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On Tue, 7 Jan 1997, Charles Coughran wrote: > I think I have seen a mail order address for Hoerner's two > books, _Fluid-Dynamic Lift_ and _Fluid-Dynamic Drag_. Are > they still available? Suggest you try through: John Roby -- Aircraft Technical Literature (used books) 619-583-4264 (this is from an older catalog) 3703 Nassau Dr. San Diego, CA 92115 Inside our copies of Hoerner is an address, but I believe that it is no longer valid... but here it is anyway -- maybe you could post here if it is still good?? Hoerner Fluid Dynamics PO Box 342 Brick Town, NJ 08723 Excellent books!!!Return to Top
I have been working with mechanical engineering firms in the PNW for over 4 years now. I can send you list of good firms and those that are hiring...please advise what you expertise is, or what you would like to do and I'll E mail you some names. Do you have a preference to location? Do you want to work for a manufacturer or design firm? Good Luck. DanReturn to Top
Samurai929Return to Topwrote in article <19970109232100.SAA22557@ladder01.news.aol.com>... > Everyone now and then, there are some questions about recommendations for > FEA software or someone wanting to know how to model a problem using some > particular FEA software. I wonder if there is any interest here in forming > a newsgroup dedicated to FEA-related issues. Any takers? > Yup, I think its a good idea. Sanjay sanjayb@pobox.com
David, It seems that you would need the torque req'd to move the load with the screw. Most torque formulas are for either raising or lowering the screw thread, and can be found in most machine design books. I found the best materials to use are for the screw shaft would be 4140 steel heat treated to around 300 bhn and the nut to be manganese bronze which will prevent gauling and is very strong. You also need to check the screw from buckling and whether or not you want it to be self locking in case of back driving of the screw. If you need further information please e-mail me Thanks, John Novak P.E.Return to Top
"Chang-Mun Bae"Return to Topwrote: >I'm mechanical engineer, dealing with petrochemical equipments. >Sometimes, I need to calculate torque value to obtain required bolting >force. >If anybody could tell me the formula converting bolting force to torque, >I'd appreciate very much. >cmbae@bbs.para.co.kr I think that the formula you need is: Ms = V(f*(Dm/2)+(dm/2)*tan(alfa+fi)) where Ms torque applied with a tool, V bolting force, f friction factor (usually 0.10) Dm Medium diameter of the bolt head dm Medium diameter of the thread alfa Angle between the thread and a plane perpend. to the bolt axis (normally 2°) fi = f1/cos(teta) f1 friction factor between threads teta Angle between the thread face and the plane perpend. to the bolt axis (normally 30°) If you want to see the way to obtain it, it's written on the most part of the "manuals for engineers". -------------------------------------------------------------- Fabio Alfonso Beretta fabio.beretta@iol.it Creative WebPhone number fabio.beretta@iol.it Student in Aerospace Engineering POLITECNICO DI MILANO (ITALY) --------------------------------------------------------------
Kevin Tracy wrote: > > I'm trying to design or find a product that will run a air compressor off > a disel engine. The problem is I have no control over the rpms of the > engine, which ranges from 600 to 2800 rpms. The rpms required for the > compressor will be either 1800 or 2400 > > The application is for a highway line striping truck. The engine is the > power for the truck. The compressor is to run of the front of the engine. > The compressor is required for the spray painting equipment. Since the > striping truck is moving during the operate the engine rpm will move up and > down. What I feel I'm looking for is a type of transmission. > An off the shelf product that a lot of trucks (especially highway maintenance trucks, dump trucks and cement trucks) already have is a hydraulic pump. Try tapping into the existing hydraulic system of the truck (or getting one installed). Then you get a hydraulic motor to run your compressor. There is still a speed problem, though, since the available hydraulic power will vary with the speed of the hydraulic pump (which is the speed of the diesel engine). -PaulReturn to Top
Charles Coughran (REMOVE_FOR_REPLYccoughran@ucsd.edu) wrote: : I think I have seen a mail order address for Hoerner's two : books, _Fluid-Dynamic Lift_ and _Fluid-Dynamic Drag_. Are : they still available? Yes if it's in washington : -- : Charles Coughran : ccoughran@ucsd.eduReturn to Top
Hi, I am currently a senior in high school and I want to pursure a carreer in mechanical engineering. I have noticed that some colleges offer a program in Mechanical Engineering and some offer a program in Mechanical Engineering Technology. My question is what is the difference and the drawbacks of one from the other. I have heard that the Technology program is less math and more geared towards lab work than office work. Can someone help me out? Thx -Scott G. weshound@ix.netcom.comReturn to Top
ANNOUNCEMENT: 1st International Conference on Emerging Technologies for Micro Air Vehicles, Georgia Tech, Atlanta, Georgia. 19-20 February, 1997. The early registration fee of $200 per person is due by January 15th. (After this date, registration is $250.) Conference description: The development of a very tiny but highly functional autonomous flying vehicle has been an unrealistic goal until relatively recently. Now seen as a natural convergence of microelectronics, Unmanned Aerial Vehicles (UAV), and MicroElectroMechanical Systems (MEMS), the concept of such vehicles has become the focus of several groups around the country because of recent technological successes in these fields. Accelerating advances in such areas as propulsion and inertial guidance have made a flying vehicle with a six-inch wingspan a likely reality in the next few years. A series of workshops and meetings at DARPA in 1995 involved early researchers in this field in the planning process, and led to the establishment of the DARPA micro Air Vehicle (microAV) Program. Significant technical challenges abound in bringing the microAV concept to fruition. The aerodynamics of such tiny flyers may well be different from the aerodynamics of larger aircraft, and many details of propulsion, power sources, payloads, controls, and other technical issues remain unresolved. The likely missions for microAVs are still evolving, and the methods of operational deployment are completely open. The actual usefulness of microAVs remains to be demonstrated by an example. This opening of a new realm of investigation on microAVs provides an opportune time for this Conference, a chance to gather together as many as possible of the pioneering researchers in this field and to stimulate cross-fertilization between the many technical areas of expertise that will be required for the successful development of these innovative vehicles. Major General Kenneth R. Israel, Director of the Defense Airborne Reconnaissance Office, will speak. Dr. James McMichael, current head of the DARPA microAV Program, and Colonel Michael Francis, former head, will also address the conference. If you are actively working in an area that is relevant to microAV development, we encourage you to attend. Technical sessions will include: Aerodynamics and Flight Control Propulsion and Power Supplies Sensors and Operational Scenarios For additional information, see the web site at http://spbtrc.gtri.gatech.edu:80/microvehicle/ Or contact Georgia Tech Continuing Education at (404) 894-2400.Return to Top
Al Hancq wrote: > > You can get an educational version of > ANSYS for under $200. This version > is the same as full ansys except that the > max allowable num of elements is around > 200. (not well suited to real world, hence > education). Ansys also has a university > version which allows larger models (max wavefront 500) > but is still difficult to make use of on real models, > (esp. shells and solid elements). > > al. On the ABAQUS post of earlier. the educational version if the full blown code no limitations.Return to Top