Showing posts with label Global Research. Show all posts
Showing posts with label Global Research. Show all posts

Tuesday, October 15, 2013

The Simple Goals of Complex Systems: Nobel Laureate James E. Rothman Talks About Nanomachines, Cutting Through the Fog, Personalized Medicine and the Benefits of Becoming Fish Wrap

On October 7, biologist James E. Rothman received the 2013 Nobel Prize in Physiology and Medicine together with colleagues Randy W. Schekman and Thomas C. Südhof. Rothman is a professor of biomedical sciences at Yale. Over the last decade he has served as a senior advisor to GE Global Research in Niskayuna, NY. He is also a former chief scientist at GE Healthcare. GE Reports managing editor Tomas Kellner talked to Rothman last week about his discovery, innovation, and GE.




Nobel laureate James Rothman worked as chief scientist at GE Healthcare. "In the university we talk a lot about collaboration, discovery through bringing together disciplines," he says. "I have never seen it work anywhere as well as at GE Global Research."




The Nobel committee is known in the U.S. for what may be the world’s most exhilarating wake up call. Where were you when you learned the news that you won a Nobel?

I was at home and I was in bed. The phone rang and there was a very pleasant Swedish voice bringing good news. It turned out that I had met the gentleman who was calling, Göran Hansson, at a scientific conference a couple of years ago. He is the Secretary of the Nobel Assembly at the Karolinska Institute in Stockholm.

The Nobel committee recognized you and your two colleagues for “solving the mystery” of how cells transport molecules like insulin to the right place in the cell and at the right time. Why is that important?

The body is made up of many different types of cells that make up your muscle, your liver or the nerve cells in your brain. These cells need to communicate with each other, otherwise they get out of synch and the liver won’t function like a liver.

Adding even more complexity, the different organs need to talk to each other. For example, when you eat a meal, your intestines are digesting the food and producing sugar that goes into the blood. The pancreas is detecting the sugar and secreting insulin to control and distribute the sugar throughout the body. There have to be signals or information flowing between the components of the system in order for it to function in a coherent way. Every electrical engineer will understand this. The work we have done has elucidated how those signals are produced and passed between cells.

It is interesting that you mention engineering. Your Nobel is in physiology and medicine, you studied medicine, but you left medical school and trained as a physicist.

I am not a physicist in any professional sense. But like many people at GE who are engineers, my initial education was in math and physics. I later moved toward molecular biology.

You said in an interview that what attracted you to molecular biology was the opportunity to find simplicity. Can you explain it? Biology seems inherently messy.

I’ve observed that biologists fall into two camps. There are those who seek simplicity and find it, and then there are those who seek complexity and revel in it. I know that sounds a little odd, but I think it’s true.

The goal of a complex system can actually be very simple. Its core function could be almost mechanical, like a little machine. In fact, we found that this is the case. Most of cell biology is carried out by proteins that are very complex on one level, but when you look at them through an electron microscope, they behave just like little nanomachines. So you have something than can be very complex, involving interactions of tens of thousands of atoms in multiple combinations and a complex interface between two proteins, or it can be conceptualized for example as a hammer hitting a nail, because one of the proteins looks like a hammer and the other looks like a nail.

You cannot get a simpler system than that.

If you have orientation to physics, where you always expect some simplicity and generality as distinct from the way biology is usually approached, it’s possible to make better progress in a complex field and cut through the fog more easily.

You could use these simple building blocks to create a much more complex picture and gain a deeper understanding.

That’s exactly right. The very complex behaviors of healthy and diseased organs are now being modeled increasingly using tools similar to what electrical engineers use. This approach extracts the essence and represents a profound simplification. This so called systems biology is becoming an important tool for example in the pharmaceutical industry. It will be an important clinical tool down the road for qualifying patients for treatments.

Such personalized medicine is a goal that GE is also pursuing. When did you start working at GE?

My history with GE goes back to early 2000s when GE acquired Amersham. That company brought to GE a great strength in life sciences. This truly differentiates GE from major industrial companies. I served for several years as chief scientist at GE Healthcare, which was then a new business formed by the combination of Amersham and GE’s imaging unit, GE Medical. I also started working in a high-level advisory role at GE Global Research (GRC). We essentially moved the Amersham research group from New Jersey to GRC and we’ve seen so many rewards from that move over the years.

Why was this move so important?

At first, the biologists were out in the left field and the GRC engineers didn’t really know how to relate to them even. They were working on two completely different sets of projects. But over the years we’ve seen the biology culture infuse and inform almost every aspect of research across the healthcare business. The development of digital pathology is an important example. Ten years ago we were not in digital pathology at all. If you think about it, that’s kind of interesting, because GE is a predominant company in the imaging space.

Can you explain the connection between medical imaging and pathology?

Pathologists use a microscope, rather than an MRI or ultrasound machine, to analyze a large numbers of cells. It’s subjective, it’s not digital, it’s qualitative, it’s all the things that radiology is not. But we were able to develop digital pathology because of the infusion of biology in the engineering.

Is digital pathology a tool that could help us advance personalized medicine?

Digital pathology paves the road for digitizing the pathology department. Once the environment is digital, data are created and stored in an archive in instantly manageable and accessible forms. This creates the platform for personalized medicine.

But this is just the first step. Step two is the development of molecular pathology at GRC, and that still continues. The acquisition of Clarient a few years ago was a major step in this direction. This is a big deal in clinical medicine and, eventually, cancer treatment. While digital pathology purely concerns capturing and storing microscope images of samples like tumor biopsies, molecular pathology images numerous potential cancer causing genes within the tumor, allowing pinpoint diagnoses and targeted treatments.

How often do you visit GRC?

I am usually in Niskayuna two days a month. I work very closely with the scientists and the advanced technology there, particularly John Burczak and Nadeem Ishaque, who are great leaders. I have the privilege of working with a great number of very talented people, including Mike Idelchik [vice president for advanced technologies] and Mark Little [GE senior vice president and chief technology officer], whose leadership is really quite extraordinary.

You have a busy academic career as chair of the cell biology department at Yale. What makes you go back to GRC?

Having had the experience of working with other companies as an adviser, I can tell you that there is no greater company in the world. It is absolutely my privilege to be a part of GE. The value system, the business focus, the innovation that goes on at GRC are all astonishing.

In the university we talk a lot about collaboration, discovery through bringing together disciplines. I have never seen it work anywhere as well as at GRC. The needs of the various business segments way outside of healthcare are appreciated by the people at GRC through the very nature of the lab. That sort of non-quantifiable knowledge has a way of leveraging across the whole of GE.

People who do not really understand GE describe us as a conglomerate. Sure, we are very broadly based. But what I see from the standpoint of GE Global Research is a company that has technology platforms that add enormous value that goes way beyond the conglomerate [label]. I see it every time I am at GRC and it excites me because I learn so much from my colleagues there.

How do you compare university research, or blue-sky research, and the type of research that goes on at GRC, which is looking for commercial applications? Are there benefits to having a product in mind?

Absolutely. GE does that so impressively.

Academia is largely supported by the public because of what you call the blue-sky aspect, with the hope that some of that will translate it into outcomes that benefit the society broadly. That of course happens.

GE Global Research has many, many tentacles and connections into the academia. GRC has labs all over the world and we have excellent relationship with excellent investigators at the top universities. We go to meetings, we publish, and we are understood to be leaders. That’s very important because it gives us visibility and it gives us access. It allows us to be part of the ecosystem in the way that we function, which is synthesizing the blue sky developments, the best of them, that occur anywhere in the world.

We take those developments, the best of them and we infuse them with the shorter term needs of the various businesses. Out of that ferment emerge projects that have perhaps a longer term timeline than what the business would ordinarily be excited about. It’s very powerful. I am not aware of any other large industrial that has the kind of leverage that we have.

Have you started working on your Nobel lecture? Do you have a topic in mind?

That’s a good question. The ceremony is scheduled for early December in Stockholm. I have not started working on my Nobel Lecture, which is a special lecture of more than average importance. This week there has been a lot of interest from the press. I trust that it will go away by next week as we become fish wrap.

I am also trying to get some sleep. I’ve been going on three to four hours of sleep all week. If I conveyed any measure of coherence today, that in itself should be worth of a Nobel Prize.

Thank you for your time.

Friday, October 4, 2013

Vamoose in Space: Forgotten Escape Pod Sought to Bring Astronauts Home Safe

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  In the 1960s, a team of GE engineers proposed a design for a single-person space escape pod called Man Out of Space Easiest (later changed to Manned Orbital Operations Safety Equipment), or MOOSE.
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MOOSE at work.
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  A detailed image of the escape pod.
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  A concept drawing of escape capsule.
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Commercial spaceflight is fast becoming reality. In fact, well-heeled passengers can already book seats on the first private space flights. This brings up an interesting question: What will safety devices look like in passenger spacecraft?

It turns out that GE engineers have already given it some thought. In honor of #GravityDay on Sunday - 9.8 meters per second squared is roughly the rate of acceleration of objects free-falling near Earth's surface – we dusted off a proposal dating back to the 1960s. At the time, a team of engineers proposed a design for a single-person space escape pod called Man Out of Space Easiest (later changed to Manned Orbital Operations Safety Equipment), or MOOSE.

The engineers designed MOOSE to weigh just 200 pounds and fit inside a suitcase-sized container. It used a small rocket motor for power and contained a PET film (the flexible silver-colored plastic material used by marathon runners and emergency crews) as a heat shield, two pressurized canisters filled with polyurethane foam, a parachute, radio equipment and a survival kit.

Astronauts in an emergency would leave the craft wearing a space suit, climb inside the PET bag and fill it with the insulating foam. The motor, as shown in the diagram, sticks out of the bag and eases the astronaut safely into the atmosphere. Once the astronaut falls to about 30,000 feet above Earth’s surface, a parachute deploys and slows descent to 17 mph. This is when the foam comes into play, serving as a cushion for when the astronaut touches down (it could also be used as a flotation device should the person land in water). The astronauts would then use radio to signal rescuers.

MOOSE was intended only for extreme situations and the effort to realize the design was later abandoned. Many advances in materials and technology have occurred since then. Some of them were on display during daredevil Felix Baumgartner’s free-fall from the stratosphere last year.

Friday, September 27, 2013

Built For Speed: F1 Team Ushers In NextGen Race Car Using Advanced GE Tech

In Ron Howard’s brand new Formula 1 car-racing movie Rush, the legendary driver Niki Lauda gives his rival James Hunt a sage piece of advice: “To be a champion, it takes more than just being quick.”

Scientists working at GE Global Research (GRC) agree with that sentiment. Their advances in big data analytics and materials science developed in GE labs in the U.S., Germany and India are helping Caterham F1 Team’s Formula 1 race cars perform better. “It’s a win-win partnership for both of us,” says Matt Nielsen, GRC’s principal scientist for controls, electronics, and signal processing. “They are on a very short technology development cycle, often only two weeks between races. We learn how to apply our technology in that time-scale.”

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[image src="http://files.gereports.com/wp-content/uploads/2013/09/Formula1B.jpg"]
The Caterham team is solving problems very similar to what GE engineers do every day. “It’s all very analogous to what we do in the field with gas turbines, aircraft engines and the Industrial Internet,” Nielsen says.
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[image src="http://files.gereports.com/wp-content/uploads/2013/09/Formula1C.jpg"]
The GE team is focusing on four areas to help the team’s cars get around the course more quickly: big data analytics, fiber-optic sensing, composites manufacturing, and heat management.
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[image src="http://files.gereports.com/wp-content/uploads/2013/09/Formula1A.jpg"]
Each Caterham car has some 500 sensors buried inside its wheels, engine, gearbox, chassis and elsewhere. Together they generate up to 1,000 data points per second.
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“These cars are roving sensor platforms traveling at 200 mph,” says Nielsen, who grew up as an open-wheel racing fan.
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The GE team is focusing on four areas to help the team’s cars get around the course more quickly: big data analytics, fiber-optic sensing, composites manufacturing, and heat management.

Each Caterham car has some 500 sensors buried inside its wheels, engine, gearbox, chassis and elsewhere. Together they generate up to 1,000 data points per second. “These cars are roving sensor platforms traveling at 200 mph,” says Nielsen, who grew up as an open-wheel racing fan.

The gigabytes of data travel to Caterham’s UK headquarters for analysis, where team engineers combine it with information generated during the development cycle, wind tunnel tests and even from a driver simulation system. “We were shocked by how much data they had,” Nielsen says. “We are helping them look at how they store, assemble and make connections between pieces of data, and pull out those nuggets that help them fine-tune their cars. The analytics developed by GE have the potential to cut Caterham’s data processing by half.

Some of the data may soon come from advanced fiber-optic sensors. The GE team built them to accurately measure the downforce on the front wing below the car’s nose. They believe that the embedded instruments can improve the wing’s design and help the vehicle go faster around turns.

Lauda and Hunt were racing in metal cars, but today’s cars are built mainly from carbon composites. The few exceptions include the engine, the drivetrain, and pipes. GE materials scientists are helping the racing team replace aluminum cooling tubes with composites and reduce weight. “Every ounce adds up,” Nielsen says. “We’ve made good progress and are working to transfer the manufacturing process to them.”

Starting with the 2014 season, F1 will enter a new, super-efficient era. The engines will still generate up to 700 horsepower, but they will be capped at 1.6 liters of displacement and use around a third less fuel than today. To do so, engines will come equipped with advanced turbochargers and energy recovery systems, which will boost performance. GE engineers are helping Caterham design sophisticated intercoolers that reduce the temperature of the air the turbocharger pumps into the engine. “You don’t want a lot of pressure drop, but you want the air as cool as possible,” Nielsen says. “We know a lot about heat transfer and are using that to help build analysis tools for Caterham.”

Nielsen says that the Caterham team is solving problems very similar to what GE engineers do every day. For that reason, there are a number of places where collaboration could lead to insights beyond just F1 racing cars. “It’s all very analogous to what we do in the field with gas turbines, aircraft engines and the Industrial Internet,” he says.

Monday, September 16, 2013

Meet the Makers: 3D Printing Design Challenge Finalists Have Global Roots

The maker movement is a big community of students, manufacturing enthusiasts and hobbyists using cutting edge tools and design software to find better ways to make things. In the U.S., they meet in TechShop workshops and flock to Maker Faire fairs to innovate and exchange ideas. But the results of GE’s latest manufacturing challenge show that the movement resonates far beyond America’s borders. It is an international affair.

GE and GrabCAD, working closely with digital strategy firm Undercurrent, just announced 10 finalists of the 3D Printing Design Quest challenge to redesign a jet engine bracket, make it lighter, and print it on a 3D printer. There were more than 700 entries and the finalists come from nine countries as different and far apart as Hungary, which has two, and Indonesia. They will each receive $1,000.

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M. Arie Kurniawan lives in Salatiga, Indonesia. He runs a small engineering firm with his brother. "3D printing will be available for everyone in the very near future," he says. "It will change many things."
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France's Alexis Costa says he is a LEGO Technic fan.
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Thomas Johansson from Sweden built a powertrain for the luxury sports car maker Koenigsegg. "A colleague sent me a notification of this competition and I could not resist a good challenge where the part was going to be tested in reality," he says.
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[image src="http://files.gereports.com/wp-content/uploads/2013/09/CAD4.jpg"]
Sebastien Vavassori lives in Stevenage, U.K. He works as a stress engineer for EADS. "3D printing is an interesting process, with a direct value for enterprises specialized in maintenance," he says. "With 3D printing, the last version of a mechanical part can be downloaded without delay; moreover that costs almost nothing in transport and in stock."
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[image src="http://files.gereports.com/wp-content/uploads/2013/09/CAD5.jpg"]
Nic Adams hails from Cape Town, South Africa, and currently lives in Sydney, Australia. He says that he wanted to keep his bracket "organic, minimizing sharp corners and using a hollow structure to best distribute material and stress."
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Fidel Chirtes from Romania specializes in automotive and machine design.
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Andrea Anneda lives in Milan, Italy. "My inspiration came from nature," he says. "I tried to recreate a structure similar to a bone."
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Peter Mandli hails from from Hungary. He is interested in automotive design.
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Ármin Fendrik works in the small town of Bonyhád in southern Hungary. He tried "a lot of different designs, and after a few I noticed some patterns so I was able to optimize my designs," he says. He is interested in 3D printing applications in healthcare and space. "With 3D printing we could design and manufacture personalized body parts...at a moderate cost and with solutions which are only achievable through additive manufacturing."
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Piotr Mikulski lives in Rumia, Poland. He says that "since childhood, I have always been curious about how things work. The problem is that there are so many questions and so little time to find answers."
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The bracket is a key jet engine component. It supports the weight of the engine during handling and must withstand strong vibrations during flight.

GE engineers will now manufacture the 10 designs and put them through mechanical tests at GE Global Research in upstate New York. The load testing will take place between Sept. 17 and Nov. 15 and the top eight designs will share a total prize pool of $20,000. “We have entered into a new era of manufacturing that is leveraging the proven power of open innovation,” said Mark Little, chief technology officer at GE Global Research. “Additive manufacturing is allowing GE, together with the maker community, to push the boundaries of traditional engineering. These finalists have demonstrated what can be achieved by embracing this more open, collaborative model.”

The point has not been lost on New York Times columnist Thomas Friedman who wrote about the Quest challenge in his latest column. “When G.E. is looking to invent a new product, it first assembles its own best engineers from India, China, Israel and the U.S,” he writes. “But now it is also supplementing them by running ‘contests’ to stimulate the best minds anywhere to participate in G.E.’s innovations… I saw one prototype that was 80 percent lighter than the older version…A majority of entries came from people outside the aviation industry.”

Explore our slideshow featuring designs from the 10 finalists. The judges also recognized several designs for their creativity. They are listed here.

Thursday, September 12, 2013

Voyager 1 Becomes First Man-Made Object to Leave Solar System; Probe Still Powered by GE Technology

A new research paper published today in the journal Science concluded that the Voyager 1 spacecraft became the first man-made object to leave the solar system and enter interstellar space. The journal says that “after long disagreements, that is now the consensus view of Voyager mission team leaders." The 35-year old spacecraft is still relying on GE technology, including command computers and power generators.

“I don’t know if it’s in the same league as landing on the moon, but it’s right up there — ‘Star Trek’ stuff, for sure,” said Donald A. Gurnett, a professor of physics at the University of Iowa and the co-author of the paper told the New York Times.

The spacecraft is now than 11.7 billion miles from home, almost 50,000 times farther than a trip to the moon. The Voyager 1 and its sibling the Voyager 2 launched in 1977. They were expected to last only a few years. “NASA considered everything past the Saturn encounter a bonus,” said Dr. Howard Butler, who ran GE’s Aerospace Electronic Systems Department.

GE engineers designed the Voyagers’ command computers directing the flight path and providing communication links with NASA Mission Control, as well as the probes’ power source called radioisotope thermoelectric generators (RTGs). These devices still remain in service and convert the heat produced from the natural radioactive decay of plutonium into electricity for the spacecraft’s instruments, computers, radio and other systems.

Scientists have been speculating for several years about the exact timing spacecraft’s departure from the heliosphere, the limit of the particles thrown off by the sun. Last October, GE’s science and technology publication Txchnologist noted that since September 2012, the craft’s instruments have sensed a major, sustained drop in the low-energy charged particles released by the sun that reach it. The prediction was about five days off: the exact date of departure was Aug. 25, 2012.

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The Voyager 1 and Voyager 2 spacecraft launched in 1977. They are currently exploring the edge of the solar system. GE engineers designed the Voyagers’ command computers directing the flight path and providing communication links with NASA Mission Control. They also developed the probes’ electricity generator for the spacecraft’s instruments, computers, radio and other systems. The Voyagers have sent back detailed images of the solar system planets and their moons, confirmed the existence of Neptune’s rings, and gathered data about stars near the edges of the Milky Way.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/BreakingFree1A.jpg"]
The Voyagers’s next mission is to explore the boundary of the Solar System. NASA now estimates that the probes will survive until 2025. The Voyagers also carry cargo designed to communicate a message from Earth to extraterrestrials. Each probe holds a special phonograph record, a 12-inch encoded gold-plated copper disc containing music, sounds and images selected to portray the diversity of life and culture on Earth, from Bach and Chuck Berry to birds, heartbeat, and laughter.
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Thursday, September 5, 2013

Enter The Dragon: GE, Dragon Innovation Launch New Hardware Crowdfunding Platform

It almost always takes a village to bring a new product from the garage to market. From concept to capital and manufacturing to distribution, it takes many hands to turn, say, the Apple I into the Macintosh.

Over the last four years, the Boston-based Dragon Innovation has been helping hardware entrepreneurs to weather the development cycle, vet designs and crowdsource funding by allowing individuals to financially back projects they like. Today, Dragon added more power to its repertoire and teamed up with GE, Arrow Electronics and Freescale to create a new platform designed to help innovators cut time to market and boost competitiveness.




“Dragon helped us take our crowdfunding success and translate it into to shipping more than 100,000 Pebbles in just over a year," says Eric Migicovsky, founder and CEO of Pebble Technology.




GE, for example, will give entrepreneurs access to senior staff inside GE, including R&D collaboration with GE Global Research labs. The company will also help with technology transfer, licensing opportunities and marketing. “The advanced manufacturing revolution depends on everyday inventors and maker communities who are bringing new ideas forward at a record place,” said Beth Comstock, senior vice president and chief marketing officer at GE.

Dragon Innovation already provides entrepreneurs with the tools for planning, funding, making and selling hardware products. Dragon’s team of experts helps them estimate costs and timelines, and set goals and ship dates. “Hardware entrepreneurs run the risk of running out of money, even with a perceived successful crowdfunding campaign, if they haven’t properly penciled out the costs behind delivering their project,” said Scott Miller, Dragon cofounder and CEO.

Miller says Dragon’s experience combined with GE’s resources could make the new platform a major player in the new world of crowdfunding products. “In the old days, firms would spend millions of dollars over the course of multiple years in stealth mode, then have a big product launch backed by a significant market spend to drive demand,” Miller told TechCrunch. “In some cases, this went well, and the product sold. In others, it did not.”

The new platform could help entrepreneurs cuts costs and improve the odds of a successful launch.

Wednesday, September 4, 2013

The Right Stuff: GE Tech Has Been at the Launch Pad since the Dawn of Space Flight

Humans have been sending objects and each other to space for close to 50 years. GE technology has been near the launch pad since the beginning. On March 17, 1958, for example, a GE-powered Vanguard rocket blasted the Vanguard 1 satellite to space. That probe is today the oldest man-made object in space. (The first two Russian Sputniks and the U.S. Explorer 1 that preceded it fell back to earth decades ago.)

In 1960, GE's Discovery XIII satellite became the first man-made object to be recovered from orbit around Earth. After completing 17 trips around the earth in 27 hours, Discovery brought back the first color photos of our planet from an altitude of 700 miles.

This list could go on. GE engineers keep working with NASA to crack tough problems and solve scientific riddles. When the Space Shuttle Columbia broke up on descent from orbit in 2003, GE scientists together with NASA and industry partners developed repair kits for astronauts to fix up damage to the shuttle fleet in space and prevent similar disasters in the future. The team designed the kits from special ceramic composite materials whose offspring now serve inside next-generation jet engines like the LEAP and GE9X.

Another riddle involved eyesight. NASA documented at least seven cases where astronauts with healthy eyes returned to Earth with altered vision. Engineers at GE Global Research developed a special ultrasound probe to track changes in their vision during exposure to microgravity. It has been since used on the International Space Station. Scientists hope that back on earth the research could advance the understanding of the underlying causes of traumatic brain injuries and lead to better monitoring of changes in brain pressure in people who sustain blows to the head.

Today, anybody can experience multiples of early GE space power. The GE rocket engine that took Vanguard 1 to space produced 30,000 pounds of thrust. GE’s largest jet engine, the GE90-115, can generate up to 127,900 pounds. They power many Boeing 777 aircraft.
Take a look at our slideshow.

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 In 1969, GE built an underwater habitat off the Caribbean island of St. John. Called Tektite I, part of the habitat’s purpose was for NASA to conduct research on how crews would behave during long-duration space missions. It was built from two steel cylinders that were connected via a passageway. The program lasted two months, and aquanauts spent a total of 432 man-hours in the habitat. Image courtesy OAR/National Undersea Research Program.
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To help engineers figure out how to get space vehicles off the Earth and to far away destinations, GE created this circular slide rule called the Space Propulsion Calculator. On the front are solutions for rocketry beam power, thrust, propellant consumption, specific impulse and exhaust velocity. The calculator also let users compute numbers for chemical, nuclear and photon rockets as well as magnetohydrodynamic and ion drives. The back offers calculations for planetary data like revolutions, gravity and astronomical constants. Production date unknown. Image courtesy International Slide Rule Museum.
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GE engineers ground-tested Apollo 11’s command and lunar modules. NASA attached a GE jet engine to the Lunar Lander Test Vehicle to simulate the moon’s weaker gravity.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/BreakingFree1.jpg"]
The Voyager 1 and Voyager 2 spacecraft launched in 1977. They are currently exploring the edge of the solar system. GE engineers designed the Voyagers’ command computers directing the flight path and providing communication links with NASA Mission Control. They also developed the probes’ electricity generator for the spacecraft’s instruments, computers, radio and other systems. The Voyagers have sent back detailed images of the solar system planets and their moons, confirmed the existence of Neptune’s rings, and gathered data about stars near the edges of the Milky Way.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/BreakingFree1A.jpg"]
The Voyagers’s next mission is to explore the boundary of the Solar System. NASA now estimates that the probes will survive until 2025. The Voyagers also carry cargo designed to communicate a message from Earth to extraterrestrials. Each probe holds a special phonograph record, a 12-inch encoded gold-plated copper disc containing music, sounds and images selected to portray the diversity of life and culture on Earth, from Bach and Chuck Berry to birds, heartbeat, and laughter.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/BreakingFree2.jpg"]
GE engineers led the design, integration and testing of the 14-foot, 4,400-pound Landsat 4 and Landsat 5 satellites that photographed Earth from 1982 until 2012. GE also managed the flight and ground missions of the spacecraft, and GE’s digital image analysis lab in Lanham, Maryland, processed their images to reveal details as small as 30 meters long, such as highways and bridges. In March 2012, Landsat 5 entered the Guinness World Records book as the “longest-operating Earth observation satellite.” The spacecraft was designed for a three-year mission but served for nearly 30 years.
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GE engineers led the design, integration and testing of the 14-foot, 4,400-pound Landsat 4 and Landsat 5 satellites that photographed Earth from 1982 until 2012. This time-lapse compiled from Landsat photographs shows the rate of Dubai’s growth at one frame per year from 2000 through 2011. Source: NASA
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The Hexagon and Gambit were among the largest spy satellites ever built. They were the size of a tractor trailer, 10 feet in diameter and 55 feet in length. GE engineers designed and built recovery vehicles, command systems, mission planning software and other systems critical for the mission.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/BreakingFree4.jpg"]
The top secret spy satellite programs ran from 1963 to 1986. In 1984, President Reagan commended the engineers and others who worked on the satellites. But the presidential honor remained secret until 2011, when the program was declassified.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/BreakingFree5.jpg"]
The technology to beam images from space wirelessly was then still in its infancy. This formerly top secret photograph shows workers "de-spooling" film from recovery vehicles.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/BreakingFree7.jpg"]
GE engineers, in collaboration with NASA and industry partners, helped design and fabricate unique patches to plug up in space debris damage on the shuttle’s wings and belly that caused the Columbia disater. The patches were made from a special ceramic composite material that could survive wild temperature swings, from minus 250 degrees Fahrenheit in orbit to a 3,000-degree inferno caused by the drag of Earth’s atmosphere during the shuttle’s 17,000 miles-per-hour descent.
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GE built the X-405 liquid-fueled rocket engine for the first stage of the Vanguard rocket, which successfully placed America’s second satellite into orbit in 1958. Image courtesy National Air and Space Museum.
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[image src="http://files.gereports.com/wp-content/uploads/2013/09/InSpace2.jpg"]
President Dwight Eisenhower stands with the recovered Discovery satellite. In 1960, GE's Discovery XIII became the first man-made object to be recovered from orbit around Earth. Completing 17 trips around the earth in 27 hours, Discovery also brought back the first color photos of our home planet from altitudes of up to 700 miles.
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[image src="http://files.gereports.com/wp-content/uploads/2013/09/InSpace3.jpg"]
Buzz Aldrin poses on the moon. His visor reflects Armstrong and the lunar lander. More than 6,000 GE employees worked to help put Apollo 11’s Neil Armstrong and Edwin “Buzz” Aldrin on the moon in 1969. In fact, Armstrong’s first step on the moon occurred with boots made from GE silicone rubber. The company also supplied the Apollo program’s overall quality control, systems engineering support, launch vehicle test facilities and the ship-to-satellite system that provided the first live color TV pictures of splash-down and recovery. Courtesy NASA.
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Friday, August 30, 2013

The Art of Science: Supercomputers Help Scientists See What Microscopes and Cameras Can’t Capture

Scientists at GE Global Research have been using the world’s most powerful supercomputers to simulate everything from fuel flowing through jet engine nozzles to water drops turning into ice. The results can be rewarding beyond solving research riddles. “Many times our work generates images that are visually breathtaking,” says Rick Arthur, who leads the Advanced Computing Lab at GRC.

Supercomputers are helping GE engineers speed up innovation, crack previously intractable problems, and shorten the business cycle. Take a look at our slideshow featuring a hypnotizing turbine flow, density gradients and other arresting images generated by GRC scientists.

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[image src="http://files.gereports.com/wp-content/uploads/2013/08/ArtInScience1.jpg"]
The “blue blobs” shown in this picture represent particles in an advanced nickel alloy used to manufacture high-pressure turbine rotors and cooling systems for jet engines. The model is a simulation of what happens to the size and distribution of the particles when the alloy rapidly cools at a rate of 200 degrees Fahrenheit per minute.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/injector36in.jpg"]
This picture shows a simulation of a liquid spray from a jet engine fuel injector. Fuel injectors have an intricate design and must handle punishing heat and pressure. They are notoriously difficult to test and build. “High-fidelity computer simulations can significantly reduce the number of trials and can provide insights into why a fuel injector behaves the way it does,” says Madhu Pai, computational combustion engineer at GRC. This image was generated on the Sierra supercomputer at Lawrence Livermore National Laboratory.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/ArtInScience2.jpg"]
Arthur calls this computer-generated image of a low-pressure turbine “chromatic ring.” His team used the Jaguar supercomputer based at Oak Ridge National Laboratory to model fluid dynamics inside the turbine. They were looking for tiny variations that could help them improve turbine efficiency.
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Here is a close-up of the previous image.
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This image does not represent a serving of Rice Krispies treats but three nickel-alloy computer models generated by a GRC server cluster. They help scientists understand the microstructure of the alloy molecules and gain insight into the properties of the metal.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/ArtInScience5.jpg"]
This picture shows the density of a jet engine exhaust flow. GE engineers are using it to increase jet engine performance and reduce noise. The image was created on the Intrepid computer network at Argonne National Lab.
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This picture is a two-dimensional cut-away from the previous image.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/ArtInScience.gif"]
This hypnotizing image shows an unsteady flow inside the low-pressure turbine of a jet engine. GRC scientists are using an in-house code to visualize the “unsteadiness” and get a better understanding of the aerodynamic losses inside the turbine. This helps them design more efficient engines.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/Nucleation.gif"]
This simulation shows ice spreading through a water droplet. The model shown above was developed on Titan at Lawrence Berkeley National Lab, currently the top ranked supercomputer in the world. GRC scientists are using the research to develop icephobic surfaces that prevents ice creation and build up on turbine blades, oil and gas rigs and elsewhere. Video credits: Mike Matheson, Oak Ridge National Lab.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/CheckFlow2.jpg"]
This image shows noise generation due to turbulent flow over the trailing edge of a wind-turbine blade. High fidelity computer simulations provide engineers with better insights into noise sources and noise generation mechanisms, and help them design low-noise blades. These images were generated by the Red Mesa, one of the world’s fastest supercomputers based at Sandia National Laboratory in New Mexico. Image courtesy of Prof. Sanjiva Lele, Stanford University
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Wednesday, August 28, 2013

Go With the Flow: New Water-Based Battery Could Extend EV Range Beyond 240 Miles


Dr. Grigorii Soloveichik, a chemist at GE Global Research, combines the necessary ingredients for a water-based chemical reaction that generates electricity inside GE’s flow battery.

Imagine a brave new world where an affordable family EV sedan could cover the distance between New York City and Washington, D.C., on a single battery charge. It remains a fantasy, but perhaps not for too long. Scientists at GE Global Research and Lawrence Berkeley National Laboratory are developing a new kind of water-based “flow” battery for electric vehicles that could achieve this driving range and go beyond it.

Grigorii Soloveichik, who leads the project at GRC and serves as director of the GE-led and Department of Energy-funded Energy Frontier Research Center, says that the batteries could be 75 percent cheaper than car batteries available on the market today and multiply current EV driving range. “The DOE wants a battery that can power a car for 240 miles,” he says. “We think we can exceed that goal.”

GE engineers say that unlike lithium-ion and other battery systems, the new technology will use water-based solutions of inorganic chemicals capable supplying high energy density by ferrying more than one electron at a time. They call the system a “flow” battery because the discharge and recharge occurs in electrochemical cells that stand apart from the energy storing tanks, which makes them safer. “We envision a flow battery with applications for both transportation and large-scale energy storage,” said Soloveichik. “Put simply, for EV’s, this represents a game-changing technology.”

The research is part of the Department of Energy’s ARPA-E RANGE program that seeks to develop game-changing electrochemical energy storage technologies. Engineers from the GRC and Berkeley Lab team says that they plant to develop a working prototype and “demonstrate feasibility” of the concept over the next year.

For comparison, the 2013 Nissan Leaf has an EPA-rated range of 75 miles. Tesla Motors' high-end 2013 Model S can reach 265 miles on a single charge. They both use lithium-ion batteries.

GE has a long history of EV research. A century ago, the company developed the first EV chargers. Most recently, GE engineers developed EV charging stations like the WattStation and sodium-based Durathon batteries, which are now part of the company's ecomagination portfolio.

Click to enlarge

Tuesday, August 27, 2013

Popular Science: #6SecondScience Fair Gets 4-Minute Video Treatment

What happens when you mix cupcakes, Play-Doh, dry ice and a smartphone app? You get an eruption of playful videos illustrating basic elements of science raging from electromagnetism from frog anatomy in just six seconds. That’s what happened in mid-August when GE hosted its #6SecondScience fair and invited DIY scientists to film and upload their experiments on the video-sharing app Vine. The week-long event ended on August 18 and generated more than 600 submissions. GE’s social media team has now gathered some of the best and stitched them into a four-minute video. Take a look.

Monday, August 26, 2013

Science In Action: Inside GE’s Research Labs

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Engineers at GE Global Research are developing advanced devices called synthetic jet actuators. These piezoelectric bellows can make air and water flow more efficiently across aircraft wings, wind turbine blades and boat hulls. Here, a water-adapted synthetic jet actuator fires a jet like a fountain in a lab demonstration.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/ScienceInAction3.gif"]
GRC engineers built this demonstration to show the power of non-thermal plasma. They generate a “cold” plasma inside the clear box on the right using high voltage, low current electricity. Smoke inside the box is pumped out through the vent in the middle when the electricity breaks the surrounding air into ions, which creates flow. This system transforms electrical energy into mechanical energy while using no moving parts. The team investigates non-thermal plasma technology to assist engine combustion by improving fuel burn and performance.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/ScienceInAction1.gif"]
Researchers at GE Global Research are putting advanced insulation through its paces by zapping it with high voltage electricity.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/ScienceInAction4.gif"]
Seyed Saddoughi, the principal engineer in Aero-Thermal & Mechanical Systems lab at GRC, inspects one of his creations. His research team developed a propeller by attaching a synthetic jet actuator to a rotatable arm. Like the device in the first image, this is a piezoelectric bellows, made of two slightly separated metallic sheets that suck in and expel air when electrified. Their motion generates a jet of air that powers the propeller up to 1,000 rotations per minute. The work is part of their investigations into advanced active flow and combustion control.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/ScienceInAction5.gif"]
This ultra-efficient water-jet cutter can blast through slabs of metal with ease. GRC engineers are investigating the computer-guided advanced milling tool for use in several industries. Here, the water jet is being tested to cut wind turbine parts from a solid aluminum ingot. Firing an abrasive mixture of garnet dust and plain water at a pressure of 60,000 pounds per square inch, the water-jet cutter could dramatically reduce manufacturing time at GE plants.
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GRC scientists are working on advanced "superhydrophobic" coatings that can completely repel water.
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Nobody likes turbulence. The familiar kind of air turbulence may rattle nerves and spill coffee into passengers’ laps. But planes also suffer from its less palpable form along aircraft wings and engines. A few years ago, Seyed Saddoughi, who works as principal engineer in the Aero-Thermal and Mechanical Systems lab at GE Global Research (GRC), developed thin devices the size of two stacked credit cards that can smooth the drag caused by turbulence and make flying more efficient. The devices, called synthetic jet actuators, work a little like our lungs and generate rapid pumping and sucking by applying electrical current across pieces of special ceramic material separated by a narrow space.

Saddoughi’s work intrigued his GRC colleague Peter De Bock, who used the tiny bellows to build an ingenious cooling system that could make tablets and laptops thinner and quieter and add as much as 30 minutes to laptop battery life. “Innovation is about talking to people, connecting with people,” De Bock says. “[It] is about knowing the field, knowing what’s out there, what’s needed.”

Saddoughi and De Bock’s labs are at GRC headquarters in Niskayuna in upstate New York, near where Thomas Edison opened GE’s first research labs in 1900. Nobel winners such as radio telegraph inventor Guglielmo Marconi, Niels Bohr, who cracked the structure of the atom, and I.P. Pavlov famous for his conditioned dogs came for a visit.

GRC has since grown global and added labs in San Ramon, California, Shanghai, Rio de Janeiro, Bangalore, and Munich. The labs employ 3,000 people, including 1,125 PhDs. GE spends annually $6 billion on R&D and GRC scientists are working on a long list of problems, from new materials for jet engines and gas turbines to molecular diagnostics, better batteries, and software analytics for turbines and oil & gas rigs that crunch data coming over the Industrial Internet.

Wednesday, August 21, 2013

Cool Computing: GE Scientists Use Supercomputer to Freeze Water Molecules in Time




This simulation shows ice spreading through a water droplet. The image is a real scientific model that’s being developed on Titan, the #1 ranked supercomputer in the U.S. Video credits: Mike Matheson (Oak Ridge National Lab)




In early 2011, a tide of icy weather smothered the Caribou Wind Farm in New Brunswick in Canada and shut down the farm’s 33 turbines for a month. “The cold weather is not an issue,” Mark Hachey, the farm’s manager told CBC News. “They can run in rain, they can run in snow. It’s when you get an accumulation of ice, much similar to an airplane.” Caribou has the capacity to power 30,000 homes and Hachey told the CBC that he was looking for solutions like non-stick coating to the turbine blades to crack the persistent problem.

Scientists at GE Global Research (GRC) are already on the case. According to a recent blog post, they’ve been running ice forming simulations on the U.S. top-ranked supercomputer, Titan Cray XK7, at Oak Ridge National Laboratory to study how ice grows. Masako Yamada from GRC’s Advanced Computing Lab said that she can model water droplets that are 50 nanometers in size, far smaller than actual droplets, over incredibly short fragments of time called femtoseconds. (One femtosecond is to one second is what one second is to 31.7 million years.) “It’s analogous to creating a high-speed video using an atomic microscope,” Yamada said. “Titan is one of the few resources in the world that can handle our needs.”

Yamada and her team are using the research to develop icephobic surfaces that prevent ice creation and build up. This can be done by reducing “stickiness” between ice and surface, bouncing water droplets before they can freeze, delaying the onset of freezing, and lowering freezing temperature. “We can see exactly how the water molecules interact with the surfaces,” Yamada said. “This is simply impossible using any physical test. In addition, in the virtual world, the results are not impacted by dirt, defects and other random sources of noise.”

The research has applications everywhere, from windshields to the ideal ice cream scooper. “We have observed that certain types of surfaces hinder ice formation, but the exact mechanism was unknown,” says Rick Arthur, who leads the Advanced Computing Lab at GRC. “We use simulations as a means to gain insight into the conditions under which ice can be suppressed. Many industrial systems that operate in cold environments stand to benefit from resisting ice including wind turbines and offshore oil and gas drilling and production rigs operating in extremely cold environments.”

Ice stopped turbines at Caribou again in 2012, for the third year in a row. But if GE’s simulations work out, Hachey’s winter headache could be over.

Friday, August 16, 2013

GE Records: The Fastest, Farthest, First, and Most Powerful

The Voyager 1 spacecraft is the farthest man-made object from Earth, and, along with its sibling Voyager 2, is also the longest running NASA mission to date. Today, both are heading into the unknown: interstellar space.

Launched in 1977, the Voyager spacecraft weren't expected to last this long. But it turns out, they were built to last. GE engineers designed the Voyagers’ command computers directing the flight path and providing communication links with NASA Mission Control. GE engineers also designed the spacecrafts’ power source, which is still converting heat produced from the natural radioactive decay of plutonium into electricity for the instruments, computers, radios, and other systems that allow them to beam data to Earth.

So what do the Voyagers have in common with the fastest train, the fastest ship and the most powerful jet engine? All were, at least partially, the products of GE engineering. Click through the slideshow to learn more about how GE helped reach new frontiers, break records, and solve some of the biggest challenges facing civilization.

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[image src="http://files.gereports.com/wp-content/uploads/2013/08/GERecords1.jpg"]
Breaking Speed Records in Trains: In 1966, railroad engineer Don Wetzel bought a pair of GE jet engines from a surplus Air Force bomber, bolted them to the roof of a stock commuter car, and took his contraption for a spin. On his second trip, the train sped along at 183, a North American rail speed record that still stands today.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/GERecords2.jpg"]
Powering the Fastest Ship: The world's fastest ship, the Francisco, is powered by two aircraft engine-based GE gas turbines driving a pair of water jets. Built at Australia’s Incat shipyard, it can reach speeds of 58.1 knots, or 67 miles an hour. It's also the first ferry to use liquified natural gas as a primary fuel, which places it among the most environmentally friendly and efficient ships in the world.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/GERecords3.jpg"]
Powering Systems in the Farthest Man-Made Object: Voyagers 1 and 2, headed to interstellar space, are to date the farthest objects built by people from Earth. Launched in 1977, they are still beaming data back to Earth today. GE engineers designed their command computers to direct the flight path and provide communication links with NASA Mission Control, as well as the probes’ power source called radioisotope thermoelectric generators (RTGs).
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/GERecords4.jpg"]
Helping Put the First Man on the Moon: GE engineering helped put Neil Armstrong and Buzz Aldrin on the moon. Materials for their boots and helmet visors were designed by GE, as well as the Apollo program's radio command and guidance equipment. GE also engineers tested Apollo 11's command and lunar modules. Between 1961 and 1972, a total of 6,000 GE employees from 37 different operations helped NASA run the Apollo program and send 24 people to the moon and back.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/GERecords5.jpg"]
Pioneering the Use of Electronic Computers in Engineering: GE was the first company to use the world's first general purpose electronic computer (which was owned by the U.S. Military) to solve engineering problems. In 1954, GE bought its own computer, the Universal Automatic Computer I, to use on projects ranging from building the first industrial computerized payroll for GE Appliances to monitoring the liftoff of Apollo 11.
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[image src="http://files.gereports.com/wp-content/uploads/2013/08/GERecords6.jpg"]
Designing the Most Powerful Jet Engine: The GE90-115B jet engine is the most powerful jet engine. At a 2002 test stand, it generated 127,900 pounds of thrust, earning it a spot in the Guinness Book of World Records (that's more than the combined total horsepower of the Titanic and the Redstone rocket that took the first American to space). But the engine is still graceful enough that one of its blades was featured in New York's Museum of Modern Art for its Architecture and Design Collection.
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Monday, July 29, 2013

Blast From The Past: Edison’s Discovery Powers Next-Gen Jet Engines

Everyone knows that Thomas Edison created the modern light bulb, but a lesser known Edison discovery tied to the bulb’s birth is now enjoying the limelight.

In 1879, the inventor and GE founder exposed thin slices of bamboo to scorching heat at his lab in Menlo Park, N.J. The cellulose inside the bamboo quickly carbonized and transformed the splinters into the first carbon fibers. The fibers could conduct electricity and handle intense heat, and Edison used them as filaments in his early light bulbs. In 1906, however, GE engineers invented the modern tungsten filament and carbon fiber was quickly forgotten.

It remained dormant for the next 80 years, until NASA engineers re-discovered the material in the 1960s. They were seeking an edge in the space race with the Soviet Union and carbon fiber’s combination of  toughness and light weight made it an ideal space age material. Designers were soon crafting composite parts made from “prepregs,” layers of carbon fiber mats impregnated with resin. These parts were tougher, stronger and lighter than steel and aluminum alloys. They quickly started replacing metals in the fuselage and other structural parts of planes and missiles.

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New York’s Museum of Modern Art included a GE90 blade made from carbon fiber composites in its Architecture and Design Collection.
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Carbon filaments did the trick but they darkened the inside of the light bulb. Edison replaced it with Tungsten wire.
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The GEnx jet engine has fan blades and fan case made from carbon fiber composites.
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Boeing’s Dreamliner has sections of its fuselage made from carbon fiber composites.
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The BMW i3 all-electric concept car is the first all-composite car.
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Carbon fiber composite parts from GE's plant in Hamble, UK, serve on the wing trailing edge of the A350, the latest passenger get built by Airbus.
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The early carbon fiber cost as much as $400 per pound. But production innovation brought down price and composites quickly spread. Today, BMW and Tesla Motors cars have carbon fiber bodies, there are carbon fiber golf clubs and tennis rackets, and Boeing and Airbus build large portions of their next-generation planes, the Dreamliner and the A350, from the material.

But no company went further than GE. GE spent several decades developing a version of carbon fiber composites that could replace the metal fan blades at the front of the jet engine and make it lighter and more efficient. “This was a huge, expensive and risky project,” says Shridhar Nath, who leads the composites lab at GE Global Research. “We planned to replace titanium with what is essentially plastic. We were starting from scratch and we did not know how carbon fiber blades will respond to rain, hail, snow and sand, and the large forces inside the engine.”

The bet paid off. It allowed GE engineers to shed hundreds of pounds from the fan and build the GE90, the world’s largest and most powerful jet engine. The fan blades and fan case in the GEnx, GE’s latest and most fuel efficient large jet engine, are made from the material.

But GE engineers are already looking for new applications. They are experimenting with carbon fiber wind turbine blades, riser pipes for the oil and gas industry, and patient tables for X-Ray and CT machines that are transparent to radiation and improve image quality. “Over the next 15 years you are going to see carbon fiber explode across areas where we have not seen them before,” says Nath. “Everybody is interested in reducing weight and increasing strength. That’s what’s carbon fiber composites got.”

Friday, July 26, 2013

GE Phone Home: GE Technology Helped Fly Humans to the Moon





NASA attached a GE jet engine to the Lunar Lander Test Vehicle to simulate the moon’s weaker gravity.




It was 44 years ago last Saturday that Neil Armstrong's and Buzz Aldrin's boots touched the surface of the moon for the first time. Those soft boots and other systems supporting NASA’s Apollo missions relied on solid GE engineering.

GE scientists developed the silicon rubber for the moonwalking boots and the super-strong plastic for the visors of Armstrong's and Aldrin's helmets. They also built the Apollo program’s radio command and guidance equipment, and tested Apollo 11’s command and lunar modules. “With so much riding on this one, an extra effort was made to solve all the problems, no matter how insignificant,” said Earl Wayne Turner, GE test director for Apollo. “This one had to be absolutely clean.”

A total of 6,000 GE employees from 37 different operations helped NASA run the Apollo program between 1961 and 1972 and send 24 people to the moon and back.

GE and NASA keep working together. Carbon fiber blades developed for NASA’s “unducted turbofan” jet engine now serve on GE’s most advanced engines like the GEnx. Crews on the International Space Station are using a GE ultrasound device to study the impact of microgravity on Astronaut vision loss, which is still poorly understood. Take a look at our slideshow.

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 On July 20, 1969, Apollo 11 landed on the moon and Buzz Aldrin and Neil Armstrong went for a walk in boots made from GE silicone rubber.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/PhoneHome2.jpg"]
Leading up to liftoff, GE computers were continuously monitoring vital booster systems on Apollo 11’s huge Saturn rocket.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/Lunar-Landing.gif"]
GE engineers ground-tested Apollo 11’s command and lunar modules. NASA attached a GE jet engine to the Lunar Lander Test Vehicle to simulate the moon’s weaker gravity.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/PhoneHome4.jpg"]
GE’s ship-to-satellite system provided the first simultaneous live transmission of color TV images, newspaper copy and radio commentary from Apollo 11's splash-down and recovery in the Pacific.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/PhoneHome5.jpg"]
While the astronauts slept on the moon, GE engineers examined a broken switch on a circuit breaker critical to the startup of the lunar module's ascent engine. The circuit closed, the engine fired, and Armstrong (pictured) and Aldrin went home.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/PhoneHome6.gif"]
NASA used GE displays to receive pictures of Neil Armstrong’s and Buzz Aldrin’s first steps on the moon.
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/PhoneHome7.jpg"]
The visors of the astronauts’ helmets were made from Lexan, a transparent, super-strong plastic developed by GE Global Research (GRC).
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[image src="http://files.gereports.com/wp-content/uploads/2013/07/PhoneHome8.jpg"]
GRC also developed a new geological dating technique for analyzing Apollo 11 moon rocks. GE was one of two private companies selected to study lunar samples and search for clues about the formation of the solar system.
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Tuesday, July 9, 2013

Go With the Flow: These Electric Air Jets Could Smooth Out Your Plane Ride




Seyed Saddoughi inspects one of his creations, a propeller using miniature piezoelectric bellows designed to generate an air jet that can spin the arm attached to the device up 1,000 rotations per minute.




Scientists at GE Global Research are experimenting with thin jets of air to reduce turbulence along aircraft wings and wind turbine blades, and to improve efficiency. They are using devices the size of two stacked credit cards to speed up air that naturally slows down due to surface friction. Just a small decrease in drag could save millions of dollars for airlines alone.

The devices, called synthetic jet actuators (SJAs), have no moving parts and work like tiny bellows. They generate rapid pumping and sucking by applying electrical current across pieces of special ceramic material attached to the sides of two nickel plates separated in the middle by a narrow space. Electricity makes the ceramic vibrate slightly and the vibrations cause the gap between the plates to pull in and push out jets of air.

“This device works like our lungs, by expanding and contracting a chamber in such a way that air is sucked in and ejected through a single hole,” says Seyed Saddoughi, principal engineer in GE’s Aero-Thermal & Mechanical Systems lab. Saddoughi, who is leading the actuator’s development, says that devices eliminate the need for fans with moving parts. “The device is lightweight, very simple in operation, and with minimal power usage.”

Because of its low energy use, powerful air jet and silent operation, a version of the device is already beginning to be used for cooling consumer electronics and computers.

But Saddoughi says SJAs will realize their potential when rows of them start getting embedded in aircraft wings and turbine blades. His research team has also been running experiments with another version that can operate in water. Their experiments have shown that pumping high-powered water jets against the surface of boat hulls can change hydrodynamic flow and decrease drag.

“These devices energize the flow close to surfaces to reduce losses and increase the overall efficiency of the machines,” he says. “Synthetic jet actuators give us active control of flow over these surfaces. We can manipulate flow intelligently to gain better performance from our machines.”

Monday, June 24, 2013

Applied Science: Futuristic Microfactories Bring Next-Gen Jet Engines to Life

Click to enlarge


So you’ve developed a revolutionary new material that could take hundreds of pounds off a jet engine and save millions in costs, but now what? “We invent these fantastic new technologies and processes, but then we have to navigate the challenges that come with effectively scaling them up for production,” says Robert McEwan, general manager for new product introduction at GE Aviation.

That’s why McEwan’s business together with GE Global Research set up a cluster of manufacturing boot camps designed to get innovations in shape for mass production. They call them “microfactories” and the facilities are already working on technologies ranging from advanced composites to robotics and 3-D printing. “The purpose of these microfactories is to bridge the gap between investment and production,” McEwan says. “When we plan to introduce a new technology into our engines, we need to make sure that we have the right equipment, the right processes and the right people to produce it, scale it, and make it mature.”

Tom Mantkowski leads the turbine airfoil microfactory in Cincinnati, Ohio, and his team developed a new way to drill a complex system of cooling holes in the twisting blades of jet engine turbines. The team designed the process, started running samples of 150 parts, and over several months brought “first-time yield” to 90 percent. At that point they moved the manufacturing equipment to the production plant. “We have a lot of front end capabilities that manufacturing shops do not,” Mantkowski says. “When we’re working on new technologies, we can bridge the gap between development and manufacturing.”

Thursday, June 13, 2013

How to Build a Man of Steel: Genius Man and the Amazing Physics of Superheroes

A few years ago, physics professor James Kakalios took a playful detour from the lab and the classroom and published The Physics of Superheroes, an engaging explainer of the natural laws and forces driving the amazing feats of Superman, Spider-Man, Magneto and dozens of other heroes and villains. “Reading classic and contemporary superhero comics books now, with the benefit of a Ph.D. in physics, I have found many examples of the correct description and application of physics concepts,” Kakalios writes. “Of course, nearly without exception, the use of superpowers themselves involves direct violations of the known laws of physics, requiring a deliberate and willful suspension of disbelief.”


But what if you could create a superhero that wields amazing powers that remain in the realm of the possible? Scientists at GE Global Research gave it some thought and came up with Genius Man. The strapping fellow sports a protective suit made from a super-strong ceramic composite and “invinci-guard” that shields him from titanic pressures and extreme heat. He also has a powerful laser that can cut through an inch-thick steel at a single pass, and super vision that allows him to see through solid objects.


OK, maybe they did get carried away a bit, but Genius Man could make a worthy sidekick. Hey, Man of Steel, need some help? We’ve heard that General Zod is causing trouble again.


Click to Enter Genius Man Page





Monday, June 3, 2013

The Greatest Show on Earth: Earth Time-Lapse Shows Pictures Fetched by GE-Designed Satellites

Google, NASA, the U.S. Geological Survey (USGS) and TIME have stitched together tens of thousands of satellite images taken over the last 30 years into stunning interactive time-lapse animations that reveal how civilization alters the face of Earth – from your town to palm islands sprouting off the coast of Dubai, retreating Alaskan glaciers, and the vanishing Amazon rainforest.




This time-lapse video shows the rate of Dubai's growth at one frame per year from 2000 through 2011. Source: NASA




Google used its Google Earth Engine technology to analyze more than 2 million images stored on tapes in USGS vaults and find those without clouds for every year since 1984.

GE has something to do with the picture show. GE engineers led the design, integration and testing of the 14-foot, 4,400-pound Landsat 4 and Landsat 5 satellites that photographed the planet from 1982 until 2012. The company also managed the flight and ground missions of the spacecraft, and GE’s digital image analysis lab in Lanham, Maryland, processed ground images to reveal details as small as 30 meters long, such as highways and bridges.

In March 2012, Landsat 5 earned a Guinness World Record as the “longest-operating Earth observation satellite.” The spacecraft was designed for a three-year mission but served for nearly 30 years. (Landsat 4 stopped sending pictures in 1993.)

Landsat satellites - there have been seven in the history of the program - fly 423 miles above the Earth along a sun-synchronous polar orbit that keeps the angle of the light falling on the face of the planet nearly constant. Each satellite records a continuous ribbon of the surface below, completing 14.5 orbits per day, or one per every 100 minutes. (NASA recently released a 20-minute-long video showing Landsat footage in which the satellite, traveling at 16,800 mph, covered the distance from northern Russia to the tip of southern Africa.)

Besides Landsats 4 and 5, GE also manufactured the program’s first three satellites. Since Landsat 1 launched in 1972, the U.S. and international partners have used the program to monitor agriculture, land use, climate change and disaster relief.

Tuesday, May 28, 2013

It's in the Blood: Microbubbles Help Biologist Jason Castle See Inside the Body

A few weeks after GE biologist Jason Castle signed up for EMT training in upstate New York, his crew got an emergency call from the family of an elderly man. The sick man was lying in bed and breathing heavily. He was weak and dizzy, but his symptoms were vague. Castle felt frustrated. “You go in with a blank slate as to what the problem could be, you check the vitals and if you suspect a heart attack, you take him to the hospital for tests,” he says. “If this were the case, between transport, CT imaging, and stent placement an extremely critical one to two hours would have elapsed,” Castle says.

Back in his lab at GE Global Research (GRC) in nearby Niskayuna, Castle got quickly to work. Castle, 35, is an ultrasound researcher experimenting with “microbubbles,” tiny gas-filled spheres the size of red bloods cells that can flow through the bloodstream, reflect sound waves and help flesh out otherwise grainy ultrasound pictures. “They are exactly what they sound like, just little bubbles filled with very dense gas that acts as a contrast agent,” he says. “When you inject these microbubbles, it’s like turning on the light inside the heart.”




“When you inject these microbubbles, it’s like turning on the light inside the heart,” says GE biologist Jason Castle.




Castle is using microbubbles to develop ultrasound technology that could ride inside the ambulance and help medical staff diagnose patients on the spot, potentially saving lives. “Anywhere blood flows, these microbubbles can travel,” he says. “If you are in a car accident and you have internal bleeding, we could tell right away, identify what organs have been injured and where the blood is pooling. You could start these types of tests as soon as the ambulance shows up.”

EMTs could deliver microbubbles in the vein through an ordinary IV injection. The bubbles dissolve minutes after the test and the gas leave the body in the breath.

As impressive as it sounds, Castle and a team of GRC scientists are already thinking about the next step. They are experimenting with using microbubbles as tiny missiles to ferry drugs, antibodies and even DNA payload to tumors, clogged arteries, and whole organs like the liver. When they reach the target, doctors could change the acoustic setting of the ultrasound and burst the bubbles with sound waves. “You pop the bubble and the drug goes wherever you want it to go,” Castle says. “You could administer a fraction of a chemotherapy dose and reduce the side effects. It could have a huge potential for the quality of life of cancer patients.”

Sitting in the back of an ambulance, Castle is thinking about a time in the near future when doctors could use microbubbles to image a patient’s heart and deliver anticlotting drugs at the same time. “Becoming an EMT as well as a biologist working to improve ultrasound gives you a chance to really see both fields,” he says. “As an EMT you see the current standards of care, how things are done, and how they could be done better.”




Disclaimer: Technology in development that represents ongoing research and development efforts. These technologies are not products and may never become products. Not for sale. Not CE marked. Not cleared, approved or authorized by the U.S. FDA or other national regulatory authorities for commercial availability.