Blue Origin's New Shepard suborbital vehicle lifting off on a Jan. 22 test flight. Credit: Blue Origin.
Caven y retired from the Ballist ic Missile Defense Organizat ion (BMDO) in 1997 where he served as Director, Science and Technology Directorate. He received Mechanical Engineering B.S. Degrees from Georgia Tech and Ph.D. He served in the US Navy 1956–1959 as Engineering Officer of a Destroyer. His solid rocket motor experience includes Thiokol’s Huntsville Division (1960s), Guggenheim Laboratories of Princeton University (1970s), Air Force Office of Scientific Research (AFOSR) in the (1980–1984), and Strategic Defense Initiative Organization and BMDO (1984–1997). He chairs the National Research Council (NR C)Panelto eva luat e pro pos alson Adv anc edPropu lsi onResear chfor AFO SR.He ser veson theNRC Com mit tee for the Review of NASA’s Pioneering Revolutionary Technology Program.
His present consulting includes solid rock et system s, energe tic materi als, and igniti on. He autho red over 50 refer eed article s and recei ved 11 U.S.
He is a Fellow of AIAA and recipient of the AIAA Wyld Propulsion Medal. Geisler received a B.S. In Chemical Engineering from the University of Cincinnati in 1958. He worked in thesolid roc ketprogr am at theAir Fo rceRocketProp uls ionLabora tor y (AF RPL)for 32 yea rs thr oug h 1990. He was intima tely inv olvedin theARPA Princip ia proj ect afterSputnikand helpedto establ ish andconduct theAFRPL in-house and contractual programs on solid propellants; hazards; surveillance, aging and mechanical behavior; plumes; combustion; nozzles; and performance prediction and measurement.
He was a key figure in providing technology base and support programs for Minuteman, Peacekeeper and the Titan solid booster programs. He has experience in failure investigation work on major solid rocket systems; detonation hazards; aluminum combustion andrelat ed phe nom ena. He ros e thr oug h theranksfromproje ct eng ine er to dir ect or of theVe hic le Sys tem s div isi on where he directed the efforts on satellite technology; systems analysis; the National Hover Test Facility, Kinetic Kill Vehicles and Electric Propulsion.
Now in his 45th year in solid rocketry he has worked on most aspects of solid rocket propulsion and serves as a private consultant for a number of organizations. He serves on the AIAA Solid Rockets History subcommittee. He is an AIAA Associate Fellow. Ellis received a B.A. From Columbia College, Columbia University in 1958, a B.S.
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In Mechanical Engineering from the School of Engineering, Columbia University in 1962, and a Master’s Degree in Engineering Administration from the University of Utah in 1971. He served in the US Navy 1958–1961 as Engineering Officer of a Destroyer. In 1962 he began what is now a 41-yr career in the solid rocket industry. His first nine years were with Thiokol/Wasatch and the next 32 at Chemical Systems Division, Pratt and Whitney, San Jose, CA.
He retired in 2003 and now is a Consultant to the industry. He is well known for his work in advanced nozzles and materials, partic ularly applicat ion of carbon –carbon ITEs and exit cones to nozzle s. He autho red the NASA nozzle design monograph and has presented and published over 50 technical papers associated with solid rockets. He serves on the AIAA Solid Rockets Technical Committee as a member of the Education subcommittee. He is an AIAA Fellow.
Moore received a B.S. In Mechanical Engineering from West Virginia University in 1983 and an M.S. In Technical Management from The Johns Hopkins University in 2001.
He spent the first ten years of his career at Hercules’ Allegany Ballistics Laboratory (ABL) in Rocket Center, West Virginia, where he held various assignments in tactical missile propulsion and launch eject gas generator development, production, and R&D programs. In 1993, Moore joined the Chemical Propulsion Information Agency (CPIA), a U.S. Department of Defense Information Analysis Center operated by The Johns Hopkins University, where he supervises CPIA’s technical services to the propulsion industry, and edits and maintains several national solid propulsion reference manuals and databases. He is currently the Deputy Director of CPIA. In 2001, he successfully nominated Allegany Ballistics Laboratory for recognition as a Historic Aerospace Site by the AIAA. Moore has authored several solid rocket history papers and wrote the annual Solid Rockets highlights for. 1) Propellant grain technology Grain and motor design Solid propellant structural integrity 2) Case technology 3) High performance component technology Components IHPRPT program 4) Large motor technology Large segmented and monolithic boosters The big booster early years Big boosters following the Space Race Big booster effort at AFRPL The 260-in.
Motor 5) Interceptors Nike Sprint and HiBEX Patriot DACS 6) Thermochemical modeling and simulation development JAN AF thermochemical tables Shifting speci.
But in fact it was the Horten brothers who designed the first stealth fighters/bombers in 1942. The Horten Ho 229 is generally known by a few unique names. The plane was called the H.IX, by the Horten Brothers. This thread will be for all Financial Transactions and News Relocations, Building Arenas, Renaming, and other related financial stuff will have it's home in this thread. To do any of the above you must submit detailed plan (check rules thread) to league offices (rocdogg) for approval.
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Prins Afc Software V2 Download Prins Autogas. The identity Ho 229 had been given to the plane by the German Ministry of Aviation. Sometimes, it was also called the Gotha Go 229, because Gothaer Waggonfabrik was the name of the German maker who manufactured the plane. This plane has been recently called “Hitler’s Stealth fighter”, despite the fact that the plane’s stealth capacities may have been accidental. As per William Green, creator of “Warplanes of the Third Reich,” the Ho 229 was the principal “flying wing” air ship with a jet engine. It was the primary plane with elements in its design which can be alluded to as stealth innovation, to obstruct the ability of radar to identify the plane.
In 1937, the Hortens began using motorized airplanes, with the debut of the twin-engined pusher-prop airplane H.VII (an earlier glider had a mule engine). The Luftwaffe, however, did not actually use many of the Hortens’ designs until 1942, but gave enthusiastic support to a twin-turbojet-powered fighter/bomber design, designated under wartime protocols as the Horten H.IX.For their completion of the three Ho 229 prototypes (V1,V2,V3) the Horten brothers were awarded 500,000 Reichmarks. Securing the allocation of turbojets was difficult in wartime Germany, as other projects carried higher priority due to their rank in the overall war effort.
Although the turbojet-equipped Ho 229 V2 nearly reached a then-astonishing 800 km/h (500 mph) in trials, the production of the third prototype V3 was given over to the coachbuilder Gothaer Waggonfabrik, subsequently called Gotha Go 229. The Go 229 was captured by the U.S. Army at the end of World War 2, in which the completed but unflown V3 third prototype aircraft is presently housed at the Smithsonian Institution in Washington D.C.