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The invention relates to polymer-encapsulated heating elements that are suitable for use in an aircraft compartment for modulating the temperature within the compartment. The heating elements can be used, for example, in the cockpit, the passenger compartment, or a cargo bay of an aircraft.
1. A method of controlling the temperature within an aircraft compartment, the method comprising activating a heating element in the compartment, wherein the heating element comprises an electrical resistance heating material encapsulated in a substantially non-compressible polymer.
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42. An aircraft compartment heater comprising an electrical resistance heating material encapsulated in a substantially non-compressible polymer, wherein the polymer is substantially in the form of a sheet, the heating material is disposed in a serpentine path within the sheet, and the heater is adapted for attachment to an aircraft.
43-52. (canceled)
53. An aircraft compartment heater system comprising two or more independently activated electrical resistance heaters connected in parallel in an electrical circuit having a voltage source, each heater of which comprises an electrical resistance heating element encapsulated in a substantially non-compressible polymer that is substantially in the form of a sheet, wherein the electrical circuit comprises two or more thermostats disposed in different regions within the aircraft compartment each of which independently modulates the voltage application to the two or more electrical resistance in response to the temperature sensed by each of the two or more thermostats.
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The invention relates generally to the field of aviation, and more particularly to the control of aircraft compartment temperature.
Aircraft often operate in low temperature environments, such as at high altitudes and in cold climates. As a result, the temperature of air within compartments of aircraft can drop below temperatures considered comfortable by crew and passengers. Inadequate compartment temperatures can also adversely affect cargo carried by aircraft or operation of aircraft systems or components located in the compartment. Control of aircraft compartment temperature is important for at least these reasons.
Various means have been used to modulate the temperature of crew, passenger, and cargo cabins of aircraft. Use of active heating systems is common. One common heating system uses a heat exchanger to transfer heat from an exhaust stream of the an aircraft propulsion system (e.g., combustion exhaust from a propeller-driving engine or compressor bleed air from a jet engine) to an air stream (one or both of ambient air and recycled cabin air) that is fed to the cabin. Another common heating system mixes hot compressor bleed air with recycled cabin air and provides the warm, mixed air to the cabin. A drawback of these systems is that pollutants can be present in the propulsion exhaust stream, the ambient air, or both, and must be either removed or tolerated. Another drawback of heating systems that draw bleed air from the compressor is that the fuel efficiency of the engine is decreased.
Other aircraft compartment heaters transfer heat from a high-temperature electrical heating element or from a fuel combustion chamber to an air stream that is fed to the cabin. Because aircraft carry flammable fuel and operate in environments in which access to emergency services can be severely restricted, the presence of combustion units and high-temperature heating elements on aircraft is undesirable.
Many aircraft compartments are insulated to reduce or prevent heat loss therefrom. Use of fiberglass, foam, and other types of insulation is known. Although insulation can reduce heat loss from an aircraft compartment, such insulation can add significant weight to an aircraft, can be difficult to maintain, and can pose hazards to passengers, crew members, and others in the event of a fire or other emergency. Other methods of controlling heat loss from an aircraft compartment would be useful.
The heat exchangers, heating blocks, combustion chambers, ductwork, and other equipment associated with traditional aircraft heaters increase the weight of the aircraft, as does insulation. As a result the fuel efficiency of the aircraft is lower than it would be in the absence of the heating system. Because fuel consumption represents a major cost of aircraft operation, aircraft heating systems lighter than those presently available could significantly reduce aircraft operating expenses.
Most aircraft compartment heating systems combine the functions of heating compartment air and ventilating the compartment. The compartment is heated by forcing heated air through the compartment. Because of the temperature of heated air that can be safely and comfortably passed into the compartment, heating a cold aircraft can require relatively high heated air flow velocities, which can be uncomfortable or unattainable. An aircraft compartment heater that is able to provide heat relatively rapidly without a concomitant increase in compartment air flow would be desirable.
The present invention provides aircraft compartment heating that meets the needs described above.
The invention relates to a method of controlling the temperature within an aircraft compartment. The method comprises activating a heating element in the compartment. The heating element comprises an electrical resistance heating material encapsulated in a substantially non-compressible polymer. The heating element can be activated when the temperature within the compartment is below a selected minimum temperature and/or not greater than a selected maximum temperature. Alternatively, the heating element can simply be activated periodically (e.g. manually, using a timer, or using a thermostat) while the aircraft is in flight.
The heating material of the heating element can be activated by connecting it with a voltage source by way of a pair of electrical terminals extending through the polymer. The electrical terminals can be connected with a voltage source by way of wires. The terminals, the portion of the wires proximal to the heating element, or both, can be encapsulated within the same polymer or a second polymer. The voltage source can, for example, be an electrical system of the aircraft or an airport electrical system.
In one embodiment, the electrical circuit that comprises the heating element further comprises a temperature sensing device. The temperature sensing device can be used to monitor the temperature of the heating element, the temperature within the compartment, or both. For example, the temperature sensing device can be a fusible link that melts (and thereby breaks all or part of the circuit) when the fusible link reaches a selected temperature. Similarly, the temperature sensing device can be a thermostat or some other device that deactivates the heating element if the temperature of the polymer exceeds a selected temperature. Devices that modulate the voltage provided to the heating element in response to the temperature of the element, the compartment, or both, can also be used.
The polymer in which the electrical resistance heating material is encapsulated is, in a preferred embodiment, in the form of a sheet. The sheet can be composed of a single polymer or multiple different polymers (e.g., laminated layers of different polymers). The method by which the heating material is encapsulated within the polymer(s) is not critical. The heating element can also have other components or layers, such as an internal or exterior heat conducting layer (e.g., an externally-applied metal foil) or an internal or exterior insulating layer.
A plurality of the polymer-encapsulated heating elements can be fixedly attached to one another. Preferably, the heating elements are sheet-shaped and attached in an overlapping manner. However, the heating materials of the attached elements should not occur in an overlapping portion of the sheets (i.e., the sheets should be attached to one another in a way that the heating materials do not overlap).
A plurality of the heating elements can also be electrically connected to one another, so that they can be activated, de-activated, or modulated in conjunction with one another. The heating elements can electrically connected in series, in parallel, or in some combination thereof.
In one embodiment of the methods described herein, independently activatable heating elements are disposed near different seats in the passenger compartment of an aircraft. The heating elements are controlled by thermostats operable by individuals sitting in the corresponding seats, so that temperature preferences of the individuals can be satisfied.
The invention also relates to an aircraft compartment heater per se. The heater comprises an electrical resistance heating material encapsulated in a substantially non-compressible polymer. The polymer is substantially in the form of a sheet, and the heating material is disposed in a serpentine path within the sheet. The heater can be adapted for attachment to an aircraft (e.g., by sizing or shaping the sheet or by providing attachment points such as holes or hook-and-loop-type fastening fabric on the sheet.
The present invention represents an improvement in an aircraft having an internal compartment for which temperature control is desired. The improvement comprises disposing a heating element described herein within the compartment. Activation of the heater can be controlled by a thermostat disposed within the compartment. A plurality of heaters can be disposed within the compartment, and two or more of those heaters can be independently activatable. For example, the independently activatable heaters can be disposed near different passenger seats in the compartment and controlled by thermostats operable by individuals sitting in the corresponding seats.
This invention also represents an improvement in an aircraft having a pair of walls defining a space between them, wherein one of the walls is in thermal contact with an interior compartment of the aircraft. The improvement comprises mounting a heating element described herein in the space. The electrical resistance heating material of the heater is electrically connected with a voltage source and prevents, slows, or inhibits loss of heat from the interior compartment (e.g., to maintain the temperature of the compartment or to prevent it from falling below a minimum temperature) by providing heat to the compartment in an amount similar to the amount of heat known, believed, or anticipated to be lost from the compartment.
The present invention is further described with reference to the following drawings.
The invention relates to apparatus and methods for heating a compartment within an aircraft. Prior art aircraft heating systems extract heat from a propulsion exhaust stream or from a centralized heating or combustion unit. In contrast, the heaters disclosed herein can be disposed at one or more locations within an aircraft compartment in order to provide localized heating of the compartment. The heater comprises a electrical resistance heating material encapsulated within a polymer body. The polymer body can be shaped to fit or conform to a particular location within an aircraft compartment. Alternatively, the body can be manufactured such that it can be bent, flexed, or trimmed to fit any of a variety of spaces within an aircraft compartment.
As used in this disclosure, the following terms have the meanings associated with them in this section.
An �aircraft� means an apparatus capable of controlled atmospheric flight. Examples of aircraft include airplanes, gliders, helicopters, hot air balloons, dirigibles, rockets, and missiles.
An aircraft �compartment� means a space within the aircraft that is substantially isolated from the atmosphere surrounding the aircraft. Examples of aircraft compartments include passenger and crew compartments, cargo holds, weapon and avionics bays, and wheel wells.
An item is �polymer-encapsulated� if no portion of the item extends beyond one or more polymers surrounding it.
Two sheets of material are �laminated� if the sheets are bonded or connected along a substantial portion of a face of at least one of the sheets.
A �substantially non-compressible polymer is a polymeric material which, when made in the form of a sheet having a thickness of about 0.2 inch compresses less than 50% (preferably less than 40%, 30%, 20%, or 10%) when a force of 300 (preferably 400, 500, 750, 1000, or 1250) pounds is applied to a square portion of the sheet measuring 0.25 inch by 0.25 inch.
A �temperature switch� is an electrical switching component which either forms a conductive path or interrupts a conductive path at a characteristic temperature or within a characteristic temperature range.
A conductor is �fusible� if the conductor melts or is severed at a characteristic temperature or within a characteristic temperature range.
A first material is �staked� to a second material if the first material extends through a hole in the second material and either deformed or fused with the second material (e.g., at at least one point or in a ring using, for example, ultrasonic, heat-based, or other welding methods) in such a way that the deformed first material can no longer return through the hole in the second material without being broken or further deformed.
An electrical resistance heating element is �activated� by passing electric current through (i.e., applying a voltage across) the electrical resistance heating material therein, whereby heat is generated.
A �serpentine� path is a path having at least two curves therein. A serpentine path increases the length of the path in a given area, relative to a less curved path.
The �airframe� of an aircraft means the structural parts of the aircraft that give the aircraft its shape. For example, the airframe of an airplane includes the spars, struts, stringers, frames, beams, and skin of the airplane. The airframe does not include the power plant of the aircraft or passenger or crew accommodations such as seats and carpeting.
�Avionics� means electronic devices that are carried by an aircraft in flight.
The invention relates to methods and devices for heating aircraft compartments. This purpose can be achieved using a heater that has an electrical resistance heating material encapsulated in a polymer. This heater unit is referred to herein as a polymer-encapsulated heating element. When the temperature of an aircraft compartment is lower than desired (e.g., below a desired minimum temperature), the temperature of the air in the compartment can be increased by activating the polymer-encapsulated heating element within the compartment. The heating element can be de-activated once the temperature of the compartment reaches a desirable value. In this way, the temperature within the compartment can be controlled.
The amount of heat produced by an electrical resistance heating material is influenced in known ways by the amount of voltage that is applied across the material (power equals the square of voltage divided by the resistance of the element) and the length of time for which the voltage is applied (energy�dissipated primarily as heat�equals power times the duration of operation). Thus, the approximate amount of heat generated by an electrical resistance heating element can be controlled by modulating the magnitude of electric voltage supplied to the element, the duration of the voltage supply, or both. This heat can be used to maintain the temperature of an aircraft compartment within a desired range.
Polymer-encapsulated electrical resistance heating elements are known to be useful, for example for heating fluids, as described in U.S. Pat. No. 5,586,214. For reasons disclosed herein, known floor-mounted foot warming elements made from elastomeric materials such as rubber and silicone are not suitable for the purposes described herein.
Electrical Resistance Heating Material
The electrical resistance heating material 10 and 110 is a substance which generates heat when electric current passes through it (i.e., when a voltage is applied across the material). Such substances are usually inefficient conductors of electricity, since generation of heat is usually the result of high impedance. The electrical resistance heating material 10 and 110 can be fashioned into multiple (e.g. 2-1000) windings, circuit paths, or traces (e.g., ca. 14 paths in
The form of the electrical resistance heating material is not critical. It can, for example, take the form of a wire, mesh, ribbon, foil, tape, film, lithographically- or electrically-deposited layer, a layer of any of a number of powdered conducting (or semi-conducting) metals, polymers, graphite, or carbon, or a conductive coating or ink. Conductive inks can be deposited, for example, using an ink jet printer. If a wire or ribbon is used, it preferably contains a Ni�Cr alloy, although certain copper, steel, and stainless-steel alloys are also suitable. The resistance heating wire can be provided in separate parallel paths, or in separate layers to provide multiple wattage ratings, such as printed circuit board layers. Whatever material is selected, it should be electrically conductive, and heat resistant. Numerous materials suitable for use as electrical resistance heating materials are known, and are generally referred to in the art as resistance wire or heating alloys. The electrical resistance heating material 10 or 110 can be fixed, sewn, or laid upon a supporting matrix (e.g., a mesh of fiberglass fibers) prior to or during encapsulation thereof by the polymer.
Encapsulating Polymer(s)
For use in aircraft compartments, the electrical resistance heating material 10 and 110 is desirably encapsulated in one or more polymers. The identity of the polymer(s) in which the heating material can be encapsulated is not critical. Substantially any polymer that will not melt upon heating of the heating material can be used. Preferred polymer materials are those which are not appreciably compressible under the loads to which they will normally be exposed. For this reason, polymers that exhibit elastomeric properties at their normal use temperatures are undesirable. For example, when the heating elements 100 and 200 are to be used under a carpet in the passenger cabin of an aircraft, the polymer should be sufficiently resistant to compression that it does not substantially compress under normal foot traffic (e.g., it preferably does not compress, or at least compresses less than 50% of its thickness when subjected to a force of three hundred pounds applied over a {fraction (1/4)} inch square area). Further by way of example, heating elements 100 or 200 that are to be used to line the walls of a cargo bay should be able to withstand normal impacts expected from loading, unloading, and shifting of cargo in the bay.
Compression resistance of the polymer protects the electrical resistance heating material 10 or 110 from impacts that would sever all or part of the electrical circuit of which the material is part. Compression resistance also preserves the insulative properties of the polymer such that the heating material does not create an electrical short with nearby electrically conductive components. It is also preferable that the polymer 12 or 112 is substantially inelastic, so that impacts that result in potentially damaging compression of the polymer remain apparent after the impact, so that the potential damage can be assessed and the need to repair or replace the heating element 100 or 200 can be judged. In one embodiment, the polymer is sufficiently non-compressible that it compresses less than 50% of it's thickness when subjected to a force of three hundred pounds applied over a {fraction (1/4)} inch square area. In another embodiment, the polymer is sufficiently non-compressible that it compresses less than 50% of it's thickness when subjected to a force of five hundred pounds applied over a {fraction (1/4)} inch square area. In another embodiment, the polymer is sufficiently non-compressible that it compresses less than 20% of it's thickness when subjected to a force of five hundred pounds applied over a {fraction (1/4)} inch square area. In yet another embodiment, the polymer is sufficiently non-compressible that it compresses less than 50% of it's thickness when subjected to a force of one thousand pounds applied over a {fraction (1/4)} inch square area. In yet another embodiment, the polymer is sufficiently non-compressible that it compresses less than 20% of it's thickness when subjected to a force of one thousand pounds applied over a {fraction (1/4)} inch square area. Use of a compression- and impact-resistant polymer allows a thinner, and therefore lighter, heater than would be possible with an elastomeric or rubbery material, thereby reducing weight and yielding improved fuel efficiency for the aircraft.
Other criteria important for polymer selection are flammability and toxicity. In the environment of an aircraft in flight (or on the ground), access to fire-fighting materials and personnel can be severely limited, and passengers and crew members may not be able to escape. For these and other reasons, the polymer 12 or 112 selected for encapsulating the heating material 10 or 110 should be selected to be substantially non-flammable, both at the anticipated temperature of the compartment in which the heating element 100 or 200 will be used and at the temperature that the heating material is anticipated to attain upon application of voltage thereto. In the event the polymer is induced to burn (e.g., by a fire occurring outside the heating element), the smoke, fumes, particles, and other materials released from the heating element preferably exhibit relatively low toxicity. This can be achieved by selecting materials (including polymers) which are known not to produce highly toxic materials upon combustion.
Examples of suitable polymers include thermoplastic materials such as fluorocarbons, polypropylene, polycarbonate, polyetherimide, polyether sulphone, polyarylsulphones, and polyetheretherkeytones, polyphenylene sulfides, and mixtures and co-polymers of these thermoplastics. This list of examples is not exhaustive. Substantially any polymer that exhibits low compressibility, resistance to melting, and high electrical resistance at its anticipated operating temperature can be used.
In one embodiment, at least one portion of the heating element 100 and 200 is made from a polymer 12 or 112 having a relatively high thermal conductivity, so that heat generated by passing current through the electrical resistance heating material will flow from the heating material to the exterior of the heating element. In one embodiment, the heating element is sheet-shaped, and one face of the sheet is formed from a polymer having a significantly (e.g., 2-fold, 5-fold, or higher) greater thermal conductivity than the polymer from which the opposite face of the sheet is formed. In this embodiment, a greater proportion of the heat generated by the heating material flows through the first face (i.e., the face with the higher thermal conductivity) than through the other face. Such an embodiment can be made, for example, by laminating two polymer sheets together with the heating material interposed between them. This can be achieved, for example, by printing or placing the heating material on one polymer sheet and thereafter laying the other polymer sheet across the first and bonding the two polymer sheets under pressure, in an evacuated vessel, or both.
The polymer 12 or 112 used to encapsulate the heating material can contain up to about 40% (preferably 5% to 40%, by weight) fiber reinforcement, such as graphite, glass, ceramic, or polyamide fiber. These polymers can be mixed with various additives for improving thermal conductivity and mold-release properties. Thermally conducting, preferably substantially non-electrically conducting, additives can be used in amounts of about 5-80 wt %. Desirable thermally-conducting additives include ceramic powder such as Al2O3, MgO, ZrO2, boron nitride, silicon nitride, Y2O3, SiC, SiO2, TiO2, and the like.
Rigid polymeric panels can exhibit better endurance properties in certain working environments (e.g., when minor impacts are routine). For this reason, relatively rigid polymer-encapsulated heating elements are desirable for some uses (e.g., to line aircraft cargo bays in which contact between the walls of the bay and cargo or cargo handlers is not unusual). As with polymer softening agents and methods, compositions and methods for enhancing the rigidity of various polymers are known in the art. Selection of a polymer rigidity-enhancing agent or process is merely a routine design choice. When a polymer-encapsulated heating element described herein is made relatively rigid, it is preferably formed in substantially the same shape as that in which it will ultimately be activated.
A variety of other additives are available for polymers to tune specific properties, such as water resistance, heat resistance, impact strength, and the like. The selection of these additives is a routine design choice, driven by the needs of the particular requirements for the heater panel so long as its ability to insulate the electrical resistance heating material is retained.
Additional protection of polymer-encapsulated heating elements 100 and 200 described herein can be achieved by adding reinforcing materials (e.g., fiberglass fibers) to the polymer 12 or 112 which encapsulates the electrical resistance heating material 10 and 110 or by coupling the heating element with a protective layer, such as a thin metal plate or layer.
Many polymers are relatively poor heat conductors. For this reason, �hot spots��areas of localized heating�can occur on a polymer-encapsulated heating element disclosed herein. In many applications, relatively uniform heating of the heating element is desirable. Uniformity of element heating can be enhanced by associating the heating element with a relatively good heat conductor, such as metal strips, screens, or plates or ceramic fibers or plates. The heat conductor can be embedded within the polymer, applied to the surface of the polymer, or both. If the heat conductor is a poor electrical conductor, the electrical resistance heating material can be pressed or adhered against the heat conductor or embedded within it prior to encapsulating the heating material with the polymer.
In one embodiment, a sheet-shaped polymer-encapsulated heating element has five elements. In this example, the element comprises two sheets of a relatively heat-conductive polymer and one sheet of a relatively heat-non-conductive polymer (i.e., the two sheets of polymer each exhibit a greater thermal conductivity than the one sheet). The electrical resistance heating material 10 and 110 is sandwiched between the two relatively heat-conductive polymer sheets. A metal (e.g., aluminum) film is sandwiched between one of the two sheets and the relatively heat-non-conductive polymer sheet. The metal film covers most of the area of the heating element (and optionally extends to the edges of the polymer sheets). Heat from the activated electrical resistance heating material flows through the relatively heat-conductive polymer sheets to either the exterior of the heating element or to the metal film. Heat that reaches the metal film spreads across the area of the film and thence into one of the adjacent polymer layers (and out the sides of the heating element if the metal film extends to the edge thereof). Because one of the two adjacent polymer layers has a higher thermal conductivity than the other, a greater proportion of the heat should pass to and through that layer. The heat generated by this heating element will be more uniformly spread across the surface of the heating element than it would be across the surface of an otherwise identical element that lacked the metal film layer. A second embodiment is identical to the one described in this paragraph, except that the positions of the heating material and the metal film are reversed.
When it is preferable that the polymer-encapsulated heating element 100 and 200 generate heat preferentially at one portion of the element than at another, one or more insulating materials can be interposed between the electrical resistance heating material and the areas at which heat generation is not preferred. The insulating material can be embedded with the polymer 12 or 112 (e.g., as a sheet in a laminated sheet-shaped heating element), applied to the exterior of the heating element, or both. The identity of the insulating material is not critical, so long as the insulating material can withstand the normal operating temperature of the heating element. Examples of insulating materials include asbestos fibers and cloths, glass fibers and cloths, spun cotton, wool, felt, or other textiles, polymer foams, and insulating ceramic materials. Selection of an appropriate insulating material is a routine design choice, taking into account the normal operating temperature of the heating element, any need for flexibility of the heating element, the cost of the insulating material, and other routine design factors. Any insulation should also be selected to have relatively low flammability and low toxicity in the event that it is caused to burn.
Electrical Connectors
Because the electrical resistance heating material 10 and 110 of the heating element is operated by flow of electric current, means for providing the current to the heating material are necessary. Although the heating material 10 and 110 could extend beyond the encapsulating polymer 12 or 112 so that electrical connection could be made therewith, this arrangement results in an exposed portion of heating material. In light of the high temperature exhibited by many electrical resistance heating materials, this arrangement can therefore be undesirable. In the environment of an aircraft in flight, exposed high temperature materials can cause fire or damage to other aircraft components, and these occurrences might be difficult to detect or remedy. A preferable arrangement is for the electrical resistance heating material to be completely encapsulated in the polymer(s) of the heating element, so that no portion of the heating material contacts the environment surrounding the heating element.
Complete encapsulation of the heating material can be achieved by connecting the heating material with an electrical conductor at a junction that is isolated from the exterior of the heating element by one or more polymer layers. By way of example, a wire can be brazed, soldered, welded, clamped, or otherwise securely contacted with ends of the heating material. The heating material, the junction between the heating material and the electrical conductor, and optionally a portion of the electrical conductor can be embedded with a polymer or laminated between polymer sheets.
The identity of the electrical conductor is not critical. It can be substantially any electricity-conducting material, although conductors with relatively low heat conductance can be preferable. Examples of suitable electrical conductors include metallic terminals 14 and 114 (e.g., button or stud-post terminals), wires, and the like. The electrical conductor is preferably adapted to facilitate connection with an aircraft electrical system. By way of example, the electrical conductor can be a pair of wires (i.e., one attached to each end of the heating material) that are embedded in the polymer at their proximal ends and that have stripped distal ends. As another example, the electrical conductor can be a pair of threaded terminal posts for receiving a ring- or flared spade-type electrical connector for connecting the terminal to an aircraft electrical system. In this example, the heating element can be supplied with screw-on fasteners for securing an electrical connector to the terminal post.
A pair of metal terminal studs can be brazed to the ends of a nickel-chromium alloy heating material, and the junctions between the studs and the material are encapsulated with the polymer 12 or 112 of the heating element 100 or 200. Individual wires are welded to each of the two terminals. The portion of the terminal extending beyond the polymer of the heating element and the proximal ends of the wires (i.e., the ends welded to the terminals) are covered in a non-conducting material, such as the same or a different polymer. Alternatively, the heating material can be joined with terminal studs or with the wires by crimping the heating material, the wires, or both, within any of a variety of known crimpable electrical connectors. Furthermore, multiple heating materials can be connected within the polymer using such elements (i.e., by connecting the materials prior to polymer encapsulation). The distal ends of the wires are stripped to facilitate easy connection to an aircraft electrical system. It is preferable that there be no exposed conductive surface other than the portion of the heating element that is used to electrically connect the element with an aircraft's electrical system. This reduces the possibility of short-circuiting, electrical arcing, and ignition.
A plurality of the heating elements 100 and 200 described herein can be installed in the same aircraft, either in the same compartment or in different compartments. Multiple heating elements can be electrically connected in series, in parallel, or in some combination thereof.
An electrical controller can be installed between the polymer-encapsulated heating element(s) 100 and 200 installed in an aircraft compartment and a voltage source to which the element(s) are connected. By limiting voltage applied across the electrical resistance heating materials of the elements, the controller modulates the amount of heat generated by the heating elements.
The way in which the electrical controller operates is not critical. It can, for instance, modulate voltage (and therefore current) in response to the temperature within the aircraft compartment in which the controlled heating element(s) are installed. Alternatively, the controller can operate on a simple timing mechanism (i.e., alternating one-minute voltage application and disconnect periods). However, owing to the danger of overheating on an aircraft, the electrical circuit of which the heating element(s) are part preferably contains some temperature controller that is able to decrease or interrupt voltage if a maximum temperature is reached in the compartment in which the heating element(s) are located. The temperature controller can, for example, be a thermostat (e.g., a simple set temperature on/off thermostat), a thermistor, a fusible link, a bimetallic switch, or the like. In one embodiment, each heating element has a temperature controller (e.g., a fusible link or bimetallic switch) associated therewith, such that voltage applied to the heating element is interrupted if the temperature of the heating element exceeds a selected value.
In one embodiment, multiple temperature sensors (e.g., thermocouples) are located at different locations within the same compartment. The sensors can be connected to a single electrical controller that modulates voltage for all of the heating elements in the compartment. Alternatively, the sensors can be connected with one or more electrical controllers, whereby voltage is controlled for individual heating elements or groups of heating elements located in different parts of the compartment. In this way, heating elements in different parts of the same compartment can be activated independently to modulate the temperature in the different parts of the compartment. By way of example, if the temperature at the back of a cargo compartment is lower than the temperature at the front of the compartment, the heating elements installed in the rear of the cargo compartment can be activated (or activated for a longer period or at a higher voltage than those in the front) to more nearly equalize the temperatures in the front and back of the compartment. As another example, heating elements located in close proximity to various passenger seats can be activated to raise the temperature to a level set for all seats in the passenger compartment or to temperature levels desired by passengers using thermostats associated with individual seats or groups of seats.
If a greater amount of heat is desired in a certain location to provide a higher temperature environment or compensate for a greater heat loss, an alternative to a temperature controller is to increase the amount of heat generated by the electrical resistance heating material in that location as compared with the surrounding region. This can be done by decreasing the spacing of the circuit path described by the electrical resistance heating material, or by reducing the resistance per unit length of the material in that location. This will cause the heater to dissipate additional power, generating more heat in the desired area. Likewise, reduced heat can be generated by increasing the circuit path spacing or increasing the resistance per unit length of the electrical resistance element material.
Methods of encapsulating electrical resistance heating elements in one or more polymers are known in the art, and the particular method used to achieve the encapsulation is not critical. Examples of suitable methods are described in U.S. Pat. No. 5,521,357, U.S. Pat. No. 5,586,215, and U.S. Pat. No. 6,415,501. Basically, an electrical resistance heating material 10 and 110 is formed into a circuit path. The heating material 10 and 110 can be free-standing (e.g., a length of resistance wire bent into a serpentine path), supported (e.g., a length of resistance wire unable to retain its shape under the influence of gravity, stitched to a non-woven fiberglass mat), or formed on a substrate (e.g., a conductive film formed on a polymeric sheet). Some type of electrical conductors 14 and 114 (terminals, wires, etc.) are connected to the ends of the heating material. The entire length of the heating material 10 and 110 is encased in one or more polymers 12 and 112 (except for the portion where the electrical connectors meet the heating material). The polymer 12 or 112 can be molded about the heating material (e.g., by suspending the heating material in an injection mold that is subsequently filled with a thermosetting polymer resin. Alternatively, the heating material 10 and 110 can be sandwiched between polymer sheets that are laminated (e.g., fused, adhered, staked, stapled, etc.) together and/or laminated, glued, removably attached (e.g., using a hook-and-loop-type fabric or other fastener), or otherwise fixed to an aircraft floor or wall panel. The resulting heating element 100 or 200 can be connected to an aircraft electrical supply by way of the electrical conductors.
A specific example of a method of manufacturing a polymer-encapsulated heating element is set forth in Example 1.
Use of Polymer-Encapsulated Heating Elements in Aircraft Compartments
Polymer-encapsulated heating elements can be advantageous for use in aircraft compartments for a variety of reasons. For instance, if the electrical resistance heating material 10 and 110 is contained within a polymer 12 or 112, then the likelihood is decreased that a fire could be caused by contact between the activated electrical resistance heating material and a flammable material in the compartment. Flammability and explosion hazards attributable to flammable or explosive vapors can also be decreased in the absence of an exposed electrical resistance heating material surface. Unlike heating systems that use power plant compressor bleed air as a heat source, polymer-encapsulated electrical resistance heating elements do not decrease the thrust or fuel efficiency of turbofan or other jet engines.
Another significant advantage of polymer-encapsulated heating elements 100 and 200 is that they can be placed at multiple locations in an aircraft compartment and operated independently. In this way, the temperature of regions of an aircraft compartment that are not well controlled by existing heating systems (e.g., �cold� regions of a passenger compartment having an air heating and recirculation system) can be increased by installation of the heating elements in those regions. The temperature of different regions of the compartment can thereby by manipulated, either by the crew of the aircraft or by its passengers.
In one embodiment, one or more polymer-encapsulated heating elements 100 and 200 described herein are installed in an aircraft in sufficiently close proximity to a passenger or crew seat that heat generated by the heating element warms a person in the seat (i.e., either directly or by warming air in the vicinity of the seat). Activation of the heating element 100 or 200 can be modulated by a controller (e.g., a thermostat) that is operable by a person in the seat. For example, a thermostat controlling activation of one or more of the heating elements can be located on the seat (e.g., on an armrest) or at a location (e.g., on a cabin wall) near the seat. Suitable locations for heating elements used for this purpose include i) within the seat, ii) beneath the leg space of the seat, iii) in a wall or ceiling of the compartment adjacent the seat, and iv) on a surface (e.g., on a retractable airline seat-back tray table) in front of the seat. Of course, heating elements 100 and 200 can be installed in close proximity to multiple seats on an aircraft (e.g., in close proximity to all passenger seats), and the heating elements corresponding to a seat can be operable by the seat occupant. Alternatively, heating elements 100 and 200 corresponding to a plurality of seats (e.g., all of the seats in a selected row or section of an aircraft) can be jointly operable by a single controller.
In another embodiment, one or more of the polymer-encapsulated heating elements 100 and 200 described herein are used to heat a compartment of an aircraft that contains cargo or baggage, but that does not contain people. In this embodiment, activation of the heating element within the compartment heats the air within the compartment. Maintenance of a minimum temperature or periodic heating can be important for preventing cold-related damage to cargo or items contained in baggage.
One way to achieve this purpose is to line all or a substantial portion of the wall of the compartment defined by an exterior surface of the aircraft with sheet-shaped polymer-encapsulated heating elements described herein. The sheets can be attached to the ribs of the aircraft fuselage, for example. Installed in this way, the sheets can serve both as an insulator (i.e., isolating compartment air from the cold exterior surface of the aircraft in flight) and as a heater (i.e., adding heat to the air in the compartment). Addition of an insulating material to the exterior (i.e., non-compartment side) of the sheets can reduce heat loss to the exterior of the aircraft, decreasing the energy needed to maintain compartment temperature. Incorporation of an insulating material (e.g., by forming the exterior face of the sheet using a polymer having a relatively low thermal conductivity, relative to the polymer used to form the internal face of the sheet) into the sheet can have the same effect.
When the surface covered with heating element sheets installed in this manner is relatively large, this method has the added advantage that the heating elements can be operated at relatively low power and low temperature, thereby decreasing the danger of fire caused by heat build-up between a heating element and an item in the compartment. Nonetheless, mounting the heating element sheets in a way in which contact between the sheet and an item in the compartment is minimized or avoided can be preferable.
The heating element(s) 100 and 200 that are installed in an aircraft compartment can be operated to substantially offset predicted, measured, perceived, or anticipated heat loss from the compartment. Thus, although the heating elements will not necessarily warm the compartment (i.e., they will not necessarily effect a temperature increase within the compartment), they can slow, limit, or prevent cooling of the compartment. In this way, the temperature within the compartment can be maintained, permitted to drop relatively slowly, or kept above a minimum value.
In still another embodiment, a polymer-encapsulated heating element 100 or 200 as described herein can be used to warm or maintain the temperature of an avionics compartment. It is known that various electronic devices function best within a range of temperatures (the particular temperatures depending on the device). When the temperature of an environment in which an aircraft operates is expected to fall outside this range, at least at times, an electronic device can malfunction or fail. These temperature effects can limit the equipment that can be used in an aircraft's anticipated environment. Furthermore, unanticipatedly cold conditions can interfere with operation of an aircraft's electronics, potentially endangering flight safety. By including a polymer-encapsulated heating element described herein in an avionics compartment of an aircraft, the temperature of the compartment can be maintained within a range amenable to proper operation of the instrument(s) in the compartment.
In yet another embodiment, a polymer-encapsulated heating element as described herein can be used to warm or maintain the temperature of a compartment containing temperature-sensitive mechanical equipment (e.g., aircraft landing gear or a weapon system). Of course, maintenance of temperature with the compartment can be effected to protect both electronic and mechanical (including hydraulic) systems.
Unlike prior art component heaters, the polymer-encapsulated heating elements 100 and 200 described herein need not contact temperature-sensitive mechanical devices or electronic components. This is because the heating elements 100 and 200 described herein can maintain an adequate temperature within the compartment containing the device or component, rather than transferring heat to the device or component by conduction. This can be advantageous for avoiding heat damage to sensitive electronic components and for simplifying the construction and operation of a mechanical device (i.e., because the device need not have the heating element bolted, strapped, or glued thereto or wrapped around it).
Polymer-encapsulated heating elements 100 and 200 can be included in newly constructed aircraft during the assembly process. Alternatively, such heating elements can be added to existing aircraft. The heating elements can also be added to an aircraft as a readily-removable component, so that the heating elements can be removed when the aircraft is to be used in an environment in which compartmental heating is not desired.
The shape of the heating element 100 or 200 attached to an aircraft is not critical. For ease of manufacture, flat shapes can be preferred, such as a generally rectangular sheet of polymer encapsulating an electrical resistance heating material, as shown in
Individual heating elements, or sets of heating elements, adapted to fit within in a compartment of a selected aircraft (e.g., the forward cargo compartment a Boeing 747-400 jet) can be sold in standardized sizes. By way of example, an individual heating element having a shape adapted to the shape of the starboard side wall of the Boeing 747-400 forward cargo hold can be made, and can include holes or other adaptations for attaching the heating element to ribs on the wall of the hold. Alternatively (and preferably, for so large an area), a set of heating elements can be made, wherein the set comprises multiple heating elements. Each of the heating elements can be adapted to fit on a particular part of the starboard side wall of the Boeing 747-400 forward cargo hold and can have holes or other adaptations for securing the individual heating elements to its corresponding part of the wall, such that when all of the parts of the kits are installed, all or substantially all of the wall is covered by heating units.
Similarly, sets of identical heating units (e.g., rectangular heating elements which fill the space between many, but not all, of the ribs or spars in an aircraft compartment) can be made. Those identical heating units can be installed at locations in the compartment at which the units fit, and remaining spaces can remain without heating units.
In another embodiment, the heating elements 100 and 200 described herein are sold as a kit adapted for modification of a portion of an aircraft compartment, wherein the portion is located in close proximity to a crew or passenger seat. By way of example, such a kit can include i) a panel-shaped polymer-encapsulated heating element adapted to fit on the back of a standard first class seat of a Boeing 747-400 aircraft, ii) another panel-shaped polymer-encapsulated heating element adapted to fit beneath the leg space of the same seat, and iii) one or more other panel-shaped polymer-encapsulated heating elements, each adapted to fit on a cabin wall or ceiling located in close proximity to the same seat. The kit can also include an electrical voltage-controlling element (e.g., a thermostat) which can be electrically connected in a circuit with the heating elements of the kit and a source of electrical potential (i.e., voltage) and which can be mounted in sufficiently close proximity to the seat that it can be operated by the seat occupant.
The means by which the heating element 100 or 200 is attached to an aircraft is not critical. When the heating element is designed for use in a known location in a particular aircraft, then the heating element can be adapted for mounting to connectors or structural elements (e.g., mounting tracks or threaded holes) that are present at that location. When the precise location or the identity of the aircraft in which the heating element is to be used is not known, the heating element can have mounting elements (e.g., holes, half of a hook-and-loop type fabric fastener, snaps, or buttons) located at standard distances (e.g., every two or four inches) along one or more edges of the heating element. The heating elements can be mounted rigidly to a portion of the aircraft, for example by screwing or bolting the heating elements to the airframe. The heating elements can instead be resiliently mounted to a portion of the aircraft, for example using elastic lashing or an elastic cement.
Although a polymer-encapsulated heating element 100 or 200 described herein can be mounted substantially permanently to the aircraft (e.g., by bonding the heating element to the interior of a fuselage panel), in certain embodiments the heating panels are removable. Removability of the heating panels facilitates replacement of any malfunctioning or damaged panels and reduction of aircraft weight when the heating panels are not needed. Examples of removable mountings for the heating elements described herein include screws, bolts, plastic straps, hook-and-loop type fabric fasteners, snaps, buttons, ties, and retaining rails.
Multiple polymer-encapsulated heating elements can be fastened to one another to form a heating element assembly prior to attaching the assembly to an aircraft. The means by which individual heating elements are attached to one another is not critical. By way of example, the heating elements can be in the form of sheets, and the sheets can be glued, clamped, staked, stapled, bolted, or welded together. In this way, heating element assemblies adapted to fit irregular spaces in an aircraft compartment (e.g., a portion of a compartment wall adjacent a window, a door, or both or part of the floor of a passenger cabin) can be made by attaching heating elements having basic geometric shapes (e.g., squares, rectangles, and triangles) to one another. Manufacture of basic geometric shapes can be simpler than manufacture of more irregular shapes because irregular molds and extensive post-molding trimming is not required. The method used to attach the individual heating elements preferably does not affect the resistance of the heating material 10 or 110 or the dielectric strength of the polymer 12 or 112.
The polymer-encapsulated heating elements 100 and 200 preferably have a portion that does not contain the electrical resistance heating material therein. By way of example, a rectangular heating element in the form of a sheet can have dimensions of about 8 inches in length and 12 inches in width (ignoring the depth), wherein the electrical resistance heating material is no closer than one inch to any of the four sides of the 8�12 inch rectangular area (i.e., the electrical resistance heating material is present only in a 6�10 inch area of the sheet). The one-inch border can be punctured, staked, glued, clamped, cut, or otherwise manipulated without damaging the electrical resistance heating material.
As an example, another way in which the polymer-encapsulated heating elements 100 and 200 described herein can be used is as follows. Aircraft frequently have dual walls having a space therebetween (e.g., a space between an exterior fuselage panel of the aircraft and the surface of a passenger compartment therein). A polymer-encapsulated heating element 100 or 200 can be disposed within this space and activated to heat the space and prevent cooling of the internal wall by maintaining the temperature of the inter-wall space. As a result, less insulation need be used to prevent cooling of the inner wall, and fuel efficiency of the aircraft can be increased. The temperature of the space can be maintained at substantially any desired temperature during flight (e.g., greater than 32, 40, 50, 60, or 70 degrees Fahrenheit).
The invention is now described with reference to the following Examples. These Examples are provided for the purpose of illustration only, and the invention is not limited to these Examples, but rather encompasses all variations which are evident as a result of the teaching provided herein.
Manufacture of a Polymer-Encapsulated Heating Element for an Aircraft Compartment
This Example describes how a sheet-shaped polymer-encapsulated heating element suitable for use in an aircraft compartment was made.
Resistance wires made from various alloys known for this purpose were spun together to form a stranded wire (electrical resistance heating material) having a desired resistance value required for the particular heater. The stranded wire comprised copper/Nickel resistance alloys including those known in the art as Alloy 180, Alloy 90, Alloy 60, and Alloy 30. The stranded wire was sewn onto a random non-woven fiberglass mat in a serpentine pattern having a size somewhat smaller than the total area of the final heating element. The fiberglass mat was trimmed to also be somewhat smaller than the total area of the final heating element.
A Teflon� sheet was draped across the bottom plate of a lamination mold. The mold was a flat aluminum plate with a slightly raised border that matched the size of the final heating element. A black polycarbonate sheet (Lexan� FR700-701, 0.020 inch thick) having the size and shape (e.g., a rectangle having dimensions of 34 inches by 23 inches) of the desired heating element was placed atop the Teflon� sheet. The fiberglass mat with the attached electrical resistance heating material was placed atop the polycarbonate sheet, and a second, identical sheet of polycarbonate was place on top of the fiberglass mat. A silicone rubber pad (about {fraction (1/8)} inch thick) was place atop the layers, and this was topped with a thin (0.06 inch) aluminum plate. The assembled layers were provided to a lamination press.
The lamination press had been preheated to about 390-400 degrees Fahrenheit prior to providing the stacked sheets thereto. After providing the sheets to the press, the press was activated. The stacked sheets were compressed for two minutes at a pressure of 37.5 pounds per square inch (gauge), and then for 8 minutes at 210 pounds per square inch (gauge). After these compression steps, the lamination press was deactivated, and the laminated materials were left on the platen of the press for 10 minutes while the press cooled. The mold was removed, and the laminated heating element was withdrawn from the mold.
Multiple panels made as described in this example were fastened to one another by ultrasonic staking.
Load Testing of Polymer-Encapsulated Heating Element
A polymer-encapsulated heating element made as described in Example 1 was subjected to load testing. In this testing, a force of 500 pounds was applied using a {fraction (1/4)} inch�{fraction (1/4)} inch steel pad to a heating element having a carpet and carpet pad thereon. This load was applied 10 times at evenly spaced locations across the face of the heating element, and then seven additional loads (increasing incrementally to 1245 pounds) were applied to evenly spaced locations across the face of the heating element.
The resistance of the electric circuit path in the heating element did not significantly increase following any load application step. These results indicate that the polymer-encapsulated heating element is able to endure load application that is no more than typical in some aircraft compartment environments. These results also indicate the suitability of using such heating elements in such compartments.
The disclosure of every patent, patent application, and publication cited herein is hereby incorporated herein by reference in its entirety.
While this invention has been disclosed with reference to specific embodiments, it is apparent that other embodiments and variations of this invention can be devised by others skilled in the art without departing from the true spirit and scope of the invention. The appended claims include all such embodiments and equivalent variations.
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Weather schedule changes
Due to the winter storm forecast, please note the following schedule changes for ANNIE GET YOUR GUN:
- The performance of Tuesday, January 6 will be held at 8:00pm as planned.
- The performances of Wed, January 7 and Thurs, January 8 have been cancelled, and have been rescheduled to Monday, January 12 at 5:00pm and 8:30pm and Tuesday, January 20 at 8:00pm.
Ticket holders for these performances will receive additional personalized information to cancel or exchange their seats.
We apologize for any inconvenience caused. There's no business like snow business!
Annie Get Your Gun
Encore! Educational Theatre Company proudly presents Irving Berlin's classic musical Annie Get Your Gun.
Ticket Prices
|Regular price:
|Students/Soldiers with ID:
|Children (to age 12):
|Group of 10 or more:
|90 NIS (10 or more tickets in a single purchase for 1 performance)
Held in the Hirsch Theater at Beit Shmuel
6 Shamma Street, Jerusalem
- Tuesday, Dec 30, 08:00PM
- Wednesday, Dec 31, 08:00PM
- Thursday, Jan 01, 08:00PM
- Tuesday, Jan 06, 08:00pm
- Wednesday, Jan 07, 05:00PM
- Wednesday, Jan 07, 08:30PM
- Thursday, Jan 08, 08:00PM
- Monday, Jan 12, 5:00pm (tentative)
- Monday, Jan 12, 8:30pm (tentative)
- Tuesday, Jan 20, 8:00pm (tentative)
Continue to place ticket order
Limited tickets may be available for purchase on the day of the performance at the theater (cash or check payment only).
Israeli credit cards and most non-Israeli cards readily accepted. Due to some issues with the system, non-Israeli American Express cannot be accepted at this time.
Our new ticket ordering system is now being tested and some delays or errors may occur.
Please be patient with us and, if necessary, call our box office staff between 10:00 a.m. and 3:00 p.m. at (054) 578-9006 for assistance.
Cancellation of ticket orders will be accepted up to one week before the specified performance.
We will refund payment for tickets on cancellations up to one week before the specified performance. No refunds will be given on cancellations made less than one week before the specified performance.
We will exchange tickets for a different performance up to one week before the specified performance, pending ticket availability.
"Online orders – Sending Tickets" (e-mail/post)
All on-line (credit card) orders (either reserved independently via our website or by Encore's phone service) will receive confirmation via email. Please be aware of the following:
- You should receive several emails from your online order: confirmation from credit card company, confirmation from Encore, and an email with your tickets (which you should print out and bring to the theatre on the night of the performance).
- Tickets will be emailed within 24 hours. If you do not receive the tickets via email within 24 hours, please contact Encore: 054-578-9006
- If you requested to have your tickets waiting at the box office please arrive early (30 minutes before the start of the performance) to pick up the tickets.
- In situations where ticket demand is particularly high (as has happened on several occasions during past productions), those who do not pick up their tickets (especially unpaid ticket orders) by 15 minutes before a performance will forfeit their tickets, and the tickets will be sold to any patrons who may be waiting at the box office to buy them.
- On the day of a performance, we cannot accept ticket orders once the online box office is closed. Those wishing to purchase tickets on the day of a specified performance can call 054-578-9006 to check if tickets are available and/or should come to the box office at least 30 minutes before the performance to purchase tickets.
- Tickets purchased at the box office on the day of the show can be paid for with either cash or check only. No credit card payments can be processed at the box office.

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Not Available
|Quick Glance
|Operating System
|Microsoft Windows Mobile 5
|Data Capabilities
|3G/UMTS, EDGE, Enhanced Message Service (EMS), GPRS
|Form Factor
|Interface Connection
|USB - Universal Serial Bus, Bluetooth
|MicroSD Card
|Smart Features
|Camera Flash, Email, Integrated Camera, Integrated MP3 Player, Java, Video Conferencing, Voice Recorder
|Physical Features
|Input Method
|Control Pad, Keyboard, Stylus, Touchscreen
|System Features
|Processor Speed
|400 MHz
|Internal Storage Memory
|Rear Camera
|Rear Camera Megapixels
|Wireless Communication
|Cellular Frequency Technology
|GSM 1800Mhz, GSM 900Mhz, GSM 850MHz, GSM 1900MHz
|Max Standby Time (Battery)
|200 hour(s)
|Max Talk Time (Battery)
|5 hour(s)
|4.5 in
|2.3 in
|0.9 in
|6.2 oz
|More Info
|Additional Specifications
|Included Devices
|Headphones, USB Cable
|Normalized-Installed Memory
|Network Architecture Supported
|Wireless Ethernet - 11 Mbps IEEE802.11b, Wireless Ethernet - 54 Mbps IEEE802.11g
|Special Features
|Handwriting Recognition, Voice Dialing
|8525 Smartphone
|Color Depth
|65,536 Colors (16-bit)
|Normalized-Processor Speed
|Installed Memory
### I absolutly love this phone, I used to carry around a PALM PDA and a cell phone and decided to find something that would replace the both of them. However, most smart phones don't offer the beloved WiFi, because I didn't want to buy the data...plan this meant I would have to lug around my two devices. Since this phone has wifi built in along with Windows Mobile, I decided to take the risk, and I'm so glad I did. Its definitly a number one pick! Read more Less
### I got it when it came out, and was really expensive, but worth it! I like the fact that I can search the web and it is fast. I also like the fact that I can connect it to my laptop and the internet is super fast. I love it! There really isn't anythin...g bad about this phone. I like every single thing about it! Read more Less
### Ease of use isn't bad if know your way around a computer. Typical for windows: many settings are hidden in strange places or not logically grouped. Even if you're are a tech-junkie, you'll probably spend a lot of time figuring this out. More features...means there's more to set up and more to learn. I've had mine for almost 6 months and I've finally got my settings perfect. God forbid I'll have to do a hard reset. Once you have your "push" email, Bluetooth sync, and favorite software set up, the 8525 is an incredible tool. All things considered, I would have paid more for it. TIP: Search the web for a free app called PTTFix. This allows you to program the useless PTT button to do something else. Three things frustrate me: 1. No locking switch. My old PDA had a handy "hold" switch on the side. WM5 has a software lock, but it's cumbersome. You can push the power button during a call to keep from pushing buttons with your face, but nothing keeps it from answering when you touch the case it's ringing in. 2. The camera's good, but the cheap LED flash is worthless. This almost ruins the point of a 2MP camera. 3. The Headphone jack is a mini USB jack. You have to use the included "special" headphones (cheap, tangle-prone, short, POS). Good news: There's a $30 adapter out there somewhere for the HTC Hermes that converts mini-USB to 1/8" stereo. But if you're shelling the dough out for this phone, you'll probably drop $100 on some BT headphones. Read more Less
### I love the phone and after you learn to use the phone then it is very easy to use, however that is the only real complaint I have. I don't know if none of them do but mine didn't come with a book, and even the tutorial online is not accurate and give...s no real help. Granite tech support has been friendly and helpful they are looking at the same tutorial I am on the computer. So so far has been a slow learning process and one that I am able to not have a problem due to the quality of the phone. A very great phone!! Read more Less
### This is my favorite phone yet!! I had, non-PDA phones (like Razr..), Blackberry, SX66 & 8125, & this is the best yet. Looks HOT, compact, battery life is much better than any of my other PDA phones, I can use it a lot during the day (check emails, su...rf the web & talk on the phone) & charge it at night. The slide out keyboard has nice big/wide keys for typing fast, surfing the web is much faster even when I'm not in the 3G areas, it is easy to use with one hand with the soft keys & scroll wheel, the camera takes great pictures when uploaded on the computer. Honestly, I think the list can go on with the pros so let me get to the cons. I have had a few times where I wasn't getting my emails. I have the phone set up so every 15 minutes it would check automatically, but they didn't go thru, I had to manually select "send/receive". I either had to reboot the phone, take out the battery, turn it off, &/or reset the internet connection. I have had the phone about 4 months & have had to do it about 7 times. I bought a 1G SanDisk micro SD card & at first it got stuck in there but now it fits good. I have also noticed it not 'clicked' in there properly, so if I didn't notice it I would of lost it, but that is a minor problem. Overall I am VERY happy with the phone. I haven't used all the features 'yet' but so far I am very happy. I usually get sick of phones every 6 months & want a new one. I'm not even close to getting sick of this phone. Read more Less
### I am a tech; and I have owned and reviewed many PDA/Black Berries phones. This phone is the best phone I have owned yet. The others don't have the networking ability… The capabilities of this phone are everything I have wanted; some users say tha...t the downside of this phone is learning how to use all the features (hmmmm). Well, if a robust phone is NOT what you want stick to your RAZOR or a flip phone. If you want a true PDA phone with all the capabilities available this is your phone. Read more Less
i like it
AT & T 8525 Cell Phone
### First off I am a Treo 650/700P user....loads of apps....goodlink etc. I had to get a WinMobile phone and decided to upgrade my spare phone which was on Cingular. Amazing phone and I made right choice as I also have experience with Treo 750,700W,Q an...d BJack. The 8525 takes a dump all over those other devices. It's all about the apps!! 1. SlingBox......get it and load the WINMOB client on the 8525.....and never be without again!! This alone is worth every penny of the data plan, if you are a mobile worker. 2. Synch with MS EXCH....this blows the doors off goodlink in terms of simplicity and speed. Good does have a few features like access to public folders and notes....but point the 8525 to the corporate owa server and BAM.....you have two way push email. 3. Google Maps.....there is a mobile client and I found it VERY helpful to have on the device....and only wish the 8525 had an OPEN GPS. 4. MSN works great.....IM, hotmail..... 5. Avaya IP Softphone.....perfect example of an app that can run while connected to WiFi. Once again the PDA version is required as well some VPN access...depending on your corp setup. Nothing like flipping the switch on the 8525 and transforming it into a full featured corporate telephone/with access to the complete telephony network.....no air time (WiFi). So get your BT Stereo headsets/ear buds...load up the slingbox.....crank out some emails....set your appts...IM your friends and co-workers....proof your office docs....lookup your next calls directions....check your flight status....trade stocks....access the corp telephone network...and have a nice day. Only had the phone a week....give me a month and the app list will be really cranking!!!! Read more Less
### This thing is great overall. It may be too big if you have a physical job like mine in the army but I still carry it to work everyday. The large touch screen worries me that I will break it eventually on accident, but for most people, that probably w...ill not be a factor. There is no normal keypad for dialing, that is a little annoying. Other drawbacks are that it grabs attention and friends will ask you if they can use it to check on their myspace page or email. It is a fun little pc though, if you have the extra money, it is worth it just for the fact that you can waste so much down-time playing with it. Decent camera and video for a cell phone, Microsoft IE on a phone rules, the screen is great if somewhat vulnerable. I can't wait to see the video games and programs that will come out for Windows mobile in the future. Read more Less
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- May 21st, 2008
my goal is to set up a research centre in cancer biology where i can provide treatment at low cost for all cancer affected people. i can achieve this by bringing innovative technologies that i learned from my stint with the IT company into this field ,which can reduce the cost of medicines/treatment considerably
What goals do you have in your career?How do you plan to achieve these goals
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- How do you optimise your PL/SQL code?
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Women's Under Armour
Get Set Go Skort
Women's Brooks
Versatile Skort
Women's R-Gear
Blown Away Jacket
Night Watch Jacket
Everyday Favorite Tank
Take Shape Hoodie
Peak Performance Jacket
Runner's High Long Sleeve
Scene Stealer Short Sleeve
On the Run Stripe Half-Zip
On the Run Hoodie
On The Run Stripe Hoodie
Women's Nike
Printed Reflective Tights
Pro Hyperwarm Hoodie
Utopia Thermal Tight II
Women's ASICS
Storm Shelter Jacket
Nightlife Essential Jacket III
Abby Pocket Bra
Storm Shelter Pant
Thermopolis Windblocker
Coldgear Compression Mock
Everysport II Short, 4"
Women's Champion
All-Out Support II
Women's adidas
Adistar Stronger Hooded Jacket
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Cute lightweight jacket
By Erika Barnes
from San Diego, CA
Best Uses
This is a really cute lightweight jacket, but provides lots of warmth. The ruffles up the front zipper and slit in the make give it a nice femanine look. I love the contrast panels too - they make it exta easy to move around in, so great for exercising outdoors.
Bottom Line Yes, I would recommend this to a friend
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really cute
By Val
from Napa, CA
Comments about Womens R-Gear Take Shape Hoodie Long Sleeve No Zip Technical Tops:
I am a runner and wore it for a track workout when it was cold out. It does fit snugly so I wore it like a shirt instead of a sweatshirt.
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Grand Forks Park Board keeps officers
The Grand Forks Park Board voted Tuesday to have its officers keep their positions.
Jay Panzer will remain the board's president, and Greg LaDouceur will remain the vice president, said Jill Nelson, a spokeswoman for the Park District.
Panzer has served on the Park Board since 2004 and was first elected president in 2012.
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30 Thank you stickers - 1.5 inch Circle Label AQUA BLUE Wedding Thank You Label Birthday Favor Baby Shower Thank You
Product Info
30 cute 1 1/2 inch AQUA BLUE circle thank you stickers - use these thank you labels to decorate your wedding thank you, baby shower thank you or birthday favors.
***please do not bend them or try and remove them after sticking them down. They are not removable labels so doing so will cause the ink to crease***


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Eph 1:6-7 Daily Christian Devotional Ephesians 1:6-7 - Today's Christian Videos
Embed tw7ministries 2346 views 2010-10-01T23:57:00 What does grace mean? What does redemption mean? Have you had a spiritual debt that you couldn�t pay? Let�s explore this in the 5 minute video devotional through the book of Ephesians.
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Keith Monks Audio have unveiled the new discOvery mini One Sapphire Limited Edition Record Cleaning Machine.
Trade in your old AV equipment for massive savings on new Arcam AV Recievers!
We decided to change it up a bit this week, and put a CD player on the rack in our demonstration rooms.
We've had the Theos speakers in our demo room today, click through to see what we thought!
We are very pleased to announce we are participating in Musical Fidelity MX-HPA new trade in scheme
The 8th best selling album in UK chart history, certified 9 times platinum in the US, not many people want to argue that Brothers in Arms is a classic of an album.
We now have the stunning Audio Suspension Modular Reference equipment rack built up and on display in one of our demonstration rooms.
As you know by now, Rega is the official sponsor of Record Store Day 2015 on 18th April. You also know that they are producing 500 limited edition turntables to commemorate the event...
Despite it's originally critical reception in 1970, After the Gold Rush has grown to become one of Youngs classic albums, and with good reason.
After having this in our demonstration rooms for a couple of weeks now, we're very happy with the Unison Research Simply Italy valve integrated amplifier.
Producing all of the good sounds people look for in valves, yet with a clear and defined signature, the Simply Italy is going to be staying in place in our demo rooms for a good while yet. Click through for more information.
Once again we've been busy looking through our demonstration stock and seeing what we have that we need to move on. Take a look and see if you can grab yourself a bargain today.
One of our favourite bands at the moment, especially this album, it gives the speakers a real workout in our demonstration rooms, so we are especially excited about getting this box set into stock
Here at Analogue Seduction we're always looking for ways to store our headphones, both in our demonstration rooms and at home...
We're adding more Vinyl to our collection!
We're very pleased to announce we have added Bryston to our lineup of products!
Produced with the Sonos equipment specifically in mind, the Flexson VinylPlay turntable includes a built in phonostage, and a built in analogue to digital converter, allowing you to plug this straight into a line level input on your amplifier, into a pair of active speakers, or into your computer.
New from Exposure, the 4th generation of their flagship integrated amplifier 3010S2 D. An upgrade to the 3010S2 Integrated Amplifier, providing you with optional phono or DAC plug in boards.
Saturday 18th April, and the special edition Rega RP1.
Announced at CES this year, the Chord Hugo TT is a real upgrade on the portable version.
The long awaited Arcam CDS27 has finally landed in our warehouse! We will be getting one in our demonstration room today, so get in touch now to arrange to come and have a listen.
Epos K3 Floorstanding Speakers (Pair)£1,399.00
Dynaudio Xeo Link£135.00
Quad Platinum DMP (Digital Media Player)£2,499.95
Cardas Clear Phono Tonearm Cable£990.00
Graham Slee Majestic DAC & Pre Amp£1,600.00
Roksan Kandy K2 Integrated + Power Amplifier Package Deal£1,650.00 £1,150.00
Dynaudio Stand 3x Speaker Stands£220.00
Beyerdynamic DX 160 iE Premium Earphones£85.95
Beyerdynamic DT100 Replacement Foam Insert (Set of 2)£1.99
Origin Live upgrade platter mat (NEW)£39.95
Tannoy Prestige Stirling Gold Reference Speakers£3,950.00
Unison Research Unico CDE CD Player£2,295.00


text: POPSUGAR Celebrity Kate Moss Photos of Kate Moss by Celebrity 9/27/10 0 Shares Like us on Facebook Previous Photo 1 of 11 View on One Page ADVERTISEMENT ( more slides) Next Share This Link Copy 1 Photos of Kate Moss Previous Photo 1 of 11 View on One Page ADVERTISEMENT ( more slides) Next Read More Kate Moss Kate Moss You Can't Start Packing For Coachella Until You Take This Quiz The Ultimate Celebrity Wedding Gallery Kate Moss's Little Sister, Lottie, Makes Her Runway Debut at Paris Fashion Week Which Celebrity Should You Go on Spring Break With? Get the scoop with our daily newsletter Enjoy the latest news on the celebs you love. TV A Listers Movies Young Hollywood Sign up with Link Love Bachelorette alum Kiptyn Locke is expecting a baby — Us Weekly Amanda Seyfried reveals how she gets rid of her stage fright — ET Leighton Meester is still best friends with this Gossip Girl costar — Gossip Girl Rihanna's new single is out, but there's a catch — HuffPost Celebrity Is Taylor Swift's new flame Calvin Harris? — OK! Serena Williams steps out after doing Beyoncé's "7/11" video — Lainey Gossip What the Mighty Ducks cast looks like now — BuzzFeed The real reason Rob Kardashian isn't on KUWTK — People Kelly Osbourne says she has the same cancer gene as Angelina Jolie — The Frisky Latest Celebrity


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Prepping new ceiling for painting
We just had the popcorn ceiling in our kitchen/family room removed. Instead of taking the old popcorn down via the "wet method" the workers instead scraped it dry and then applied three skim coats of drywall mud (with some light sanding).
The ceiling looks great and we're now ready to prime and paint. They told us that the generic Swiffer-type floor cloths (bought at the Dollar store) are good at removing any sanding dust on the ceiling, but do we need to do any other special prep before applying the primer?
Just prime with drywall primer and then paint. It might take a couple of coats of primer to get a good coverage.
You will find it easiest if you have a roller with a handle so you aren't climbing ladders all day. Paint the edges with a brush so you have a good 3 to 4-inch edge painted, feathering out into the room area.
The person doing the rolling has a much easier time painting if they aren't trying to get real close to the walls.


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Horse shooting: Controversial centre faces further legal action
AN equestrian centre that sparked uproar by shooting a horse and dumping it in a garden is embroiled in legal action over three other horses dying there in similar circumstances.
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AN equestrian centre that sparked uproar by shooting a horse and dumping it in a garden is embroiled in legal action over three other horses dying there in similar circumstances.
A MAN was taken to hospital after his car crashed and rolled on the A170 in North Yorkshire.
HIKERS striding out along a national trail will soon have an extra spring in their step – and it won't be the result of the fresh air.
A BATTLE against illegal off-roading on one of the country's most spectacular landscapes is hotting up with a series of action days.
Police are appealing for the public's help in tracing a man missing from his home.
AN EASINGWOLD restaurant owner has been charged with manslaughter over the death of a man with a severe peanut allergy.
NORTH Yorkshire Police has confirmed it is working with the BBC over Jeremy Clarkson's "fracas" with a producer.
A man arrested on Monday, March 23 on suspicion of murdering Claudia Lawrence was released yesterday on police bail in order to allow detectives time to follow up lines of inquiry.
A NEW 24-hour urgent care service will be available at Malton Hospital from next Wednesday.
HE'S a global megastar, but one of David Beckham's biggest – and perhaps oldest fans – lives in Old Malton.
NORTON Town Council has rejected plans to build more than 90 homes on the edge of the town.
A PHOTOGRAPHER has opened a new gallery in Ryedale to showcase the area's talent.
A NEW UK regulator for onshore underground energy should be established to give the public more confidence in the fledgling shale-gas industry, a task force has recommended.
A LOCAL history group is appealing for memories of Welburn Hall School near Kirkbymoorside.
AN open and honest relationship and never arguing about money is the key to a happy marriage, according to one Norton couple.
A WOMAN is taking part in the Tour de Yorkshire as part of her training for a fundraising cycle challenge.
JACK BERRY, vice-president of the Injured Jockey Fund (IJF), has said he is delighted Malton's new rehabilitation centre will be up and running in the next few weeks.
POLICE have urged the public not to interfere with wildlife traps in rural areas, after a number of legal traps were damaged on the North York Moors.
TWO men who burgled terrified pensioners in their holiday home before bundling them into the back of their car and taking them on a high-speed joyride to a cash point have been jailed.
Detectives investigating the disappearance of Claudia Lawrence have today arrested a man aged in his 50s from the York area on suspicion of murder.
THE history and culture of Ryedale is to be promoted by a marketing and business development consultancy based in the same area.
Millions of people in the UK and northern Europe have glimpsed the best solar eclipse in years.
MAJOR price hikes for school transport across all of North Yorkshire have been postponed after an outcry from parents in the rural areas.
SEVENTEEN selfless volunteers who give their time to police North Yorkshire have been praised for their dedication.
AN elderly man was airlifted to hospital after falling ill on steep ground in North Yorkshire.
THE environment secretary has announced a North Yorkshire town has become a designated food enterprise zone – giving its food and farming industry a huge boost.
ANTIQUES and artworks from Castle Howard will be sold off this summer, to try and raise £10m for maintenance work.
NEW owners are being urged to come forward to rehome horses, ponies and donkeys.
A REMARKABLE hoard of Anglo-Saxon and Viking pennies discovered in North Yorkshire has sold at auction for more than £100,000.
The Met Office has issued a yellow warning of snow for northern England and Scotland.
POLICE in North Yorkshire will begin a new way of working from next week, with the introduction of Investigation Hubs.
A man who fell down a pothole is taking legal action against North Yorkshire County Council.
VINTAGE fashion fans will soon be able to buy a range of lingerie items inspired by the 1920s and 1930s.
RYEDALE MP Anne McIntosh is backing calls to relocate Pickering's Tourist Information Centre (TIC) to the town's library to safeguard the future of both facilities.
PEOPLE are being asked for their views on how Norton library should be used to help secure its future.
CALLS have been made for organisations and businesses in Malton to contribute towards the cost of footfall counters in the town.
A RYEDALE businessman is to stand as an independent parliamentary candidate in the forthcoming election with a Protect Yorkshire from Fracking campaign.
THE North York Moors National Park Authority's (NYMPA) decision to defer plans for waste water re-injection within the park's boundary has been welcomed.
IT was birthday cake all round at Flamingo Land as the park's three Sumatran tiger cubs celebrated their first birthday.
ORGANISERS of the annual Beertown festival have said "cheers" to another successful event.
TICKETS for Malton Food Lovers Festival in May go on sale on Friday.
THE Royal National Lifeboat Institution (RNLI) is issuing its own call for help, appealing for volunteers and fundraisers to get involved with "Mayday", the charity's forthcoming national fundraising event, which will take place from May 1 to 4.
North Yorkshire Police mobile speed cameras will be at the following locations for the week beginning Wednesday, March 25:
CLIMATE change poses the single biggest threat to the places the National Trust looks after, the charity warned, as it unveiled a strategy for protecting nature and heritage over the next decade.
Thousands of slices of cake could bring sweet success to tourist attractions and businesses across much of North Yorkshire under a major new initiative launched today.
Brass Castle Brewery from Malton, took one of just three Supreme Champion titles at the Society of Independent Brewers (SIBA) National Beer Competition 2015. Eight other brewers from the North East won awards at SIBA's BeerX celebration of British beer in Sheffield.
A COUPLE have dominated the world's oldest horse race for the second year in a row.
DETECTIVES say they had a good response to yesterday's Claudia Lawrence appeals, and they have thanked the members of the public who supported it.
MATT CLARK explores an exhibition that should appeal to young and old alike.


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May 17, 2013 | By David Morrison
Two of the nine credit unions hit in NCLC letter respond; NCUA says it'll look into the complaint.
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Veraclub Coco Bavaro
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... for dinner: coffee break: have dinner: drinks and cards: sleep: repeat. It was wonderful. We threw some kayaking in there along with losing room keys in the ocean, changing all (6) of our names to "princesa" and trying to crash wedding parties. It's yet another checkmark on our beautifully growing list of completed adventures.
Less sleeping, more doing. I've been busy back home though packing up my life so I can bring it overseas with me. I sent a suitcase with Rob ...
Higuey And the Costa del Coco
... m wondering what I met get from Budget if I
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Punta Cana and Bavaro look like beautiful places for a
resort holiday, and I did consider a week timeshare trade as a possibility for
my Dominican vacation. The beach is lined with resorts, so there are rather few
access points to the beach for the public. All beaches in the D.R. are
technically public property, though, so you can walk or sit on the sand in
front of ...
Bayahibe & Parque National del Este
... It was about an hour hike each way through what's characterized as tropical semi-dry forest. It was quite a nice hike along the beach and then a gradual ascent inland and not too hot or humid in the late afternoon.
Cueva de Los Manos is an impressive cave that I had all to myself, my headlight, and the bats. I felt quite confident the battery wouldn't die or else be trapped in absolute blackness until the next visitors arrived, hopefully not later than the ...
Crunch Crunch
... the end of the day, we got to see how the locals make cigars (rolling tobacco), of course you can buy cigars here at like 1/2 the price. Plus they have all different types of smokes, cherry, vanilla, and chocolate. We were also able to see local wood carving. So beautiful.
That was the end of the day. We had dinner at the Japanese restaurant but if you were spoiled like I was growing up in Toronto. The sushi, maki and sushami isn't to the standard that you might be used ...
A beautiful family wedding!
... staff spoke excellent English. Most of the group went on a one day tour of the countryside, including visiting a school, watching how cigars are made, and hearing about the benefits of coconut oil, and mammagwana, a kind of elixir to romance and all other things!
The wedding was beautiful, one of 3 happening that day, and rumor has it that there were to be 4, but ...


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The European Film Awards and the Moet British Independent Film Awards recognized one female director apiece, Oscar-winning Danish director Susanne Bier's Love is All You Need, earned a nod for Best Comedy. Clio Barnard's The Selfish Giant earned the second-highest number of nominations at BIFA, incl...Read More »
Felix van Groeningen's "The Broken Circle Breakdown" led the nominations at the European Film Awards -- the continent's equivalent of the Oscars -- taking 5 nominations including European Film, European Director, European Actress (Veerle Baetens), European Actor (Johan Heldenbergh), and European Scr...Read More »
If there's one movie you might hear The Playlist prattling on about in the next few weeks, it's Felix van Groeningen's "Broken Circle Breakdown." Having already won the heart of Jessica Kiang when it hit Karlovy Vary earlier this year, I saw it this past week and was equally taken with the moving, m...Read More »
The European Film Academy has announced the three nominees in the category for best documentary for the 2013 European Film Awards, which in no surprise includes perhaps the most controversial, acclaimed acclaimed documentaries of the last year.Read More »
The European Film Awards have announced six juried winners for their 2013 awards ahead of the December 7th event in Berlin.Read More »
The European Film Academy announced the 5 nominees for their 2013 Discovery Award, which is given to recognize a director for their first feature film. Of the 5 nominated, 3 of the films are directed by women.Read More »
The European Film Academy has announced this year's nominations for Best European Short Film. At 15 participating film festivals, an independent jury presented one European short film in competition with a nomination in the short film category of the European Film Awards. The winner will be announce...Read More »
The European Film Academy has announced its three nominations in the European Animated Feature Film 2013 category: Ari Folman's "The Congress," Alain Ughetto's "Jasmine," and Enzo d' Alo's "Pinocchio."Read More »
The legendary Catherine Deneuve will receive a Lifetime Achievement Award at this year's European Film Awards.Read More »
The European Film Academy will hold the 26th European Film Awards in Berlin on December 7th, 2013. To make fans part of the celebration every year the audience gets to choose the winner of the EFA People's Choice Award. This year one lucky fan will also have the chance to attend the awards ceremony...Read More »