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text: NEW YORK ( TheStreet) -- Reinsurer Transatlantic Holdings ( TRH) announced Sunday it has received a $3.25 billion buyout offer from National Indemnity Company, a unit of Warren Buffett's Berkshire Hathaway ( BRK.A).In a news release, Transatlantic says National Indemnity is offering $52 for each of its outstanding shares, a 15% premium to Transatlantic's Friday closing price of $45.24. In June, Transatlantic agreed to merge with Allied World Assurance Company ( AWH). Under the terms of that deal, Transatlantic shareholders would receive 0.88 Allied World shares for each Transatlantic share. Based on Allied World's Friday closing share price of $50.25, that deal values Transatlantic at $44.22 a share, or $2.76 billion. > > Bull or Bear? Vote in Our Poll In Sunday's news release, Transatlantic said its board would "carefully consider and evaluate" the proposal from the Berkshire Hathaway unit. "Transatlantic advises stockholders to take no action at this time and to await the Board's recommendation," the release added. Berkshire's Class-A shares closed Friday's session up $550 at $107,300, while its Class-B shares ended the day up $26 at $71.25. >> Get your merger and acquisition news on the go with TheStreet's iPad app.

subset: commoncrawl


text:
by Patricia
(Las Vegas)
Someone explain to me how when you think things are going good, job, moving forward then the rug is pulled out from under you and here we go again. I'm knocked off guard, life is tearing me apart and I'm grabbing anything and everything to keep me from sinking into the quicksand that's pulling at my heart and soul.
You walk the straight and narrow, do the right things but find sometimes its just not good enough. I remember when we were young, we could do anything, nothing blocked our paths and if it did we took it down... We could do it...
Now??? I'm been beaten and battered by anything that comes around the corner. Sad new from a family member, lost of my job and looking at myself in the mirror wondering why? why am I still here? Why? I'm lost and feel like I'm falling down in the dark, again why? Why I can't be with Billy now.. Why? Because that's why.... I hate that saying.
I know all the right answer's to the questions, where to go, what to do and to everybody I'm good. But inside, I just don't want to be here. The job I had for what 3 1/2 weeks ended today. I wasn't experienced enough for the position. What to do now? I still have my part time job and I've even told my mother, you wanted to go to Paris (she's always wanted to go) now that I'm not working again, maybe the trip should be now and not later...
I feel like a dog chasing it's tail in circles. I'm miss life as it was, I miss Billy and today I said it out loud, I was mad at God and Billy for me being here alone and having a terrible time trying to take care of everything. I even told my mother maybe I should just move back to Arkansas.. Can we say step back, step back and oh, let just knock you off your feet.
Emotions ripping my soul apart and draining me of my life. Sometimes I just feel like giving up. What the purpose? Explain to me why I should be here and now, in pain, in tears and alone? The loneliness is the hardest to bare. Grant it, I'm not diving into the pit of despair most times heard first but the lost of my job that I thought I was good at has brought me to my knees. What to do? A common question we all ask ourselves and yet, still no answers.
Please forgive me if I sound lost ~ I feel when I come to this site its a no holds bar for me. I say everything I feel body and soul when I write. It can be harsh and brutal, but I let my heart and emotions guide my fingers with no filter in what I say.
I speak from my heart and soul. Even thought I no longer write in my journal's I feel I need this site to help me move through this new life I don't want but have been force to live in now. So if my words, and feelings are disjointed fragments of words my emotions carry me away, I appreciate all those who have posted on my rantings because we all share the same path in some way, I give, or you give a helping hand to those of us along the way. Feed back with no fear of retribution, just compassion, caring and a bonding nobody could understand.
The pits are dark and deep and tear at my soul. I work each day to become me because I'm no longer us. Where am I bound, only god knows because even if I'm mad at him, he will always be there to guide me I'm hoping on the best path for me. It may not be where I want to go now, but????
I know in God's time we all will be ...
1 step, 1 breath at a time ~ 1 year
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text:
Repair Clamp, Three Bolt, 3/4 In, 304SS
VALUE BRAND| Zoro #: G2260221| Mfr #: 330-049
Zoro #: G2260221Mfr. Part #: 330-049
$43.29 /ea
Orders over $50.00 ship free. DetailsStandard ground shipping
Technical Specifications
|Zoro #: G2260221 Mfr #: 330-049
|Material: 304 Stainless steel
|Item: Repair Clamp
|Type: Three Bolt
|Description/Special Features: For Joining Two Lengths Of Similar Threaded Rod, Temp. Range -40 to 212 F, Pressure Rating 150 PSI
|Metal Detectable: Yes
|Tube Size (In.): 3/4
|Pipe Size (In.): 3/4
|Length (In.): 9
|Includes: Nuts And Washer
|Bolt Size (In.): 3/8
|Country of Origin (subject to change): United States
Product Description
Repair Clamp, Three Bolt, Pipe Size 3/4 In, Material of Construction Stainless Steel Type 304, Length 9 In, Bolt Size 3/8 In, Includes Nuts And Washer


text:
Renewable Energy Generation Limited / Ticker: WIND / Index: AIM
Renewable Energy Generation Limited ("the Company" or "REG")
STOR contract with National Grid Extended
Renewable Energy Generation Limited, the AIM-quoted UK focused multi-divisional renewables company, is pleased to announce it has successfully extended its contracts with National Grid to provide Short Term Operating Reserve ('STOR') through its existing 26MW bio-power plants in the UK.
STOR allows the UK's National Grid to source reserve power in specified periods to meet demand when greater than forecast, or shortfalls in generation such as during unexpected plant downtime. REG has extended its contract on 8MW of its bio-power plants for a further12 months until March 2017. The contract for its 18MW bio-power plant at Whitemoor has been extended by six months to October 2016, allowing for a more flexible contracting strategy across the 2016 winter period for this project.
REG Bio-Power's plants are fuelled by a patented, proprietary bioliquid derived from used cooking oil and so are eligible for support under the Renewables Obligation mechanism. In addition to the 26MW already operational, REG also has a further 68MW of bio-power capacity at various stages of development.
REG's CEO Andrew Whalley said: "Winning STOR contract extensions further demonstrates the suitability of REG Bio-Power's flexible plant to operate in this critically important market and in-turn provides revenue visibility for the REG Bio-Power division.
"As the UK's energy generation fleet ages and the requirement for STOR increases, we plan to build scale in this part of the business through delivering additional capacity in the coming 18 months. This is in line with our strategy to operate 300MW of renewable energy projects across our wind, solar and bio-power divisions by 2018."
For further information please visit www.renewableenergygeneration.co.uk or contact the following:
Andrew Whalley
Chief Executive Officer
Renewable Energy Generation Ltd
+44 (0)1483 901 796
David Crockford
Finance Director
Renewable Energy Generation Ltd
+44 (0)1483 901 796
Ian Lawrence
Communications Manager
Renewable Energy Generation Ltd
+44 (0)1483 901 796
Bobbie Hilliam
Cenkos (Broker)
+44 (0)20 7397 8900
Martyn Fraser
Smith & Williamson Corporate Finance Limited (Nominated Adviser)
+44 (0)117 376 2213
Felicity Winkles
St Brides Partners (Public Relations)
+44 (0)20 7236 1177
Frank Buhagiar
St Brides Partners (Public Relations)
+44 (0)20 7236 1177
Notes to editors
Renewable Energy Generation Ltd (REG) is an AIM listed UK focussed multi-divisional renewables company. The Company has four distinct divisions: wind, bio-power, solar and asset management which offer multiple revenue streams. REG currently operates 111MW of power in UK and it is the Company's strategy to grow its portfolio to 300MW across its four divisions in the next three years.
REG Windpower: Currently operates 11 wind projects in Cambridgeshire, Cornwall, County Durham, Yorkshire, Lancashire, Cumbria and Gwynedd, with a total capacity of 34.7MW. REG has a growing portfolio of wind sites ranging in size from single turbine sites to six turbine wind farms. It has recently signed an agreement with Gamesa Eólica, S.L, a leading global wind turbine manufacturer, to supply 19 wind turbines for five new wind farm sites which once in operation will see wholly owned wind power operations almost double to 72.7MW. Furthermore REG has approximately 200MW of wind projects in the planning system awaiting consent.
REG Bio-Power UK Ltd: Generates renewable energy through a patented bioliquid recovered from used cooking oil. REG operates 26MW in the UK to generate power and heat. Projects generate income from sale of power; ROCs and embedded benefits; and contracts with the National Grid STOR service.
REG Solar: Solar power generation in the UK, REG operates 4.5MW solar PV on behalf of BlackRock through its Asset Management division. REG has a further 61.6MW consented, in procurement or under construction.
REG Asset Management: Full spectrum construction and asset management of wind and solar projects on behalf of third parties in the UK. REG has 60.5MW of projects managed for BlackRock - 46MW (+10MW pipeline) wind and 4.5MW solar with management fees linked to % of revenue generated per project.
Furthermore REG works with best-in-class blue chip partners, including BlackRock, the world leading fund management group, Caterpillar, the world leading engineering group, and Veolia, the UK leader in environmental solutions, to deliver its diversified and profitable portfolio.
Headquartered in Jersey, REG was admitted to trading on AIM, a market operated by the London Stock Exchange, in May 2005 (AIM: WIND).


text:
Exergy Methods for the Generic Analysis and Optimization of Hypersonic Vehicle Concepts
- Leo Lawson
- 1 years ago
- Views:
1 Exergy Methods for the Generic Analysis and Optimization of Hypersonic Vehicle Concepts Kyle Charles Markell Thesis submitted to the Faculty of the Virginia Polytechnic Institute and State University in partial fulfillments of the requirement for the degree of Master of Science In Mechanical Engineering Dr. Michael von Spakovsky, Chair Dr. Walter O Brien Dr. Michael Ellis Dr. David Moorhouse February 7, 005 Blacksburg, Virginia Keywords: hypersonics, scramjet, exergy, optimization Copyright 005, Kyle Charles Markell
2 Exergy Methods for the Generic Analysis and Optimization of Hypersonic Vehicle Concepts. by Kyle Charles Markell Abstract This thesis work presents detailed results of the application of exergy-based methods to highly dynamic, integrated aerospace systems such as hypersonic vehicle concepts. In particular, an exergy-based methodology is compared to a more traditional based measure by applying both to the synthesis/design and operational optimization of a hypersonic vehicle configuration comprised of an airframe sub-system and a propulsion sub-system consisting of inlet, combustor, and nozzle components. A number of key design and operational decision variables are identified as those which govern the hypersonic vehicle flow physics and thermodynamics and detailed one-dimensional models of each component and sub-system are developed. Rates of exergy loss as well as exergy destruction resulting from irreversible loss mechanisms are determined in each of the hypersonic vehicle sub-systems and their respective components. Multiple optimizations are performed for both the propulsion sub-system only and for the entire hypersonic vehicle system for single mission segments and for a partial, three-segment mission. Three different objective functions are utilized in these optimizations with the specific goal of comparing exergy methods to a standard vehicle performance measure, namely, the vehicle overall efficiency. Results of these optimizations show that the exergy method presented here performs well when compared to the standard performance measure and, in a number of cases, leads to more optimal syntheses/designs in terms of the fuel mass flow rate required for a given task (e.g., for a fixed-thrust requirement or a given mission). In addition to the various vehicle design optimizations, operational optimizations are conducted to examine the advantage if any of energy exchange to maintain shock-on-lip for both design and off-design conditions. Parametric studies of the hypersonic vehicle sub-systems and components are also conducted and provide further insights into the impacts that the design and operational decision variables and flow properties have on the rates of exergy destruction.
3 Acknowledgements This thesis is the product of a great deal of hard work and dedication by many persons. I would first like to thank my advisor Dr. Michael von Spakovsky for giving me the opportunity to perform this research, for his faith in my abilities, and for his understanding of the decisions that were made regarding this thesis. Secondly, I would like to thank my partner in crime for the past year and a half, Keith Brewer. Keith s assistance and collaboration on model development and results generation was invaluable and genuinely appreciated. Many thanks to Dr. Walter O Brien, Dr. Michael Ellis, and Dr. David Moorhouse for serving on my committee, for any input they may have provided throughout the duration of this work, and for taking time to make draft corrections. Special thanks to Dr. David Riggins at the University of Missouri-Rolla for his expertise in hypersonic propulsion and providing many valuable modeling suggestions. Dr. Riggins prompt responses to the plethora of s and his willingness to help were greatly appreciated. This work was conducted under the sponsorship of the U.S. Air Force Office of Scientific Research. I would like to thank Dr. David Moorhouse, Dr. Jose Camberos, and others at the Air Force Research Laboratory (AFRL) for their help and guidance on this project and for ultimately giving me experience through the summer research program at AFRL. The MooLENI optimization software was provided by the Laboratory of Industrial Energy Systems (LENI) at Ecole Polytechnique Federale de Lausanne (EPFL) and for that I am grateful. I would briefly like to show my appreciation for all my friends from home and to new friends made in Blacksburg. Even when times were tough, you all manage to keep things enjoyable and interesting (albeit sometimes too interesting!!). Many thanks to my girlfriend Lauren for her understanding and generosity and for keeping me focused on my work (and for those amazing colored drawings!!). Finally, I would thank my parents for encouraging my decision to further my education, for their constant support, and of course let s not forget their financial support at times. Kyle Charles Markell iii
4 Table of Contents ABSTRACT AKNOWLEDGEMENTS TABLE OF CONTENTS LIST OF FIGURES LIST OF TABLES NOMENCLATURE ii iii iv vii xi xiii CHAPTER 1 INTRODUCTION General Background/History of Hypersonic Vehicles Hypersonic Flight- What is it? and Why is it Important 1.1. Advancements and Milestones in Hypersonic Flight 4 1. Hypersonic Vehicle Design Challenges Hypersonic Vehicle versus Conventional Aircraft Ramjet versus Scramjet Engines The Need for a Unified Approach to Hypersonic Vehicle Sythesis\Design Thesis Objectives 11 CHAPTER LITERATURE REVIEW 14.1 Synthesis/Design Analysis and Optimization of High Performance Aircraft Subsonic/Supersonic Advanced Fighter Concepts Hypersonic Vehicle Concepts 17. Exergy-Based Methods in the Design/Analysis of Hypersonic Vehicles 5..1 Work Potential/Thrust Potential Methods 6.. Exergy Methods for System-Level Multidisciplinary Analysis Additional Exergy/Available Energy Research in Advanced Aircraft Analysis 36 CHAPTER 3 HYPERSONIC AIRBREATHING PROPULSION TECHNICAL BACKGROUND Fundamental Definitions and Relations Shock/Expansion Overview 45 iv
5 3..1 Oblique Shock Theory Gradual Compressions Prandtl Meyer Flow Hypersonic Vehicle and Component Description/Investigation Inlet Compression and Isolator Components Combustion Component Expansion Component 67 CHAPTER 4 COMPREHENSIVE SUB-SYSTEM AND COMPONENT MODELS Propulsion Sub-system Description Inlet Component Description and Modeling Combustor Component Description and Modeling Nozzle Component Description and Modeling Airframe Sub-system Description and Modeling Vehicle Volume and Center of Gravity Estimation Force Accounting and Moment Trim Wing and Elevon Details Mass Fraction and Weight Estimation Airframe Sub-system Constants and Constraints 109 CHAPTER 5 SYNTHESIS/DESIGN OPTIMIZATION PROBLEM DEFINITION AND STRATEGY Problem Definition Optimization Technique Evolutionary Algorithms (EAs) MooLENI Evolutionary Algorithm QMOO Test Problem Design Problem Simulation and Coupling to EA 119 CHAPTER 6 RESULTS AND DISCUSSION Preliminary Analysis Using Exergy Mehtods Hypersonic Vehicle Component Parametric Studies Scramjet Engine Only Optimizations and Study Single Mission Segment Optimizations and Partial Mission Optimizations 145 v
6 CHAPTER 7 CONCLUSION 160 APPENDIX A 163 APPENDIX B 164 APPENDIX C 169 REFERENCES 170 VITA 176 vi
7 List of Figures Figure 1-1 Conceptual scramjet powered hypersonic vehicles (Anderson [3]) 5 Figure 1- Artist s rendition of the X-43A hypersonic experimental vehicle in flight 7 Figure 1-3 The actual X-43A hypersonic vehicle during ground testing 7 Figure -1 Representation of baseline configuration defined by Bowcutt [36]. Configuration shows independent and dependent variables. 18 Figure - Figure -3 Figure -4 Representation of the optimal (a) Mach 10 cruise scramjet integrated waverider, (b) Mach 10 accelerator scramjet integrated waverider, and (c) Mach 8 cruise scramjet integrated waverider determined by O Neil and Lewis [41] 3 Loss of available gas specific power during F-5E area intercept mission (Roth and Marvis [15]) 9 Thrust potential and losses versus axial distance for engine flowfield (Riggins, McClinton, and Vitt [10]) 31 Figure 3-1 Forces acting on an aerospace vehicle in flight 39 Figure 3- Figure 3-3 Figure 3-4 Standard day geometric altitude versus flight Mach number trajectories for constant dynamic pressure (Heiser et al. [1]) 41 Equilibrium ratio of specific heats of air as a function of static temperature and static pressure (Heiser et al. [1]) 4 Equilibrium mole fraction composition for several constituents of air as a function of temperature. Static pressure fixed at 0.01 atm (Heiser et al. [1]) 43 Figure 3-5 Wedge shock 46 Figure 3-6 Corner shock 46 Figure 3-7 Oblique shock diagram 47 Figure 3-8 Shock angle versus deflection angle 49 Figure 3-9 Abrupt compression of flow 51 Figure 3-10 Gradual compression of flow 51 Figure 3-11 Prandtl-Meyer expansion 5 vii
8 Figure 3-1 Generic propulsion sub-system terminology/components 54 Figure 3-13 External oblique shock wave compression component 56 Figure 3-14 Mixed external and internal compression component 56 Figure 3-15 Mass flow spillage and area definitions 59 Figure 4-1 Figure 4- A physical representation of the inlet compoent(front undersurface of the vehicle). The decision and operational variables that govern the flow characteristics throughout the inlet are displayed along with the flow velocity vector from freestream to inlet exit 70 Inlet interface and vehicle surface definitions along with some basic area and height representations. 71 Figure 4-3 Close up view of the cowl oblique shock and inlet throat region 74 Figure 4-4 Conceptual diffuser used to approximate the irreversibility rate due to skin friction 75 Figure 4-5 Isolated solver description used to calculate combustor entrance properties 76 Figure 4-6 Oblique shock tailoring with energy exchange 79 Figure 4-7 Combustor component schematic with station numbers 81 Figure 4-8 Mixing layer differential element 83 Figure 4-9 Figure 4-10 Figure 4-11 Axial growth of the mixing and combustion efficiencies for the combustor component 87 Isobaric batch reaction of stoichiometric hydrogen and air mixture. Initial conditions are: P = atm, T = 1500 K (Heiser et al. [1]) 93 Nozzle component schematic including station numbers and other geometric parameters 96 Figure 4-1 Reference points for vehicle volume calculation 99 Figure 4-13 Five panels used to estimate the center of gravity. Each panel has its own centroid marked by a bullet. The actual vehicle surface is displayed in light, small dashed lines 100 Figure 4-14 Airframe and propulsive forces acting on the hypersonic vehicle 10 Figure 4-15 Plan view of vehicle showing wing and elevon concepts 104 viii
9 Figure 4-16 Diamond airfoil cross-section used to describe the wing and elevon. A given angle-of-attack and freestream properties produce a pressure distribution as shown. The airfoil thickness and chord length are shown as well 105 Figure 5-1 Mission profile by segment 11 Figure 5- Woods function contour plot with x 3 = x 4 =1 119 Figure 6-1 Optimal combustor length design problem 1 Figure 6- Figure 6-3 Figure 6-4 Figure 6-5 Optimal combustor lengths predicted by engine and thermodynamic effectiveness 14 Specific exergy destruction versus specific thrust for a range of ramp lengths and forebody angles with the fixed design decision variables values listed in Table 6-16 Specific exergy destruction versus specific thrust for a range of combustor lengths and nozzle expansion angles with the fixed design decision variable listed in Table 6-17 Specific exergy destruction versus the specific thrust for a range of nozzle expansion angles and percent cowl lengths with fixed design decision variable values listed in Table 6-18 Figure 6-6 The effect of design decision variable % cowl on the nozzle upward suface force and nozzle moment. 19 Figure 6-7 Figure 6-8 Figure 6-9 Figure 6-10 Specific exergy destruction versus the compression efficiency for a range of ramp lengths and forebody angles with the fixed design decision variable values listed in Table 6-19 Specific exergy destruction versus the kinetic energy efficiency for a range of ramp lengths and forebody angles with the fixed design decision variable values listed in Table Rate of exergy destroyed by combustor loss mechanisms at M 5 = 3. and over a range of combustor entrance temperatures (T 5 ) and pressures (P 5 ). Molecular weight and specific heat ratio are fixed 131 Rate of exergy destroyed by combustor loss mechanisms at M 5 = 3. and over a range of combustor entrance temperatures (T 5 ) and pressures (P 5 ). Molecular weight and specific heat ratio changes are included in the combustor model 13 ix
10 Figure 6-11 Figure 6-1 Figure 6-13 Figure 6-14 Specific exergy destruction of the propulsion sub-system components over a range of flight Mach numbers. Energy exchange included in the propulsion sub-system 137 Specific exergy destruction of propulsion system components over range of flight Mach numbers. No energy exchange in propulsion system 138 Rate of exergy destruction of the propulsion sub-system components for each of the optimal flight Mach number scramjet engines 141 Exergy destruction due to individual loss mechanisms for each of the optimal flight Mach number scramjet engines 14 Figure D CAD representation of a typical Mach 10 hypersonic cruise vehicle 15 Figure A-1 Figure B-1 Figure B- Figure B-3 Figure B-4 Figure B-5 Optimal inlet component configurations for the scramjet engine (propulsion sub-system) only optimizations 163 Optimal Mach 8 cruise vehicles for the single segment optimizations using the objective functions η o and Ex dest. Both the vehicle plumes and centers of gravity are shown in the figure 164 Optimal Mach 8-10 accelerator vehicles for the single segment optimizations using the objective functions η o and Ex dest. Both vehicle plumes and centers of gravity are shown in the figure 165 Optimal Mach 8-10 accelerator vehicles for the single segment optimizations using the objective functions η o and Ex dest + Ex loss. Both vehicle plumes and centers of gravity are shown in the figure 166 Optimal Mach 10 cruise vehicles for the single segment optimization using the objective functions η o and Ex dest. Both vehicle plumes and centers of gravity are shown in the figure 167 Optimal Mach 10 cruise vehicles for the single segment optimization using the objective functions η o and Ex dest + Ex loss. Both vehicle plumes and centers of gravity are shown in the figure 168 Figure C-1 Optimal partial mission vehicles for objective functions η o and Ex dest + Ex loss 169 x
11 List of Tables Table 3-1 Gradual compression example results 51 Table 5-1 Mission specifications 113 Table 5- Woods function optimization results 118 Table 5-3 Design decision variables and limits 10 Table 5-4 Operational decision variables and limits 10 Table 6-1 Comparison of optimal combustor models 14 Table 6- Design decision variable fixed values and ranges for component audits 15 Table 6-3 Combustor effects due to molecular weight/specific heat ratio changes 134 Table 6-4 Scramjet engine with and without energy exchange 135 Table 6-5 Optimal Mach 10 scramjet configurations 139 Table 6-6 Table 6-7 Optimal design decision variables and parameters for optimal scramjet engines 140 Energy and exergy based optimizations for a scramjet engine with fixed thrust 144 Table 6-8 Partial mission specifications 146 Table 6-9 Design variable values for single segment optimizations 147 Table 6-10 Calculated optimal parameter values for single mission segment optimizations 149 Table 6-11 Mission segment fuel mass fractions 153 Table 6-1 Optimal design decision variable values for the partial mission 155 Table 6-13 Optimal operational decision variable values for the partial mission 155 Table 6-14 Calculated optimal parameter values at each segment of the partial mission 156 Table 6-15 Vehicle optimum fuel mass flow rate comparison 157 xi
12 Table 6-16 Table 6-17 Comparison of initial feasible vehicle and final optimal vehicle using the exergy objective function 158 Comparison of initial feasible vehicle and final optimal vehicle using the overall efficiency objective function 158 xii
13 Nomenclature A Area, fit parameter F Force, streamthrust B Fit paramter f st Stoichiometric fuel-to-air ratio C D Drag coefficient GHz Gigahertz C L Lift coefficient g Acceleration of gravity C p Pressure coefficient H, h Height, enthalpy C m Mixing constant H Hydrogen C f Skin friction coefficient H O Water CR Contraction ratio h pr Fuel lower heating value (LHV) c p Constant pressure specific I sp Specific impulse heat c v Constant volume specific heat ICR Internal contraction ratio c.s. Control surface L Lift, length D Drag L m Length for minor mixant to be depleted D h Hydraulic diameter M Mach number E Energy MHD Magnetohydrodynamics Ex, ex Exergy MB Megabytes m& Mass flow rate S, s Entropy, planform area xiii
14 m Mass T Thrust, static temperature N Nitrogen t Time, thickness n Load factor U, u Velocity nm Nautical miles V Velocity n& Molar flow rate Volume O Oxygen W, w Weight, work P Static pressure, power X Length, distance Pr Prandtl number x cg Axial location of the center of gravity Q, q Heat y cg Vertical location of the center of gravity q 0 Dynamic pressure y Fuel-to-air axial velocity ratio, mole fraction R Specific gas constant, range z Elevation RAM Re x r Random Access Memory Reynolds number Recovery factor xiv
15 Greek α Angle-of-attack τ wall Wall shear force β Oblique shock angle φ Equivalence ratio γ Specific heat ratio ψ Inlet static temperature ratio δ Reference angle, differential amount ε Reaction coordinate, thermodynamic effectiveness η o Overall efficiency Subsrcipts ω Elevon deflection angle η ee Engine effectiveness 0 Atmospheric conditions, freestream η KE Kinetic energy efficiency 1 Inlet entrance η c Compression efficiency 4 Inlet exit η p Propulsive efficiency 5 Combustor entrance η th Thermal efficiency 6 Combustor exit/nozzle entrance θ Deflection angle, flight angle 7 Nozzle exit µ Kinematic viscosity aero Aerodynamic ν Prandtl-Meyer function, aw Adiabatic wall stoichiometric coefficient π c Total pressure ratio b Combustion π f Fuel mass fraction c Cowl, chord ρ Density cowl Cowl lip xv
16 comb Combustor opt Optimal c.v. Control volume p Pressure des Destruction ramp1 (r1) First inlet ramp elev Elevon ramp (r) Second inlet ramp fb Forebody s Surface, shaft f Friction, fuel surf Surface fric Friction t Total g Gas vap Vaporization ht Heat transfer veh Vehicle inc. comb. Incomplete combustion w wall irr Irreversibility ic Internal compression Superscripts M Mixing * Reference conditions mix need nozz Mixing, mixture Required amount Nozzle xvi
17 Chapter 1 Introduction The topic of and research in airbreathing propulsion via ramjet and scramjet engines is far from novel, dating back many decades 1. These engines are attractive as propulsive devices because of their ability to sustain high speed atmospheric flight. Fluctuations in interest in and research on ramjet and scramjet engines have occurred over the past half century. However a rebirth of activity in recent year has occurred because the significant performance improvements promised by airbreathing propulsion have become attainable through the advancement of the underlying technologies. Therefore, this introductory chapter is dedicated to the explanation and importance of hypersonic flight and ramjet and scramjet engines as well as the presentation of some hypersonic flight milestones. This chapter also presents some of the design challenges associated with hypersonic vehicles and, finally, the objectives of this thesis are given. 1.1 General Background/History of Hypersonic Vehicles It is important to understand what is really meant by the term hypersonic and what the significance of hypersonic flight truly is. A clear depiction of what a hypersonic vehicle may look like is essential to the comprehension of the material presented in this thesis and, therefore, a few hypersonic vehicle concepts are presented in this section. Furthermore, it is interesting to see and serves the purpose of describing the advancements and milestones in hypersonic flight in order to establish a mental picture progression of the field and possibly some of the lessons learned. 1 In fact, the notion of using a ramjet engine as a propulsive device dates back to the early 1900 s [1]. 1
18 1.1.1 Hypersonic Flight What is it? and Why is it important? Hypersonic flow or flight is defined based on a conventional rule of thumb by flows where the Mach number is greater than 5 or 6. Unlike the progression from subsonic to supersonic flow, the acceleration of flow from supersonic to hypersonic velocities does not result in a thunderous clash. Moreover, hypersonic flow is best defined as the regime where certain physical flow phenomena become progressively more important as the Mach number is increased to higher values []. Some of these flow phenomena may become more important at Mach numbers less than or greater than the aforementioned Mach numbers and, therefore, the definition of where the onset of hypersonic flow begins is truly an approximation. One prominent phenomena of hypersonic flow is the occurrence of thin shock layers over a body as predicted by oblique shock theory. Thin shock layers can create some physical complications, such as the merging of the shock wave itself with the boundary layer which in turn may lead to, for example, boundary layer separation. This phenomenon becomes increasingly important at low Reynolds numbers, i.e. high flight altitudes. Another hypersonic flow phenomenon is that of an entropy layer which, for example, occurs in the region of a shock detachment point 3 and then continues to flow downstream and affect the boundary layer. The entropy layer is also a region of strong vorticity that tends to cause analytical problems when performing a standard boundary layer calculation on the surface []. A third phenomenon is attributed to viscous interaction which arises from the large boundary layer thicknesses needed to pass the required mass flow through the boundary layer at reduced density. Hypersonic boundary layers grow more rapidly than at slower speeds and, consequently, exert a major displacement effect on the inviscid flow outside the boundary layer, causing a given body shape to appear much thicker than it really is [, 3]. Viscous interactions can have significant impacts of the surface pressure distribution which ultimately affect the lift, drag, and stability of the hypersonic vehicle []. Also, as already noted, the thick boundary layer can merge with the shock wave, resulting in complications with conventional boundary layer analysis. The shock layer is defined as the flowfield between the shock wave and the body. 3 This is the region where the greatest entropy increase occurs across the shock wave.
19 The most significant aspect of hypersonic flow is the very high temperatures that can occur within the hypersonic boundary layers and in the nose region of blunt bodies. Extreme temperatures tend to cause dissociation of the gas molecules and possibly ionization within the gas and, therefore, the proper inclusion of chemically reacting effects is vital to the calculation of an accurate shock layer temperature [, 3]. In some instances, temperatures as high as 10,000 K or more 4 occur in the shock layer or nose region of a hypersonic vehicle, especially during atmospheric reentry. Like viscous interaction, high temperature chemically reacting flows can have an influence on lift, drag, and moments on a hypersonic vehicle []. The most dominant aspect of high temperature hypersonic flows is the large convective heat transfer rates to the surface and possibly rather large radiative heating, both of which have a substantial influence on material selection. A final characteristic of hypersonic aerodynamics is low-density flows that occur at extreme altitudes. Under these conditions, the aerodynamic concepts, equations, and results based on the assumption of a continuous medium (i.e. continuum) begin to break down and, consequently, methods from kinetic theory must be used to predict the aerodynamic behavior []. Additionally, an altitude can be reached where the conventional no-slip condition begins to fail and the gas temperature at the surface of the vehicle does not equal the surface temperature of the material. The development of aviation and aircraft has been continuously driven by the urge to fly faster and at higher elevations and attain greater flight ranges. To continue this trend, the development of hypersonic vehicles and the employment of ramjet and scramjet engines becomes ever more important. These vehicles and engines offer the potential to reduce the cost and increase the dependability of transporting payloads 5 to Earth orbits [1]. For example, consider the case of a rocket where, typically, greater than 60% of the takeoff weight is oxidizer (oxygen) and less than 5% of the takeoff weight is payload. This large fraction of oxygen reduces the weight fraction available for empty weight (including structures, propulsion, controls, etc.) which compromises ruggedness and flexibility [1]. If ramjet or scramjet engines are substituted for rockets, the oxidizer no longer needs to be carried along (i.e. these engines are air breathers) and is beneficial because 4 These temperatures are about twice the surface temperature of the sun. 5 In general terms, a payload could be a radar antenna, satellite, weapons for delivery, etc. 3
20 1. The takeoff weight fraction of the payload can be increased substantially.. The weight saved by leaving the oxygen behind could be used to make the vehicle (rocket) smaller while increasing the empty weight fraction and thereby improving the ruggedness and flexibility. 3. More fuel can be used to attain a greater range for payload delivery. 4. The reduced vehicle size and weight and the increased payload-to-takeoff weight ratio can help reduce payload delivery costs significantly. Additionally, ramjet and scramjet offer the potential for higher sustainable velocities and ultimately faster delivery of the payload. A few scramjet powered hypersonic vehicle concepts are depicted in Figure 1-1, including a strike/reconnaissance vehicle and space access vehicle. The strike/reconnaissance vehicle could be manned or unmanned and would have the ability to complete a mission much faster and more efficiently then presently possible. This concept of vehicle may be likened to the SR-71 Blackbird, which was a fairly high supersonic reconnaissance aircraft (attained flight speeds of Mach 3) that flew a few thousand successful missions without being shot down. The space vehicle concept is similar to that proposed by the United States National Aero-Space Program (NASP) which was a joint program between the Department of Defense and NASA. The goal of the NASP program was to develop and demonstrate the feasibility of a piloted, horizontal takeoff and landing aircraft that utilized conventional airfields, accelerated to hypersonic speeds, achieved orbit in a single stage, delivered useful payloads to space, returned to Earth with propulsive capability, and had the operability, flexibility, supportability, and economic potential of airplanes [1]. Another capability of hypersonic vehicles is hypersonic transport. These are contemporary ideas for hypersonic vehicles to cruise at Mach 7 to 1 and carry people from New York to Tokyo in less than two hours [] Advancements and Milestones in Hypersonic Flight The notion of using ramjet engines as propulsive devices, as already mentioned, has been recognized since the early 1900s. However, it wasn t until 1946 when the first pure ramjet propulsion of a piloted aircraft took place; two ramjet engines were mounted on the wingtips of a Lockheed F-80. Then in 1949 the first piloted ramjet engine and airframe integrated aircraft, the Leduc 010, achieved successful ramjet propulsion and reached a Mach number of
21 Figure 1-1. Conceptual scramjet powered hypersonic vehicles (From Anderson Jr., J. D., Fundamentals of Aerodynamics, 3 rd Edition, McGraw-Hill, New York, 001 [3]; reprinted by permission of The McGraw- Hill Companies). Shortly thereafter, the U.S. Air Force sponsored the Lockheed Aircraft Company X-7 and X-7A supersonic reusable pilotless flight research program. These vehicles were boosted by a solid rocket to ramjet takeover velocities and then propelled into sustained flight by ramjets. This program provided much significant ramjet performance information for Mach numbers up to approximately 4.3. Also during this timeframe, the use of ramjets for missile propulsion became 5
22 more attractive because of the ability to achieve greater range for the same propellant weight and because these systems were relatively simple with low initial costs. [1] The first object of human origin to achieve hypersonic flight was that of a slender, needle-like rocket called the WAC Corporal. This rocket was mounted on the top of a V- rocket and served as a second stage to the V-, ultimately detaching, igniting, and attaining a flight velocity of over 5000 mph. This was, of course, followed by the space age which began in 1961 when Russia s Flight Major Yuri Gagarin became the first human in history to experience hypersonic flight. Gagarin s orbital craft, the Vostok I, was launched into orbit, attained free flight around the earth and returned safely. Later that year Alan Shepard became the second man in space by virtue of a suborbital flight over the Atlantic Ocean where he entered the atmosphere at a speed above Mach 5. The Hypersonic Research Engine (HRE) program was implemented by NASA in 1964 to develop scramjet engines. The goal of the HRE program was to test a complete, regeneratively cooled, flightweight scramjet engine on the X-15A- rocket research airplane. The X-15A- flew several times, achieving a maximum flight Mach number of 6.7 while having a dummy ramjet attached to its ventral fin. This program was ended prematurely though because of damage sustained to the rocket during its record breaking flight. In more recent times (early 1990s), the Russian Central Institute of Aviation Motors designed and launched a subscale, dual mode, ramjet and scramjet airbreathing engine mounted on the nose of a rocket for captive testing. This project not only sustained scramjet operation for 15 seconds, it also demonstrated ramjet to scramjet transition under realistic flight conditions. [1, ] The most recent demonstration of hypersonic flight and scramjet engines took place twice over the past year. Two successful flights of a subscale, unpiloted hypersonic vehicle, named the X-43A, demonstrated the capability of attaining high Mach number flight using air-breathing engines. The X-43A is a hypersonic aircraft developed under NASA s Hyper-X program. This program aimed to flight validate key propulsion and related technologies for air-breathing hypersonic aircraft and ultimately sought to expose the promise to increase payload capacities and reduce costs for future space and air travel. The latest flight brought to an end the eight year, $00 million plus program that incorporated three test flights. A depiction of the X-43A in flight in given in Figure 1- and the actual vehicle used in the test flights is shown in Figure
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Vienna Convention on Contracts for the International Sale of Goods. Article-By-Article Commentary
01.01.1994, Ivan S. Zykin
The 1980 Vienna Convention is the result of many years of effort within the UNCITRAL framework. Undoubtedly, the success of the Vienna Convention is to a great extent owed to the fact that the drafters took into consideration almost all of the modern economic and legal systems in order to find most appropriate solutions that are adequate for the current level of global economic development. It is obvious that some of the solutions embodied in the Convention are far from being perfect from the point of view of traditional legal techniques used in some countries. It should be remembered however that the Convention is the fruit of a compromise which is anyway more useful to have than not.


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Ao navegar no nosso site, concorda com o nosso uso de cookies para fins técnicos, analíticos e de marketing. Mais informações aqui. fechar
The staff was extremely informative and friendly. The location was pretty good, within walking distance to many things downtown. I felt like it was pretty expensive for what it was and I also had called ahead of time and was put on hold and hung up after waiting for around 20 minutes and called back and was immediately helped.
Location, cleanliness
good location, free parking, most things are as expected Rather mediocre hotel for a rather high price. Rooms are clean only until you look carefully. Free wifi included, but they cut off skype calls after 2 minutes, so that you would have to pay for premium internet. Overall, typical greedy hotel chain, but could be good choice if you find nothing better in the area.
Staff was friendly, but unsophisticated. I was switched out of a room because it smelled musty/moldy. Food was good, but expensive, and I'm not accustomed to having to purchase coffe and breakfast when I travel. Amenities bottles seemed to be only partially full. Rooms were unremarkable, but clean. Staff was vacuuming my floor when I checked in around 5 pm. Internet slow, and again I'm not used to having to purchase a premium package for Internet. I'll stay in a cheaper hotel with better amenities and less focus on decor next time
The hotel was very clean and our room was great! Staff at the front desk were extremely rude during check in, even stopping me in the middle of talking to help another guest who came back up to the counter. The bell tower staff were also not very friendly. Elevators were slow due to "construction" (that was no where to be seen).
The location was great. Everything was in walking distance of where we wanted to go. Great night Life too! The check-in was at 4 which Itcould have been at 3 and the check out was at 11 instead of noon. That's the only thing I would change.
Location and staff Valet was over priced Facilities somewhat dated


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gifts for college boys
Birthday gifts for your boyfriend
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10 Reasons Why Gifting Scotch Is As Much About You As The Person Who Receives It
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The Pilanesberg Game Reserve features a large variety of lodges to meet everyone's requirements including families, honeymoon couples as well as conference delegates. The reserve is an excellent destination for travellers with children as it is only a one and a half hours drive away from Johannesburg in a malaria free region of South Africa. The extinct volcano, is home to a high concentration of game, making game viewing an unforgettable experience.
Two hours from Johannesburg in the North West Province of South Africa. The Nature reserve includes the Sun City Resort. The is Malaria free making it suitable for children of all ages.
Frequently asked questions:
- How large is the park? 577 km square.
- How old is the park? The park was established in 1971.
- Who owns the park? This park is a National Park which means that the South African Government manages it.
- Is it malaria free? Yes, the park is malaria free all year round.
- Why does the park look circular on the map? The reserve follows the lines of an old volcano crater which erupted 1255 million years ago.
- Is the park recommendable for children safaris? Yes, children of all ages have the opportunity to go game viewing in an enclosed vehicle.
- Can children go in open air vehicles on game drives? Children of all ages can go on game drives.
- What is the park so famous? Operation Genesis in early 1981 where 6050 animals were released into the park.
- What Animals can I see in the park?
As of December 20013, one counted more than 6566 animals including Big Five and other notable: Lion, Cheetah, Elephants, Black Rhino, White Rhino, Sable, African buffaloes, Caracal & Leopard
Plains game: Giraffe, zebra, hippos, impala & in fact the only missing animals would be: bontebok, blesbuck, spotted hyena, nyala, and Roan Antelope.
The reserve is great for the following reasons:
- a limited amount of time.
- The family is travelling with small children.
- Game viewing is of high standard
- Proximity to Johannesburg
- The park offers excellent viewing of all the Big five especially Elephant, Rhino and Lion.
The park comprises of a large circular geological shape that is the crater of a long extinct volcano which today results in rare rock types, minerals and rock formations in the area. The reserve lies in a transition zone between the Kalahari and Lowveld, both these types of vegetation can be found in reserve resulting in a vast array of mammals and bird life.
Visitors can self-drive in reserve on both tar and dirt roads. Many of the game lodges include guided game drives in their accommodation rates. The reserve is home to all the Big Five as well as a variety of other big game species such as zebras, hyenas, giraffes, hippos and crocodiles as well as over 365 bird species.
The malaria-free reserve in the North West Province of South Africa is administered by the North West Parks and Tourism Board and is with its 56 000 hectares the fourth largest national park in the country.
The crater of a long extinct volcano dominates the Pilanesberg National Park. The crater is a fascinating alkaline complex produced by volcanic eruptions some 1300 million years ago. The reserve is one of the largest volcanic complexes of its kind in the world. It's rare rock types and structure make it a unique geological feature. Over time, wind and water have carved a spectacular landscape with rocky outcrops, open grasslands, wooded valleys and thickets.
Fauna & Flora
Besides the 'Big Five' visitors also have the opportunity to encounter the nocturnal brown hyena, cheetah, hippo and crocodile. The Pilanesberg mountains offer guests sightings of a wide diversity of animal and plant life including 360 species of birds, the Big Five and almost every type of animal found in Southern Africa.
The reserve exists within the transition zone between the dry Kalahari and wetter Lowveld vegetation, commonly referred to as "Bushveld". Unlike any other large park, unique overlaps of mammals, birds and vegetation occur because of this transition zone.
Springbok, brown hyena, the red eyed bulbul, and camel thorn trees usually home in arid areas are found cohabiting with moist-area-limited impala, black eyed bulbul and Cape chestnut trees. Wildlife includes lions, elephants, white and black rhinos, buffaloes, leopards, zebras, hyenas, giraffes, hippos and crocodiles.
The bird life diversity in the park is outstanding. While some birds are migrants, many are permanent inhabitants. Their food sources vary with some eating carrion or live prey, while others eat seeds, fruit or tiny water organisms.


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Hi guys! I'm Yuuto, cosplayer from VietNam, studied abroad and live in California USA. Now i'm living in VietNam for several years. Nice to meet you all XD. Follow me @: _Facebook: https://www.facebook.com/NBCrafting (Official Page) https://www.facebook.com/Noel.Vermillion.blazblue (Facebook private account) _Skype: otakudrummer _Twitter: YuutoNishizawa _Vine: Yuuto.cos _Cure: Cure No. 380552
Hi (^ω^) I'm a guy from Russia.I like cosplay ♥ I hope you like my works (・ω・)ノ ★ Facebook ★ https://www.facebook.com/AmethystPrinceCosplay ★ ★ Twitter ★ https://twitter.com/AmethystKun ★ ★ Weibo ★ www.weibo.com/AmethystPrince ★ ★ DeviantART ★ http://amethystprince.deviantart.com/ ★ ★ Instagram ★ https://instagram.com/amethystprince/ ★ ★ VK for Russians guys ★ https://vk.com/amethystprince ★ ★ Business inquiries or booking ★ firstname.lastname@example.com ★
Hello! I'm Darlyn Balanag(also known as Bunny). I'm a cosplayer from the Philippines. I love watching anime, playing video games,listening to music and more. I love meeting new friends, sharing my talents and skill for cosplay. Thank you for viewing my profile.Take care everyone.:3
Hi my name is Ginanjar :o I've known a cosplay since 2004 ^o^ I live in Surabaya East Java Indonesia ;) i will following all of you ... ^^; heheheheheh.... nice to meet you cosplayers :p WOW new fitures!!! chatting!! :v let's chatting everyone!! XD~~ sorry if my english is bad :'(
I'm a super sentai mecha, 6th ranger, extra hero and monster cosplayer. I also do western characters and super robot cosplays. Anyway, feel free to comment on my costumes! Speak to express your mind on the costumes that I made! i'd like to talk with you guys and gals, and to learn more about the world and the differnt cosplay communities around the world! "Magandang araw sa inyong lahat!" (beautiful day to all of you!) And thanks for following!
Im an Indonesian Cosplayer, Amuro, Yoroshiku~ Comments, Critics and Questions are Welcome!~ Catch Me On Facebook: http://www.facebook.com/nichz1
Hello! I am mainly a photographer for cosplays but I also sometimes join in the fun ^w^
Welcome To C4Team Worldcosplay's Page C4 Team is [C]razy [C]osplay [C]heer [C]lub C4 Team has Thai name [ชมรมเชียร์] (chom-rom-cheer) C4 Team was born at 5/5/2007 by Vikrom Arunratananukul (President) and Patwikorn Uttisen or Pat (Vice President). So we're The Biggest Cosplay Team of Thailand Our Famous Cosplay is Mechanic Cosplay , Armor Cosplay , Robot Cosplay WCS Thailand 2010,2012 Facebook Page https://www.facebook.com/c4cosplay Admin : BJBB2
Writer. Anime Lover. Screw Driver. Marketing Associate by day, Writer by night, fascinated by anime and the voices behind it all-day.
hello! Welcome to my profile <3 i'm just a simple girl who loves cosplaying ♡ フォローいただきありがとうございます。~~ here's my fb account incase you want to add me up :3 https://www.facebook.com/khimpyon Here's my page! I don't usually update it tho. Https://www.facebook.com/chibikhim Do follow me on instagram! @pokhimonster
Hello!I'm Rin | 凛 |リン!みんなさんと友達になれるっていいと思います! ♥ Thank you for viewing my page! Twitter ✰ https://twitter.com/alevuy95 dA ✰ http://shinigamigenin.deviantart.com/ Cure ✰ http://en.curecos.com/profile/?ch=154181 Cosp ✰ http://www.cosp.jp/prof.aspx?id=379490&c=1 Ask.fm ✰ http://ask.fm/RinKando


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Download Salesforce Developer Exam Prep apk 1.1 free for Android smartphone
Posted by Certwin in Education | Nov. 14, 2013 | 0 Comments
Apk file size: 936.0 KB
Salesforce.com Developer Exam :
The Salesforce.com Certified Force.com Developer exam is for individuals who want to demonstrate their knowledge, skills, and abilities building custom applications and analytics using the declarative capabilities of the Force.com platform.
Exam Outline:
The Salesforce.com Certified Force.com Developer exam measures a candidate's knowledge and skills
related to the objectives listed below. A candidate should have hands-on experience developing custom
applications on the Force.com platform and have demonstrated the application of each of the
features/functions below.
• Application Design
• Overview of Force.com Platform
• Data Model
• User Interface
• Business Logic
• Data Management
• Reporting and Analytics
Exam Fee Details:
The initial cost of the certification includes the Salesforce.com Certified Force.com Developer exam plus two online
release exams. In subsequent years, an annual maintenance fee of $100 will be charged when registering for every
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Official Page : http://certification.salesforce.com/developers
App details : http://www.certwin.com/app/force-com-developer-exam-prep/
Your satisfaction is important to us and we have a No Questions Asked Refund Policy for all our Android apps.
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Certwin is an independent knowledge vendor and is not affiliated with the course vendor.
Certwin part of our Education and have average installs from 10 to 50. Last Update Nov. 14, 2013. Google play rating is 20.0. Current verison is 1.1. Actual size 936.0 KB.


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Veritas eDiscovery Platform 8.0: For Users (EDISC8U)
About this Course
The Symantec eDiscovery Platform 8.0: For Users course is designed for legal professionals that perform Electronic Discovery on Electronically Stored Information.The course is designed to be delivered over three (3)days. It concentrates on the Preservation, Analysis, andProduction stages of the Electronic Discovery ReferenceModel (EDRM).
Who should attend
This course is for customers, support engineers, consultants, and partners who need to maintain and use the Symantec eDiscovery Platform. The course is designed for the users of the Symantec eDiscovery Platform, such as; Attorneys or Paralegals who perform eDiscovery legal hold, searches and export or productions.
Class Prerequisites
There are no required prerequisites. To get the most out of the training session, however, Symantec strongly suggests that you have a basic understanding of electronic discovery and the Symantec eDiscovery Platform.
What You Will Learn
- Explain how data is discovered and collected.
- Describe early case assessment and data culling.
- Describe Symantec eDiscovery basic and advanced search capabilities.
- Setup and send Legal Hold Notices.
- Manage Legal Holds.
- Perform a variety of searches.
- Organize data with tags and folders.
- Review setup and management.
- Perform redaction.
- Use the OCR (Optical Character Recognition) feature for documents containing imbedded text.
- Understand reporting and exception handling.
- Print, export, and produce documents in Symantec eDiscovery.
- Describe the basics of Transparent Predictive Coding.
Outline: Veritas eDiscovery Platform 8.0: For Users (EDISC8U)
Module 1: Introduction to Electronic Discovery
- Electronic Discovery (eDiscovery)
- EDRM overview
- How data is discovered and collected
Module 2: Introduction to Symantec eDiscovery
- Symantec eDiscovery appliance overview
- Symantec eDiscovery Login and UI fundamentals
- All Cases area and create new cases
- High-level workflows with Symantec eDiscovery
Module 3: Legal Holds and Sending Hold Notices
- Overview of legal hold
- Creating and sending hold notices
- Send Custodian Notice
Module 4: Customizing Notices and Managing Confirmations
- Customizing notice language and surveys
- Managing custodian confirmations
Module 5: Legal Hold Tracking and Management
- Legal hold tracking and release
- Setup and maintenance activities
Module 6: Tags and Folders
- Tags
- Folders
- Bulk operations
Module 7: Document List, Filters and Analytics
- Document List page
- Search filters
- Analysis tools
Module 8: Advanced Searching
- Advanced search
- Keyword search
- Saved search
- Concept search
- Audio Search
Module 9: Review Mode and Review Management
- Review mode
- Redaction
- Review management
Module 10: Exporting Data: Native Only and Metadata Exports
- Printing
- Export workflow
- Metadata export
Module 11: Creating and Exporting Productions
- Production definition and workflow
- Creating productions
- Exporting productions
Module 12: Transparent Predictive Coding Survey (Optional)
- Basics of Transparent Predictive Coding
Classroom Training
Duration 3 days
- United States: US$ 2,100
Online Training
Duration 3 days
- United States: US$ 2,100
Currently there are no training dates scheduled for this course. Request a date