The Material And Process Requirements For Driving Shaft Engineering Essay

The Material And Process Requirements For Driving Shaft Engineering Essay Based on my research, a drive shaft, driving shaft or propeller shaft is a mechanical component for transmitting torque and rotation that usually used to connect other components of a drive train that cannot be connected directly because of distance or the need to allow for relative movement between them. Besides that, drive shafts carrying an important role as carrier of torque in driveline application. They are subject to torsion and shear stress, equivalent to the difference between the input torque and the load. Therefore, they must be strong enough to bear the stress, whilst avoiding too much additional weight as that would in turn increase their inertia. Drive shafts frequently incorporate one or more universal joints or jaw couplings, and sometimes a splinted join or prismatic join to allow for variations in the alignment and distance between the driving and driven components Based on the functions that has been discussed in previous, I know that the material of drive shaft must be strong enough to bear the stress, light weight which able to reduce the overall automobile weight and thus, increase their inertia at the same time. For the mechanical properties that required for drive shaft including the ability to minimize the losses in transmission, high tensile strength material, high torsional strength and light weight. Therefore, I would like to suggest that polymer matrix composite is more suitable as a chosen material that can be apply in driveline application. 1.1 Design Factors In the progress of my research in driveline application, I found out that marketing considerations are paramount in the motor car industry. There are two factors make this particular application attractive to the industry. On the one hand, vehicles are solid in the market place on claims of increased comfort, luxury and smoothness of operation. On the other hand, the manufacturer is also seeking to provide the maximum performance with the minimum fuel usage at the same time. Thus, usually these two requirements are conflicting. For example, a decrease in body panel thickness reduces mass and so increases performance and fuel efficiency, but this change also increases internal noise. Therefore, some automobile industry has spend much modal in doing research and recently, they have an idea which using carbon fiber (polymer matrix composite) in drive shafts which able to contributes to achieving both aims simultaneously. The factors to be optimized in a shaft after meeting the basic operating requirements just outlined is mass, smoothness of ride and cost. This is because reducing mass is important: To improve performance of vehicle and reduce fuel consumption. To reduce un-sprung mass and so improve vehicle handling and ride. To reduce the residual out of balance forces from rotating parts and so further improve smoothness in use. 2.0 Material Selection Based on the research of different type of material of drive shaft or propeller shaft in driveline application, I have chosen polymer matrix composite as the material selection in driveline application. 2.1 Introduction to Polymer Matrix Composite Polymer Matrix Composite is the material consisting of polymer matrix combined with a fibrous reinforcing dispersed phase. Polymer matrix composites are very popular due to their low cost and simple fabrication methods. Use of non-reinforced polymers as structure materials is limited by low level of their mechanical properties such as tensile strength of one of the strongest polymers (epoxy resin) is 20000 psi (140 Mpa). In addition to relatively low strength, polymer materials posses low impact resistance as well. Besides that, the reinforcement tends to be stiffer and stronger than the matrix providing stiffness and strength. Reinforcement is laid in a particular direction, within the matrix, so that the resulting material will have different properties in different directions. As example, composites have anisotropic properties. This characteristic is exploited to optimize the design and provide high mechanical performance where it is needed. 2.2 Design of a Composites Shaft According to A.W. Thompson from Bristol Composite Materials Engineering Ltd, He has mentioned the two typical shafts side by side, one made in steel and the other in composites as shown in Figure 1. Figure 1 Composite Drive Shaft (Upper) with Steel Shaft The illustration shows the simplicity of the design made possible by carbon fiber. The combination of high stiffness and low density in the composite enables a longer shaft to be made without reaching a critical whirling speed. The whirling speed of a rotating shaft is the speed at which it becomes unstable and defluxions occurs normal to the axis of rotation. The advantage in whirling speed is such as to enable most two piece steel shaft to be replaced with a single composite part. Besides that, weight and cost are reduced by dispensing with the central universal joint and the associated bearing. Moreover, N.V.H (Noise, Vibration and Harshness) factors are improved by the consequent isolation of the passenger compartment from drive line vibration following deletion of the centre bearing from underneath the drivers seat. Further reductions in N.V.H are possible by modification to the orientations of the fibres in the properller shaft tube, which effect longitudinal and radial stiffness. 2.3 Reason Selecting Polymer Matrix Composite as Material in Driveline Application The basic attraction of polymer matrix composite materials for driveshaft application is that they make it possible to increase the shaft length, which is otherwise constrained by bending resonance. For many vehicles, a one piece composite shaft may replace a two piece steel shaft which simplifies both the shaft and installation in the vehicle. Besides that, by using fibre reinforced composites, it is possible to arrange the fibre orientations in the tube so that the bending modulus has a high value (above 100Gpa) whilst the specific gravity is low (below 1.6). This leads to a favourable specific bending modulus and an enhanced critical speed as well. Figure 2 Critical Speeds for Automotive Propshaft According to A.W. Thompson from Bristol Composite Materials Engineering Ltd, the relationship between shaft length and critical speed for tubes suitable for automotive propshaft is illustrated in Figure 2. The graph shows that, for a particular application where a critical speed of 8000 rev/min is acceptable, the longest shaft possible out of steel is 1250 mm whereas a composite shaft of 1650 mm could be achieved. Thus, the maximum length for either shaft is reduced depending on the compliance of the end connections. For acceptable NVH (Noise, Vibration and Harshness), there must also be an adequate margin between vibration drivers and bending resonance of the shaft. Nevertheless, it is generally true that a composite shaft can be made longer than a steel shaft and that for automotive platforms where a two-piece steel shaft with centre support bearing is specified a one-piece composite shaft may be acceptable. This fundamental material property advantage is a powerful technical driver for composite shafts, and substantial weight savings can be achieved. One-piece shafts also simplify the design and engineering of the vehicle floor pan. Therefore, based on explanation above, it is obviously that I have chosen carbon fiber composite (one type of the polymer matrix composite) as the material for drive shaft and further material properties will be discuss in detail later as well. 2.3.1 Material Property of Carbon Fiber Composite (Polymer Matrix Composite) According to Core Composites, Division of ROM Development Corporations research, the material properties of Carbon Fiber Composite are as below: Features Benefits Extremely High Stiffness With a variety of modulus available from standard 33 msi to ultra high modulus pitch over 125 msi carbon fiber has the highest specific modulus of all the commercial reinforcing fibers. High Tensile Strength The strongest of all commercial reinforcing fibers in tension. Especially good for the tension skin on composite laminates. Excellent Corrosion Resistance Used in reinforcing concrete, carbon has good alkaline resistance as well as resistance to salt water and many other chemical environments. Excellent Fatigue Properties Used as a primary reinforcement for fatigue prone products such as helicopter and wind turbine blades as well as offshore power and driveline application. Excellent Compression Properties Proper fiber sizing for the resin matrix selected can yield impressive compressive properties but this quality can be quite difficult to measure with standard ASTM test methods and careful test specimen preparation is critical to achieve accurate result. Low Coefficient of Linear Expansion Carbon is a good tooling reinforcement for molds that will see temperature and where parts need tight dimensional stability. 2.3.2 Composite Shaft Performance According to the research that done by Tetsuyuki Kyono, Composites Development Center, Toray Composites (America), Inc. about the carbon fiber composites applications for auto industries, they have mentioned about carbon fiber composite drive shaft having crush worthiness. Crash load generated during head collision can be absorbed by newly developed joining technology with no adhesive between carbon fiber composite tube and steel adapter. This technology can add safety value to passenger cars in addition such as weight and noise reductions. Therefore, the performance data of the composite shaft should be take consideration as one of the main section in choosing the best material to apply in driveline application. Thus, they have evaluated torque carrying capability as index of shaft performance. One of typical data has been shown in Figure 3. It is noted composite drive shaft performed as expected up to 150à ¢- ¦C at static torsional test and showed much better fatigue resistance than steel system shown as target. Figure 3 Torsional Strength of Drive Shaft for 2000 Nm Class In Figure 4, residual torque carrying capabilities after exposure to various environments are shown in percentage compare with control data. As shown below has shown the reduction in performance of composite drive shaft is very minimal. Figure 4 Residual Torsional Strength (%) after Environmental Testing 2.3.3 Proving Test After the obvious laboratory tests above to show static strength and stiffness, fatigues tests are important as well. Carbon fibre has an excellent performance in fatigue and glass fibre is as good as most metals. A composite shaft has withstood 106 cycles of maximum torque as compared with the 104 cycles typically required of a steel shaft. Shafts were fitted to cars to gain road experience and demonstrate satisfactory operations. Such testing demonstrates that the component really works and meets all the criteria required. In this application, for instance, road use showed that: Temperature resistance to underbody environment was satisfactory Corrosion resistance (example: to salt spray was not a problem) Creep loading resistance was adequate Resistance to flying stone damage was not a problem End attachment strength was adequate Shock load capability was adequate Based on the proving test that has been done by A.W.Thompson, we knew that polymer matrix composites is suitable to be taken as material in driveline application such as making drive shaft or propeller shaft as well due to its attractive material properties and more affordable cost as well if compare with others material such as steel. 2.3.4 Crash Performance of Composite Propshafts According to Dr Andrew Pollard, GKN Technology, Wolverhampton, UK, he stat that increasing public interest in safe vehicles is encouraging car manufacturers and their suppliers to design components and systems that will perform well in a crash (2). The propeller shaft in rear- and fourwheel- drive cars is good example of this. Figure 5 Behaviour of Propeller Shafts in Frontal Crash In a frontal crash, the propeller shaft transmits forces from the engine/gearbox unit to the rear axle. Many vehicles today have a two-piece propeller shaft that can buckle at the centre bearing in any direction, depending on the joint position at impact. It is therefore virtually impossible to predict the axial force and the energy absorbed by the shaft in a crash. This is illustrated in Figure 5, contrasted with the behavior of a propeller shaft with a defined axial collapse mode. The target for crash-optimized propeller shafts is to achieve a defined behavior of axial force and displacement during an impact and consequently controlled energy absorption as shown in Figure 5. 3.0 Manufacturing Process of Carbon Fiber The process for making carbon fibers is part chemical and part mechanical. The precursor is drawn into long strands or fibers and then heated to a very high temperature with-out allowing it to come in contact with oxygen. Without oxygen, the fiber cannot burn. Instead, the high temperature causes the atoms in the fiber to vibrate violently until most of the non-carbon atoms are expelled. This process is called carbonization and leaves a fiber composed of long, and tightly. The fibers are coated to protect them from damage during winding or weaving. The coated fibers are wound onto cylinders called bobbins. The fibers are coated to protect them from damage during winding or weaving. The coated fibers are wound onto cylinders called bobbins. Moreover, the inter-locked chains of carbon atoms with only a few non-carbon atoms remaining. Here is a typical sequence of operations used to form carbon fibers from polyacrylonitrile. 3.1 Spinning First: Acrylonitrile plastic powder is mixed with another plastic, like methyl acrylate or methyl methacrylate, and is reacted with a catalyst in a conventional suspension or solution polymerization process to form a polyacrylonitrile plastic. Second: The plastic is then spun into fibers using one of several different methods. In some methods, the plastic is mixed with certain chemicals and pumped through tiny jets into a chemical bath or quench chamber where the plastic coagulates and solidifies into fibers. This is similar to the process used to form polyacrylic textile fibers. In other methods, the plastic mixture is heated and pumped through tiny jets into a chamber where the solvents evaporate, leaving a solid fiber. The spinning step is important because the internal atomic structure of the fiber is formed during this process. Third: The fibers are then washed and stretched to the desired fiber diameter. The stretching helps align the molecules within the fiber and provide the basis for the formation of the tightly bonded carbon crystals after carbonization. 3.2 Stabilizing Forth: Before the fibers are carbonized, they need to be chemically altered to convert their linear atomic bonding to a more thermally stable ladder bonding. This is accomplished by heating the fibers in air to about 390-590 ° F (200-300 ° C) for 30-120 minutes. This causes the fibers to pick up oxygen molecules from the air and rearrange their atomic bonding pattern. The stabilizing chemical reactions are complex and involve several steps, some of which occur simultaneously. They also generate their own heat, which must be controlled to avoid overheating the fibers. Commercially, the stabilization process uses a variety of equipment and techniques. In some processes, the fibers are drawn through a series of heated chambers. In others, the fibers pass over hot rollers and through beds of loose materials held in suspension by a flow of hot air. Some processes use heated air mixed with certain gases that chemically accelerate the stabilization. 3.3 Carbonizing Fifth: Once the fibers are stabilized, they are heated to a temperature of about 1,830-5,500 ° F (1,000-3,000 ° C) for several minutes in a furnace filled with a gas mixture that does not contain oxygen. The lack of oxygen prevents the fibers from burning in the very high temperatures. The gas pressure inside the furnace is kept higher than the outside air pressure and the points where the fibers enter and exit the furnace are sealed to keep oxygen from entering. As the fibers are heated, they begin to lose their non-carbon atoms, plus a few carbon atoms, in the form of various gases including water vapor, ammonia, carbon monoxide, carbon dioxide, hydrogen, nitrogen, and others. As the non-carbon atoms are expelled, the remaining carbon atoms form tightly bonded carbon crystals that are aligned more or less parallel to the long axis of the fiber. In some processes, two furnaces operating at two different temperatures are used to better control the rate de heating during carboniza tion. 3.4 Treating the Surface Sixth: After carbonizing, the fibers have a surface that does not bond well with the epoxies and other materials used in composite materials. To give the fibers better bonding properties, their surface is slightly oxidized. The addition of oxygen atoms to the surface provides better chemical bonding properties and also etches and roughens the surface for better mechanical bonding properties. Oxidation can be achieved by immersing the fibers in various gases such as air, carbon dioxide, or ozone; or in various liquids such as sodium hypochlorite or nitric acid. The fibers can also be coated electrolytically by making the fibers the positive terminal in a bath filled with various electrically conductive materials. The surface treatment process must be carefully controlled to avoid forming tiny surface defects, such as pits, which could cause fiber failure. 3.5 Sizing Seventh: After the surface treatment, the fibers are coated to protect them from damage during winding or weaving. This process is called sizing. Coating materials are chosen to be compatible with the adhesive used to form composite materials. Typical coating materials include epoxy, polyester, nylon, urethane, and others. Eight: The coated fibers are wound onto cylinders called bobbins. The bobbins are loaded into a spinning machine and the fibers are twisted into yarns of various sizes. 3.6 Quality Control The very small size of carbon fibers does not allow visual inspection as a quality control method. Instead, producing consistent precursor fibers and closely controlling the manufacturing process used to turn them into carbon fibers controls the quality. Process variables such as time, temperature, gas flow, and chemical composition are closely monitored during each stage of the production. The carbon fibers, as well as the finished composite materials, are also subject to rigorous testing. Common fiber tests include density, strength, amount of sizing, and others. In 1990, the Suppliers of Advanced Composite Materials Association established standards for carbon fiber testing methods, which are now used throughout the industry. 3.7 Health and Safety Concerns There are three areas of concern in the production and handling of carbon fibers: dust inhalation, skin irritation, and the effect of fibers on electrical equipment. During processing, pieces of carbon fibers can break off and circulate in the air in the form of a fine dust. Industrial health studies have shown that, unlike some asbestos fibers, carbon fibers are too large to be a health hazard when inhaled. They can be an irritant, however, and people working in the area should wear protective masks. The carbon fibers can also cause skin irritation, especially on the back of hands and wrists. Protective clothing or the use of barrier skin creams is recommended for people in an area where carbon fiber dust is present. The sizing materials used to coat the fibers often contain chemicals that can cause severe skin reactions, which also requires protection. In addition to being strong, carbon fibers are also good conductors of electricity. As a result, carbon fiber dust can cause arcing and shorts in electrical equipment. If electrical equipment cannot be relocated from the area where carbon dust is present, the equipment is sealed in a cabinet or other enclosure. 4.0 Fabrication Process of Driveshaft by using Polymer Matrix Composite According to the project research that done by Alex Santiago from Texas AM University Kingsville, he has discussed the fabrication process of drive shaft by using polymer matrix composite which is carbon fiber as main material. As reference, the fabrication process by Alex has been taken for me to understand the hand make drive shaft by using carbon fiber in real life. Thus, the following fabrication process is belonging to Alex from Texas University which is worth to be taken as references in this topic discussion. There are several things to consider when picking a fabrication method. Time is a major consideration. There is little time for fabrication, so the fabrication process has to be quick. The fiber has to be laid at specific angles to give the shaft certain characteristics. The weave patterns have to be tight and compact. Resin has to be applied evenly. The shaft has to be wound in a way such that the yokes can be easily attached. The easiest fabrication method for creating a hollow tube is filament winding. Filament winding is an automated process in which a filamentary yarn in the form of tow is wetted by resin and uniformly and regularly wound about a rotating mandrel. The filament winder can be programmed to create specific and tightly wound patterns. To create a composite part on the winder, a winding pattern is needed, along with a mandrel, mold release, fiber, resin and hardener, a way to apply even pressure to the part and a curing procedure. The wind patterns were determined by using Laminate Design software created by Dr. Larry Peel. After entering mechanical properties for the resin and tow, different wind angles and layers were tried in the Laminate Design software until the driveshaft had the desired characteristics. Table 1 gives the wind angle and its purpose. The tow, resin and hardener, and adhesive are the most critical elements of the shaft. Each structural component must be carefully selected so that the shaft has good mechanical properties. The tow which was used in the Laminate Design Software calculations was chosen because it is strong, light weight, and aerospace quality carbon fiber. Fiber used by the aerospace, although expensive, is rigorously quality controlled. It was decided that this fiber would be uniform, therefore giving the driveshaft uniform properties. The resin and hardener were chosen for several reasons. First, the resin is tough. The resin also has a high viscosity. High viscosity is desired because, with the wet winding process, is easier to control the amount of resin being applied to the tow. Wet winding will be discussed further in the process section. Another reason for choosing this resin is its elongation at break. At 6% elongation at break, it is known that the resin will not be too brittle and that the wound shaft will have some flex for absorbing the shock between shifting gears. Finally this resin was chosen because of its high pot life. After mixing the resin and hardener, there is a little over two hours before it begins to gel. This is enough time to wind the entire shaft before the resin sets up. The adhesive was chosen for a few reasons. Foremost, the adhesive also met the criteria for high tensile lap shear strength at room and elevated temperatures. At room temperature the adhesive has lap shear strength of 4,200 psi. At 250 F the lap shear strength is 2,300 psi. Also, the adhesive is aerospace grade, ensuring high quality. Table 1 Wind Angles 4.1 Mandrels In order to produce the mandrel of a driveshaft, several derivations should have gone through. Mandrels made of cardboard tubing and solid shafts were considered. These ideas were never fabricated because it would be hard to remove the mandrel from the wound tube. The resin would cause the cardboard mandrel to stick to the shaft making it impossible to remove. A solid shaft of steel or aluminum would be heavy, and expensive to create. 4.1.1 Mandrel 1 Firstly, it was decided to create a mandrel made of steel muffler tubing which was split with a plasma cutter into four parts along its length. The idea was to wind the shaft, let it cure, then dismantle the mandrel and remove the tube. Next, two pieces machined out of steel were created and attached to the muffler tubing which allows the mandrel to be spun in the filament winder. One end is chucked into the winder the other end has a live center which spins on a center point. This mandrel did not work because the mandrel pieces could not be bolted to the machined ends in a way that they were square. This was due to the fact that the muffler tubing is cold rolled which means it is pre-stressed. Once the tubing was split into four pieces, each piece bowed. 4.1.2 Mandrel 2 A second mandrel was created using muffler tubing which was split into two pieces. This mandrel was square when bolted into place. To keep the tension of the fiber from pulling the gap in the mandrel closed, three round, wooden pucks were evenly spaced through the center of the mandrel. The second mandrel was used to create a practice drive shaft. The pucks were evenly spaced through the center of the mandrel. Shrink wrap tape, which shrinks and applies pressure when heated, is wrapped around the mandrel over the areas where the pucks are. The tape applies pressure and keeps the pucks in an upright position as shown in Figure 6. Once the pucks were set in place, a few dry runs were made with no resin. One pass of each fiber angle was wound. Figure 6: Wooden Puck in Mandrel Once the winding began, it became obvious that there was not enough turn around room. When winding a composite part, there are four defined areas on the part. The entire part consists of the head, the turn around, the useable shaft, and the tail. The winding layout is shown in Figure 6. The wind angle is the angle the fiber makes with the center line of the mandrel. The 45 degree and 15 degree wind angles did not have enough friction to stick to the mandrel in the turnaround areas. The fiber began to slip and bunch up, causing misalignment in the pattern. Figure 6: Winding Layout This created a new problem. To keep the fiber from slipping, the turnaround area needed to be lengthened. The mandrel at its current length just fits in the curing oven, making it impossible to lengthen the mandrel. To alleviate this problem, two pieces of pipe, about one foot long each, were threaded into the ends of the machined pieces as shown in Figure 7. Adding the extensions made more turn around area. These threaded pieces can be removed once the shaft is wound and the resin sets up. When the extensions are removed the mandrel can easily be placed in the oven to finish curing. Figure 7 Mandrel Extensions The wind patterns were tested again with the extended turn around room. The extensions and the change in diameter kept the fiber from slipping, and allowed for full uniform coverage by the fiber. The test patterns were removed, and resin and hardener were mixed and poured into the resin bath to start a practice shaft. The resin bath applies resin to the fiber before it is wound about the mandrel. The resin bath can be seen in Figure 8. A practice shaft was wound using the setup shown in Table 2. A practice shaft was wound for a few reasons. The practice shaft allowed testing of the wind patterns with the resin and the fiber together. Curing temperature and time could be observed. Dismantling the shaft can be attempted, and the shaft can be inspected for proper resin wet out, roundness, and overall strength. Table 2 Practice Shaft Wind Pattern Setup Figure 8 Resin Bath This was a very difficult process. First, the material that wrapped over the end caps had to be cut back in order to expose the bolts holding it to the mandrel. Once this was accomplished we began removing the bolts. Resin had seeped into the threads of some of the bolts causing them to stick. The head of one bolt was twisted off trying to get it out. This bolt was machined out. Once the caps were removed the shaft did not collapse as expected. The gap were the mandrel had been split had filled in with resin. A tubing cutter was used to cut the shaft into sections and then it was split in half with a band saw. A 2 foot piece was spared and slid off the shaft. The ridge left inside the shaft was 0.125 inches deep. This created a stress riser that severely reduced the integrity of the shaft. It was obvious that this mandrel was not going to work. 4.1.3 Mandrels 3 Improving upon the mistakes on the previous mandrels, a new, one piece, mandrel was made from aluminum tubing. The tubing maintained a 2.75 inch OD and was readily available. A 16 gauge 2.75 OD tube was purchased. The tubing is normally made for turbo charger inlet ducting. A test piece was cut from the tube to be used for testing. The test piece was wet sanded with 2000 grit sandpaper. A silicone mold release compound was applied to the test shaft. 90 ° test patterns were wound onto the piece and cured at 250 °F for 15 hours. We used a higher curing temperature in order to expand the aluminum mandrel while compacting the fiber. After curing was complete, we then placed the test mandrel in the deep freeze that was Ãâ€" ¾20 °F in order to shrink the aluminum tube. The test mandrel was removed from the freezer. The tube was impacted onto a block of wood while holding the fiber. The mandrel came out with no difficulty. This test was successful. The third mandrel was fitted to the end caps. The end caps were then bolted to the mandrel. Figure 9 shows the final mandrel. Figure 9 Final Mandrel of Driveshaft 5.0 Conclusion As conclusion, the potential for carbon fibre composites (one type of polymer matrix composite) in automotive drive shafts as a means of achieving substantial weight reduction has long been recognized and has been demonstrated in small volume since 1988. Finally, I think that polymer matrix composites is the most suitable materials which can applied in driveline application and engineers should find cost effective applications on it to bring this applications to fruitful use in future.

The Samples - No Room :: Music

The Samples - No Room The cold January air sent chills down my spine as my sister Susan and I hustled down the streets of New Haven, Connecticut. Our destination was a small club called Toads' Place. When we finally arrived at the club I was relieved to feel the warm air inside begin to restore the numbness that had taken over my body. We made our way in to find that the club was virtually empty. This was to be expected, considering we arrived forty-five minutes before the opening band was scheduled to play. I immediately clung to the heaters trying to warm my frozen body, but Susan ripped me away and dragged me to the front of the stage where Andy Sheldon, the bass guitarist of The Samples, would soon stand. My sister had dreams of one day marrying him, overlooking the fact that he was married and had kids. As we waited I stood and took in the surroundings, which included walls covered with pictures, albums and autographs. Jackson Browne, Bob Marley and Bruce Springsteen are only a few of the famous name s; history was seeping out of the walls. At first the club seemed large, but as the people piled in it became smaller and smaller. A thick haze of smoke began to collect above us and hover under the dim lights. The atmosphere was perfect for an incredible show. The opening band began to play and herds of people rushed in charging their way to the front. Susan and I stood our ground bonding together to keep our ideal spot. As the opening band played, Sean Kelly, the lead singer of The Samples, video taped the crowd from behind the stage as Jeep, the drummer, ran around trying to get our attention. Eventually The Samples took the stage opening with "Did You Ever Look So Nice;" the song that would set the tone for the rest of the show. The song opens with the quiet tap of Jeep's drumsticks and then Al joins in on the keyboard with a beat that you can't help jumping to. It becomes your pulse; the crowd begins to jump up and down in unison; if you stop you don't know what will happen. The rest of the band slowly works its way in and then Jeep jumps in on the drums completing the sound. Sean begins to sing. The Samples - No Room :: Music The Samples - No Room The cold January air sent chills down my spine as my sister Susan and I hustled down the streets of New Haven, Connecticut. Our destination was a small club called Toads' Place. When we finally arrived at the club I was relieved to feel the warm air inside begin to restore the numbness that had taken over my body. We made our way in to find that the club was virtually empty. This was to be expected, considering we arrived forty-five minutes before the opening band was scheduled to play. I immediately clung to the heaters trying to warm my frozen body, but Susan ripped me away and dragged me to the front of the stage where Andy Sheldon, the bass guitarist of The Samples, would soon stand. My sister had dreams of one day marrying him, overlooking the fact that he was married and had kids. As we waited I stood and took in the surroundings, which included walls covered with pictures, albums and autographs. Jackson Browne, Bob Marley and Bruce Springsteen are only a few of the famous name s; history was seeping out of the walls. At first the club seemed large, but as the people piled in it became smaller and smaller. A thick haze of smoke began to collect above us and hover under the dim lights. The atmosphere was perfect for an incredible show. The opening band began to play and herds of people rushed in charging their way to the front. Susan and I stood our ground bonding together to keep our ideal spot. As the opening band played, Sean Kelly, the lead singer of The Samples, video taped the crowd from behind the stage as Jeep, the drummer, ran around trying to get our attention. Eventually The Samples took the stage opening with "Did You Ever Look So Nice;" the song that would set the tone for the rest of the show. The song opens with the quiet tap of Jeep's drumsticks and then Al joins in on the keyboard with a beat that you can't help jumping to. It becomes your pulse; the crowd begins to jump up and down in unison; if you stop you don't know what will happen. The rest of the band slowly works its way in and then Jeep jumps in on the drums completing the sound. Sean begins to sing.

National Honor Society Essay

Being nominated to become a member of the National Honor Society is a highly prestigious honor, and I am very grateful to be a candidate. I have always strove to do the best that I can to achieve the highest grades possible and to stand out amongst my peers. Not only do I focus on my academics, but I strive to be an outstanding asset to the student body throughout my years here at East Clinton High School as well. Getting admitted into the National Honor Society has been one of my goals since I first arrived here at high school, and I have recognized the standards for entry into the organization. I understand that to become an official member of the society, I need to acquire and demonstrate four key characteristics of an ideal National Honor Society member: scholarship, leadership, service, and character. To my acknowledgment, there are no questionable incidents that could be used to challenge my selection into the National Honor Society. I sustain a high grade point average of 3. 8 while engaging in college preparatory classes such as College English, Pre-Calculus, Chemistry, and – in a previous year – Biology 2. In addition to my current attending classes, I also take an online college math class that assists me in solving problems in real world situations. Education has been one of my first priorities since childhood, and I plan to further advance in my studies each day. I have in many ways shown my characteristic of scholarship. In addition to my scholastic achievements, I participate in various co-curricular activities that demonstrate my involvement with the school and community. I am a varsity athlete for the sports, tennis and track. This year I, along with my fellow tennis teammates were proud to present ourselves as the SBAAC League champions. In addition to that, we concluded the SBCN season with an undefeated title. It was my greatest pleasure to receive an SBAAC Scholar Athlete award from my tennis coach on the day of the awards ceremony. Spanish Club, headed by Mrs. Elizabeth De Leon, is a club that recognizes the Spanish culture and then incorporates the culture into entertaining service projects. I was one of several members to participate in a successful bake sale that raised just under 200 dollars. I was also a member of the Student Council my sophomore year, and together as an organization we successfully provided a wonderful homecoming for the student body. Above all, I was selected by my class advisor to represent the junior class as their Treasurer in the Prom Committee. As Treasurer, I am responsible for keeping track of as well as counting the incoming funds that are received from any fundraisers. In my spare time, I help raise money by volunteering to work at the concession stands for sporting events as well as any fundraiser that is active at the moment. I attend all Prom Committee meetings with an open mind and ready to formulate new ideas for the committee. Key Club, an international organization which provides service, is an organization I am proud to represent. I have pledged to uphold the objects of Key Club International since my freshman year to present day. I have participated in many service projects within Key Club. Some projects that I have aided in or with are the Ho Ho Shop, Sabina’s Historical Society Museum for Christmas around Sabina, and Highway Clean Up. Moreover, I was honored with the privilege to attend a leadership camp held by Kiwanis International in Ashley, Ohio. With the selection from my Key Club advisors, I was able to travel to a 3-day camp that was accompanied by inspiring students from other schools from all over south Ohio. There, I learned the principals of being a good leader, and also lead groups in assigned projects. At the camp, you were able to find inspired, motivated young adults who were kind and open-hearted. Being surrounded by peers who were comprised of excellent qualities enabled me to comfortably present myself and my character in an assertive manner. At school, I contribute my service by aiding teachers and students. As a junior, I offered to assist teachers with their work whether it may be grading papers or filing their documents. In addition, I was a library helper the first semester of this year. To conclude, my amount of service activity participation has demonstrated that the characteristic, ‘service’, is present. Taking on the position of Treasurer and a Student Council member are both examples of my leadership. However, I am a Yearbook Editor in School Publications as well. I am one of twelve yearbook editors that construct the contents of the yearbook. With such a position, it is imperative to attend events in which are in relation to what you were assigned. Being a part of the junior class fundraising and obtaining the position of Treasurer for Prom Committee is admirable. If being in Prom Committee has taught me anything, it is that you have set your priorities and acknowledge your responsibilities and to follow through with them. The Committee has taught me a great deal about being a leader.

poe essays

poe essays Elements of Fiction in Poe=s Writing Edgar Allan Poe was an artist of literature. He was one of the greatest thriller/story tellers that America has known. He was known as "a seminal figure in the development in science fiction and the detective story. His writing came to have enormous importance for modern French literature" (X, John Richardson). Edgar Allan Poe wasn't out to frighten his audience. According to Peithman, his interest for his audience was within the human mind. In three of his works, AMorella@, ALigeia@, and AThe Oval Portrait@, there are several similarities and differences of elements of fiction such as theme, plot, tone, symbol, point of view, and climax. In the story ALigeia@, the narrator did not love Rowena. Ligeia did not resemble Rowena in any way. Ligeia was just a figment of his imagination. The man was merely insane. He created Ligeia. AThe narrator is obsessed with his Ideal to the point where it takes on a life of its own, and had no ability to control his mind@(Piethman 45). The narrator was always absorbed in the features of Ligeia and how wonderful she always looked. She was so perfect in every way that she could not possibly be human. This story could have been related to Edgar Allan Poe=s could first wife=s death that ALigeia@ was a part of him. In AMorella@, it was said that she may have been a witch. Morella she is intelligent. Although, she did go to a school for the black arts. She represents surpassing knowledge that the husband doesn=t have. He wants to have this so he starts to study with her. He becomes her pupil. He did not love Morella. He only loved her knowledge. Because her husband did not love her at all, she cast a spell on him. The spell was for her soul to go into her daughter. The spell was a reminder for the man to regret what he did to Morella. How he neglected her as a wife. When the daughter was born, she looked e ...

Cave Paintings essays

Cave Paintings essays One of the earliest known arts is often called Cave Art. This art has been found in many different locations such as: Europe, Australia, Africa, China, as well as many other places. This kind of art usually depicted animals, but also included humans, weapons, and symbols. Many of these paintings were found very deep inside of the caves where the artists would have needed a lamp of some sort to complete their work. This led scholars to believe that the paintings, done inside the caves, may have had a social or religious purpose to these early people. In the early paintings they seemed to be in only black. As they progressed in their paintings they learned how to make many of the different types of colors. Most often they used reds, blacks, yellows, maroon, and violet. By using these colors they made the paintings seem more real, and they may have believed by making them look more realistic it would bring them better luck, health, and maybe happiness. To make the paints they typically used mineral pigments such as; ochre, manganese, oxides, or charcoal, and ground them into animal fat. They also had paint brushes. They would use coarse animal hair and tie them to a stick of some sort and paint with them. Many believe that the hunters or gatherers did a majority of the paintings in the cave. It was thought that the drawings would bring you a better chance of achieving what you were after. So the hunters would often draw things like, bison, cattle and hinds, thinking it were better luck for the hunt ahead. The painting of these animals were said to have had a ritual significance related to hunting, even though human figures were often rare. They would draw these animals quite elaborately while when they did draw humans they would often be less elaborate. They had very realistic details in all of their drawings. One of the more famous caves is Lascaux in France. The cave was discovered in September of 1940 by Fernand Win...

Disintermediation Essay Example | Topics and Well Written Essays - 2500 words

Disintermediation - Essay Example This direct interaction between the buyers and sellers was perceived to be free from any intermediation of third party firms i.e. middlemen as technology greatly reduced the cost of searching the information regarding the buyers and sellers lessening the dependence on the middlemen. This virtual absence of middlemen kick started the process of disintermediation and it was largely believed that with advances in e-Commerce, disintermediation will increase and will result into the reduction of cost of searching the information. However, the same seem not to be happening as despite improvements in the technology and whole e-Commerce process, disintermediation did not took place as expected. This work will look into exploring the reasons behind this perceived disintermediation and e-Commerce and why it did not took place despite the bright future of doing business electronically was promised by the e-Commerce. However before discussing the core issue it will be very important that some of the latest business models and real example be explored in order to broaden the scope of our study and better understand the linkages between e-Commerce and disintermediation and future survival of disintermediation. Through traffic driving, traditional retail stores are diverting their internet website visitors to their physical stores therefore the traditional retailers as a point of defense has already started to explore a relatively new and unique model of brick and click or bricks and mortars. Bricks and Clicks are traditionally described as a sales model that utilizes both the traditional stores and internet to generate the sales. (This business model, also known as clicks and mortar or clicks and bricks, began to be used in the 1990s. The rise of the Internet opened up opportunities for online trading. Initially this was utilized by companies whose primary business was Internet-based - the so-called clicks companies. Established trading companies followed when it

Case Essay Example | Topics and Well Written Essays - 1000 words - 4

Case - Essay Example Through the bill of sale, Riley transferred to Thelma one-half undivided interest in seven units of the property. Through the assignment, Riley also assigned one-half undivided interest in the lease property. This interest included the right of survivorship in favor of Thelma for the other half interest held by Riley. The consideration for both of these agreements was $1.00. The two separated and Thelma went to court seeking to end their domestic partnership as well as enforce the two agreements. According to Riley, the two agreements lacked consideration. On the other hand, Thelma argued that their pending engagement and the amount that she had deposited into their joint account was sufficient consideration for the enforcement of both agreements. The trial court upheld the agreement and divided the property in accordance with the sale agreement as well as the assignment. Riley was not satisfied with the decision of the trial court and went to the Court of Appeal of Tennessee to appeal against the decision of the trial court. Reasons: the court looked at the two agreements and examined them to check whether the four elements that a valid contract should fulfill were present. These four elements are offer, acceptance, consideration and intention to enter into a legally binding contract. The court in looking at the element of consideration, ruled that it was adequate. In a contract, consideration need adequate but sufficient. The court stated that consideration however small is sufficient consideration. It is the responsibility of the seller to seek Consideration is the element that distinguishes a gift from a sale and in this circumstance; the court held that the detriment suffered by the defendant in this case does not have to be equal to the responsibility that is assumed. So long as there was no fraud in passing the interests, the court could