rotary engines. Their cutting-edge solutions have significant implications for a variety of industries, including automotive, aerospace, and defense. By voting for AIE, you're supporting a company that is pushing the boundaries of engineering and technology. 2. **Environmental Impact**: AIE is committed to creating sustainable and efficient energy solutions. Their focus on lightweight, compact, and highly efficient rotary engines not only enhances performance but also reduces environmental impact. Voting for AIE is a vote for a company that prioritizes green technology and sustainability. 3. **Proven Track Record**: AIE has a strong history of delivering innovative products and solutions that meet the needs of a rapidly changing market. Their track record of success and their contributions to various industries make them a worthy contender in any innovation-focused award. 4. **Industry Recognition**: Winning the Innovation Award would further validate AIE's position as a leader in the engineering sector. By voting for them, you help shine a spotlight on the importance of continued investment in advanced engineering and innovation. 5. **Inspiring Future Innovations**: Supporting AIE in this award not only acknowledges their past and present achievements but also encourages them to continue pushing the envelope. Recognition in such prestigious awards can help fuel further innovation, benefiting a wide range of industries and society as a whole. By voting for AIE, you are endorsing a company that exemplifies excellence in innovation, sustainability, and technological advancement." I cannot fault its logic.... #InnovationAwards2024 #VoteForAIE #EngineeringExcellence #SustainableTechnology #RotaryEngineInnovation #AdvancedEngineering #GreenTech #TechInnovation #IndustryLeadership #FutureOfEngineering #AIE #Rotaryenigne

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Exciting Opportunities & Challenges for Reaction Engines Reaction Engines Ltd, the UK-based aerospace pioneer, is at a critical juncture as it seeks to raise up to £20 million to secure its future and push forward with its groundbreaking SABRE engine technology. Key details include: • Funding Need: Reaction Engines is seeking between £15 million and £20 million to provide essential working capital for the next 18 months, allowing them to fulfil contracts and explore new revenue streams. • Strategic Investors: The company has already raised over £150 million, including £40 million from the UAE-backed Strategic Development Fund in 2023. Other key investors include BAE Systems and Rolls-Royce, which together hold 24% of the company. • SABRE Technology: The SABRE engine is a hybrid jet and rocket engine capable of powering hypersonic vehicles, enabling speeds of over five times the speed of sound. Central to the technology is a pre-cooling system that prevents overheating. • Commercial Growth: Reaction Engines has more recently explored applications of its cooling technology in other industries, such as energy, quadrupling its commercial revenues last year. • Potential Administration: The company has warned that without successful fundraising, it could face administration. PwC has been put on standby for this possibility. • Strategic Military Project: Reaction Engines is also part of a UK-led project, HVX, focused on reusable hypersonic air vehicle technology, in collaboration with Rolls-Royce, the RAF, and the Defence Science and Technology Laboratory. • Market Uncertainty: While the technology is groundbreaking, questions remain about the size of the market for hypersonic vehicles, particularly in the UK, with constraints on the defence budget and strategic reviews underway. • Future Outlook: Supporters argue that the technology holds strategic value, especially as other nations invest heavily in hypersonics. The UK government has expressed its commitment to monitoring and supporting the company’s capabilities. As the aerospace landscape evolves, Reaction Engines remains at the forefront of innovation, with significant opportunities but also challenges ahead. #Aerospace #Hypersonic #SABRE #ReactionEngines #Innovation #Technology #Investment #SpaceTech #SustainableAviation

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Those who are trying to disrupt the aviation industry by introducing Electrical Propulsion Systems face similar challenges. One of them is the so called side/bottom cell’s can rupture. As specified in the last MoC3 V2 from EASA - European Union Aviation Safety Agency, in the aim of having no less than the safest systems, type certificate applicants must study different failure modes and their permutations of thermal runways (battery fire) which, in cylindrical cells have shown to include bottom and/or side wall rupture of the can leading to unintended/undesired failure modes. My latest patent, aims to directly conform high strength and temperature resistant ceramic fibers on battery cell’s can to reduce or even eliminate the chances of the sidewall rupture while reducing the high scrap rate of different manufacturing methods targeting the same design intend.

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Interesting article by Dr. Laura Bradshaw. I’d welcome much more independent scientific, longitudinal studies to understand the long-term effects of wearing an exoskeleton especially during fatiguing, repetitive, overhead work. Not short-term, small case studies. For example, I would assume the heart needs to work harder to ensure adequate blood supply when arms are raised above head longer when wearing an exoskeleton as it feels more comfortable and therefore less need to lower and ‘reset’ tired arms and shoulders? What is the long-term cardiac affect of this? Are we also transferring the strain to other muscles which could suffer wear and tear in the long run? I’m just somewhat wary of sales pitches about exoskeletons and would prefer to see more balanced evidence from scientific research. #exoskeletons #ergonomics #healthandsafety #manufacturing #research

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I’ve never been convinced by the posts I see on here, proclaiming that SAF is the only solution we need to decarbonise aviation, but nor do I subscribe to the opposing view that the challenges in scaling SAF mean that we shouldn’t bother. All the potential solutions to decarbonising aviation have their strengths and their challenges, and we need to be upfront about what each solution offers, so that we can start to piece together the decarbonisation jigsaw.

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Keep It Simple, Silly After developing a robust validation methodology to benchmark the Travel Impact Model (details: https://lnkd.in/eKhkJ7yn) we applied it to compare a bunch of aircraft performance models. Turns out, the best performing model is the one the TIM was already using, a model maintained by the European Environment Agency (EEA). It uses BADA to create a lookup table for the fuel burnt by each aircraft at different stage lengths. The 2023 update to the model won in our model comparison and it will be adopted for the next release of the TIM. Yeah, a well calibrated lookup table can beat more sophisticated, trajectory-based modeling. Frustrating! The full comparison, including the qualitative evaluation, followed by a quantitative analysis using the validation methodology, is documented here https://lnkd.in/eQRN7f9c The International Council on Clean Transportation: Ana Beatriz R. Dan Rutherford Mehak Hameed Google: Andrew J. McCarthy Elke Michlmayr Stefan Lörwald Thomas Houit Sebnem Erzan Chaim Langermann TIM Advisory Council: Marc Stettler Jill Blickstein Steven Barrett Sally Davey Tim Johnson Andrew Chen Lahiru Ranasinghe Lars Kroeplin Fabio Grandi Achilleas Achilleos

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A quick summary of the size effect. First, it is a real effect that is clearly shown in testing. My concern is with the subjectivity of the inputs. It may work for an analysis worst case upper bound. It does not work well in design optimizations. The definition of “high stressed material” is highly subjective. High stressed material is an area calculation for cases involving fretting. Volume is used for net section calculations. For fretting of bolts a contact arc is defined. The arc can be 15-30 degrees. In net section calculations volume is often defined as the region above 80-90% of peak stress. Whether surface area or volume the high stressed region varies with coupon size. Do you have a huge program budget allowing many test points using consistent coupons? If not, you now have another subjective decision. If using published data the test coupon size may vary. With that, what is the “link size”? It has long been established that surface regions are more influential on fatigue than subsurface regions. Therefore, using all volume equally (the links in a chain) is conservative, but not optimal. IMO, energy life with its influence decay function makes size effect factors more objective. Surface regions can be weighted heavier in a decay function approach. In an advanced decay function depth along with distance-from-peak combine in a 2-varible decay function. The example I gave was for size effect at endurance. For most metals the stress-life curve scatter follows a constant standard deviation with cycles to failure. That means with increasing mean there is a decreasing COV. This make sense since the COV for static strength is near zero. Remember to adjust COV down (less size effect reduction) with increasing vibratory stress. My point is; size effects are real, they need to be accounted for, Kt based stress-life size effects can be highly subjective. Energy-life, or stress-life with decay function can increase objectivity. Unfortunately, fatigue analysis still requires some level of engineering judgement. Hopefully, future methods will be fully objective.

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A bad week for GD&T! In my continued review of major assemblies, I discovered similar underlying problems. Let me explain where I’m coming from. In my last post or two I wrote about GD&T problems that I had discovered and the need for slip planes to reduce assembly over constraint. I also noticed a consistent theme in the GD&T values used. The lack of randomness in the GD&T depicted a problem that I see often, combined with the problem of incorrect conversion of coordinate tolerancing into related GD&T. I would expect to see a mix of GD&T for any major design simply because of different interfaces and functional requirements. After a deeper dive, it turns out that, without knowing, the designers had made their design 3 times more difficult to manufacture with coordinate tolerance conversion errors. I see this often in my producibility reviews. However, the scale of these coordinate tolerancing conversion errors is something I haven’t witnessed before. I was also asked to look at another assembly that the manufacturing team was struggling to manufacture. This time the GD&T wasn’t converted from coordinate tolerancing; however, it was the result of a similar misunderstanding. Once I explained, to the tooling team, what the GD&T required they were shocked. The tooling team had failed to understand the implications of the GD&T encoding for their manufacturing processes. When I spoke with the designers, the purpose of the GD&T was clear (even if it was incorrect). So here we have a very similar problem. The designers and the tooling team didn’t understand the implications of the GD&T defined. Both design and manufacturing teams didn’t understand what would be involved in manufacturing the assembly to requirements. Meaning the assembly wasn’t designed for manufacturing and assembly (DFMA). For the tooling team, this meant they had bit off more than they can chew. For the design team, it meant that they had created an assembly that can’t be manufactured. Everyone losses. This highlights a serious issue. Knowing GD&T syntax and understanding the implications of application are two sides of the same coin. Knowing one without the other is a recipe for failure. I see this same scenario playout repeatedly at different scales. I can image it’s an industry wide problem. The problem magnitude probably scales with the size of the industry (Boeing and Airbus). The problem doesn’t seem to be GD&T training as much as it’s an application understanding and the implications of that application. The designers, without manufacturing capabilities knowledge, couldn’t hope to define GD&T correctly. The manufacturing team without understanding of GD&T couldn’t hope to push back on designs that can’t be manufactured. Both teams lack the knowledge needed to communicate effectively for a successful outcome.

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