Service on Retainer and Parts on Delivery

Service on Retainer and Parts on Delivery is the best way
forward to have the ablity to assemble as many aerocraft or aircraft
while not having to budget for parts that may not be needed.

Service on retainer and parts on delivery

So how you pay the people for the parts that have not been built yet?

Laywers take a retainer to block out the time so that if something comes up during those hours they
can drop everything or hand it to someone that is being paid to only work on research or other things
that can be put aside while they work on a case.

Service on Retainer and Parts on Delivery would mean that the Department of Defense orders
everything on the bill of materials for the aircraft or aerocraft and then pays the companies
that have retainers to maintain personal that can assemble the parts into working airframes or aeroframes.

They would simply work on something that can be put aside and paid out of the retainer paid to the company
they work for. The projects they would be working on is up to the companies saying that yes if they pick up
the parts for ten aircraft or aerocraft if that is what the retainer is for they can turn the bill of materials into a
working craft in the set number of days.

So say company A has a contract to turn a bill of materials into a thousand air craft in sixty days. Then they
would be paid a retainer every month to have enough trainer personal to turn one thousand bills of material
into one thousand air craft. They would simply drive or fly to the base where the materials are stored signed
for the materials and then drive or fly back to their foundry assumble the parts to including machining what
every needs to be machined to result in a functioning air craft then test the resulting air craft and then deliver
all the tested air craft with propper tail id on already.

Materials could be anything from a canopy to bolt to complete working power plant with enough fuel to test
the working of the aircraft they are assembling.

This results in many companies that can deliver parts to the Department of Defense when the
Department of Defense finds space in the budget for them, while still having companies that
can assemble the parts into working aerocraft and aircraft.

The existing companies order parts all the time to assemble into aircraft as expecting one company
to build everything is nuts. This system when used with the MILSPEC concept that stoner came up
with leads to the Department of Defense being able to buy a thousand canopies or power plants
or turbines or what ever and expecting that they can swap them into the aerocraft or aircraft with
little to no modifaction. Much like a M4 Upper from two different companies.

This also allows companies with little experince to offer quality products for the Aerospace and Aeronautical
industry, while granting more flexiblity to innovation by having the Depart of Defense qaulity control the
parts they recive so that when the parts are turned over to the companies that assemble parts into
working aerocraft or aircraft the companies know they are working parts.

This gives the options to stardardize the part numbers so that if you have new design you might have to
have all the parts your company is not machining from materials on the bill of materials but you can
quickly create assign them part numbers back on where they go and what they do. I was looking
at some of the parts I used in the YF-37A using the numbering system and it looks weird but it makes sense.

In the model design I used a naming convention that much like port and starboard is there so that instead of trying to figure out what country the part is from, simply labeling parts on the actual part based on North East South and West. Sailors looked to the north star as the easiest find since it was the brightest star, thus sitting in the helm you are looking forward so the furtest point forward the helm is north, thus looking forward anything to your right is east and anything to the left is west, looking south the reverse applies. So the west is always the west side of the aerofoil and the east side is always the east side. This sounds like extra to most people but in north america port is the west because you sailed out from the east coast and back to port by sailing west. In Europe sailing west meant going to sea and sailing east meant sailing home or to the far east.

I created a short hand that may be useful

North 12XX
West 09XX
South 06XX
East 03XX
Up XX24
Equal XX00
Down XX18

Fore 12
Aft 06
Port 09 | 03
Starboard 03 | 09

Command C--
Helm A1X
Quarter Q2X
Systems S3X
Nav N4X
GunnerWest GWX
GunnerEast GEX

Where command is followed by the chair designation and the other chairs are followed by an X. Meaning that with Captain who is a Pilot there part designations would be CA1. A QuarterMaster's parts who was a captain would be CQ2. A pilot in a non captains helm would use A1X.

Structual Element SEXXXX
Moving Part MPXXXX GO|NOGO parts
Electical Element EEXXXX
Pnuematic Element PNXXXX
Biohazard Element BHXXXX Parts exposed NBC elements


Outer OTB
Inner ITB

So the first NWSE is the side of the craft, working your way inward. The second is if there are two elements the one to the left being the west element with respects to looking fore. If it is higher than it is twelve higher and if lower six higher and zero if not higher or lower.



The last part step001 means that you have a top step a load bearing step then a first step. So it is the step going down from the top of the ladder that is not the top step or the load bearing step. The top step in a ship is a walkway that is at the top of a stair, and the load bearing step has extra support as it is stood on to open hatches, and has extra force applied against it.

This shows the nine hundred parts are all when facing the front of the craft are at nine o'clock, and the
three hundred parts are at three o'clock. The 00 means the parts are level with each other. 18 and 24
are up and down. With zero zulu or midnight being at the top of the clock and eight hundred being six

This shows the eighteen and twenty four concept. Where the Part attaches to the Alron controls to blow air over the ruddars or Alrons so they air vents toward the craft surfaces based on the ruddar or Alron direction.

The one that blows air downward on the outer edge would be Aeroskin_0900_Alron_0924_Vent_Control,
because it is part of the exposed cladding so it means it needs to be vacuum rated and heat rated. The
0900 Alron means it attaches to the 0900 Alron and that there are only two equal level Alrons. The
0924 Vent Control means that it is the highest west most part attached to the 0900 Alron. This means
there are at least four parts that attach there. The part next to it is the 0324 Vent Control in this case
as there are only four parts. The 0918 Vent control is on the bottom side of the 0900 Alron part, and
the caddy corner part is the 0318 Vent Control part. The ones on the other side of the aerofoil, in
this case, are the 0300 Alron parts, which are all inverted to the 0900 Alron parts so that while they
look very simalar there is no way to actually use the 0300 Alron parts on the 0900 Alron side of the

While it is confusing at first if you simply look at an analog clock hanging on a wall in front of the aircraft
everything just makes sense.

I am using Maya to prototype then other progams to verfity the parts work by themselves then using
maya to previz the entire design using set driven keys to turn part that would require power and
physics to figure out if they actually would turn each other. By laying out the design in maya I have
the physical spacing and control of the verts that act like nurbs splines. With the STL_ATF file
format and STL ATF standard, I can send the design to shop to CNC or simply 3D print what
I need to use the lost wax bronze casting to create parts from bronze that are printed as resin.

Other programs do simalar things I just happen to like the classic maya interface becasue when
I was learning to CNC metal parts it is what I learned on. Most of the other interfaces are really
horrible for actually trying to design in even if they are good at valiadating the parts. The thing
to remember is Maya is much like a what you see is what you get, it mostly expects you know
what the part needs to end up looking like and you have to work in four sided polygons that are
nonmanifold, you can not intersect parts, everything has to be flush or further apart. The thickness
of the polygons is controlled by the details saved in the object information. When you take that
into solidworks or autocad, you can then tweak that for different purposes. So if I know the cladding
needs to be a minimum of two to four inches thick to prevent heat transfer I set the thickness to
the scale of the scene. I prefer to work to one to one, which is harder on the processing power
but when you simulate the scene with water mocules at one one thousandth of the default size
you get water vapor that works like rain. Mostly not sure if it gathers yet. Meaning that water
in physics when it hits another part of water it explodes outward or it combines into a bigger
water mocule.

Just a warning I wired the main wire run and it half the lines of code in the scene above which
is sixteen thousand lines of code, or more I keep tweaking it with other parts I built in other
scenes then bring them in with default lamberts on them.

Blue is resin cast, metal water cutting, polymer injection molding, green is some assembly
nessacary. I know the color code is listed some where likely in solidworks or autocad's
maunal, as well as some requests for comments some where.

One part design for the cladding I am working on is using a stock removal part to take bolt shafts
and cut them the bolt heads off in maya then cut edge flow into the polygon block of metal so that
the laythe or CNC machine can simply using stock removal remove everything but the bolt flanges
hanging down. Then screw them to robotic arm and dip the outer edge in cooling glass them
siltatle it into tempered glass that is cooling off. The glass binds with the metal block and creates
a heat resistant pices of cladding that then can be threaded down to a metal runner and slide into
place against another piece of cladding bolted down already. Once the piece is flush thread it down
as tight as possible without blowing out the bolt flange and either wrap wire so that the bolt can
not back off or wrap tape around the treads or some other crimping process so that the cladding can
be removed later on but when the gee force is applied to it, it may as well be one single piece of

So the wire color coding is the basic design if more wires are needed they have to be visibily different than the wires listed. What goes down which wire that can be set later but the idea is to unified the wire color coding to the point it can be submited as a request for comments. This is so that if a section of wiring fails in space, it can be unattached at the bulkhead sections, and the same coloring wiring matched in place and have it work as it was before the wiring section fails. This is an eight section wiring design that is visiblily different in low lighting. There is a couple other variations of eight wire but none of them are the same. On of the worst things that can happen is running across a wire and having no idea where or what it goes to when fixing an airframe and having to remove all the outer panels to figure out what componets it goes to. What makes sense to me might not make sense across the board but if most designs are built with eight wires that are connected through the bulheads via a wire connector of some kind, that attached eight different types of wires the practical models that become compeditors for the United States Armed Services YF-37 variants. The design requires compressed gas that needs to be clearly set as to what a canister contains. Right now hospitals are the closest to uniform. Everyone seems to agree that a dark green color is oxygen, a bright red color is hydrogen, and medical air is yellow. I would include enamling any intake runs that come form the outside of the air frame to be yellow inside so that if an intake run is punctured you know that it has to be patched before re-entry. If using tempered glass rods to make sure they don't break as fiber optic cables you still use eight rods and use a push in latch that locks back like a bnc connector.

Wire Color Code
A1 Blue - White Strip
A2 Red - White Strip
A3 Blue
A4 Red
A5 Green - Magenta Strip
A6 Yellow - Magenta Strip
A7 Green
A8 Yellow

Canister Color Code
Medical Air  -  Yellow
Oxygen       -  Green
Hydrogen    -  Red
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This was my F-16 Block 52 I flew and the load crew is pictured below. The joke is Major General Sai Vitchia is picture above and Airman Solheim below... as above so below... I have no idea where the gas mask inserts
for the flight helmet went. Likely with the craft, which was exposed to a
dangerous substance if you want to know about ask the US Armed Forces.
West Main Turbine Clockwise
East  Main Turbine CounterClockwise

WestUp Tri Turbine Clockwise
EastUp  Tri Turbine CounterClockwise
EqualUp Tri Turbine Clockwise

DownEqual Mid Turbine Designed to chage the
slipstream flow by spinning couter to Up Turbines
flow or with the flow.

WestDown Clockwise
EastDown  CounterClockwise

Sublimination for afterburning but normal
turboprop / hydrofoil concepts are for slower
acceleration and atmospheric travel.

Reversing the turbine's direction in
atmosphere slows it down with out using
a breaking surface, in space it sorta works
by sucking the plume just propelled out,
but gas expelled ahead of the craft and
ignited is the best method I was thinking
about with out worrying about flying through
the propulsion in front of the craft. Much
like the lasers not melting the wings as it
flys through them it is caution area of