High on a mountain in the Atacama desert, Chile, the European Southern Observatory is building something immense.
It's called the Extremely Large Telescope, and here's a highlight reel of this beast's ultimate capabilities.
With a 39m main mirror it will be, by a long way, the biggest optical & infrared telescope in the world. It will transform study of planets around other stars, distant galaxies, the early universe, dark matter, black holes.
And it's an engineering miracle.
A telescope is limited, among other things, by the light it's main mirror can gather. The ELT will gather 100 million times more light than the human eye.
It will do this with an adaptive array of five mirrors, four of which can adaptively change shape.
M1:
The 39m primary mirror is made up of 798 interlocking hexagons which are all in active control: To adjust for thermal and wind variation each must be precisely positioned & shaped to within 10s of nanometres, 10,000 times thinner than human hair, across the entire radius!
Each M1 segment is supported at 27 locations, with warping harnesses. Each segment has 3 positioning actuators to control tip & tilt to within 2nm.
In total, M1 has 798 segments, 2500 actuators and 9000 edge sensors.
M2 & M3:
In any other telescope, the M2 & M3 mirrors would be huge even as primary mirrors.
After firing, the mirror blanks are cooled & annealed for 3 months for near perfect homogeneity to minimize internal stresses, then heat treated into glass ceramic for 6 months.
The 4.25 metre mirrors have a near zero coefficient of thermal expansion. They are ground, figured & polished to within nanometres accuracy, 20,000 times more precise than the width of a human hair: Figuring and polishing takes 2 years.
M4:
The world's largest deformable mirror: Designed to adjust for vision distortion produced by atmospheric turbulence or facility vibration, it is a thin shell sitting 90 microns away from a silicon carbide reference surface. 5000 actuators adjust it's shape up to 1,000 times/s
The M4 shell is measured to the nanometre range 70,000 times a second, and the primary input also includes 8 powerful lasers fired into the upper atmosphere, which are used as references to measure and correct for atmospheric turbulence hundreds of times a second.
Instruments:
The HARMONI 3D spectrograph.
MICADO high resolution near infrared camera.
METIS mid infrared spectrograph.
ANDES multi wavelength high resolution spectrograph.
MOSAIC multi object spectrograph.
The dome itself is built on a film of oil and shock absorbers on the foundations to guard it against seismic interference.
The ELT will be ready for first light around 2028, and is likely to quickly eclipse it's predecessor (the VLT) which is even now the most scientifically productive astromical telescope in the world.
European science & engineering has it's weaknesses, but also undoubted strengths. Projects like the ELT are absolutely one of them.
Follow the European Southern Observatory at @ESO
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It's the greatest story never told: It's the story of how a frugal county in the North of England invented the modern world.
Put on a flat cap and call up the whippet, because this is a thread about my home county, and the inventions that came out of Yorkshire!
Steel!
Benjamin Huntsman invented high homogeneity crucible steel in Sheffield in the 1740s, firing with coke to fully melt the steel and homogenise the carbon content.
This became used… everywhere, and supercharged the ongoing industrial revolution.
Steam trains.
Steam locomotion had been in development for some decades by 1812, but arguably the world's first commercially successful steam locomotive was Matthew Murray's Salamanca. To him, we owe speed.
A liquid rocket boost stage needs to pump fuel and cryogenic oxidiser to the combustion chamber at a rate that beggars belief: The 33 engines on the boost stage of SpaceX's monstrous ‘Superheavy’ booster each chew through about 700 kg of propellant every second. Put all those engines together and the flow rate of liquid fuel & oxygen would be sufficient to empty an Olympic swimming pool in under 2 minutes, if you could find an Olympic swimming pool for cryogenic propellant.
Can you think of any conventional lightweight pump that can do this? Me neither. You need something special…
The turbopump comprises a typically-axial turbine powered by hot, pressurised gas flow that powers centrifugal compressor pumps that pump the colossal quantities of propellant required and pressurize it to, potentially, hundreds of standard atmospheres.
It's a handy, lightweight way to provide pumping power, but it does require that you have a source of hot, high-pressure gas to work with.
Now, where would you find that in a rocket engine?
Indeed. In order to burn fuel, we must pump it. In order to pump it, we may have to burn some of it.
Um…
The Gas Generator Cycle.
A small quantity of the pressurised fuel & oxidiser flows are tapped, brought to a small combustor, vaporised, ignited then expanded through a turbine that powers the fuel and oxygen compressor cycles.
Inevitably the gas generator can't run with a completely nominal fuel:oxy mix, as it would get so hot that it would melt the turbine blades, so typically a gas generator will trade off some efficiency and run fuel rich to power the turbopumps.
-Why not oxy rich? Because fuel has a higher specific heat at constant pressure (Cp) and so you need less mass flow through the gas generator if it's fuel rich than oxy rich, meaning more useful propellant goes to the main combustor & nozzle that moves the rocket.
So the upside of a gas generator cycle is relative simplicity and robustness, which is why it's used on the most reliable rocket motors around, the SpaceX Merlin. The downside is that you trade away efficiency by throwing away some of your propellant, meaning that the tyranny of the Tsiolkowsky rocket equation will kick you where the sun don't shine.
Staged combustion attempts to address this, by taking either a fuel rich or oxy rich preburner, operating at a much higher flow volume than a standard gas generator, and routing the hot gases that leave the turbine straight to the combustion chamber so that they're not lost. This not only increases the average propellant exhaust velocity (since none of it is lost) and therefore efficiency, but also allows a lower average temperature in the preburner and turbine, since there's a higher volume throughput instead.
On the flipside you must deal with hugely increased engineering complexity, an increased potential for feedback control problems between the different parts of the engine, and also a much higher pressure preburner, since it will still need to deliver high working pressures to the combustion chamber after the losses of the turbine and injectors.
The Soviets got there first, and some of their genius manifested in the Russian RD180 oxy-rich staged combustion engine, which was bought by the Americans and used in Atlas rockets for many years. Its unique oxy-rich staged combustion cycle was efficient but not without drawbacks, as high temperature gaseous oxygen is brutal to exposed metal surfaces, demanding an enamel coating on many parts of the engine.
Last month Rolls-Royce won the UK's small modular reactor competition to develop and build SMRs in the UK. It could be a new dawn for nuclear power.
But who else was in the competition, what was special about each design, and which is your favourite?
An SMR thread…
What's an SMR?
A small modular reactor is a way of beating the brutally high capital costs of building nuclear power: By simplifying assembly (modularity) and minimising subsystem size so almost all of it is factory built you harvest industrial learner effects and low costs.
Boiling water vs pressurised water reactors.
All designs in this list are either PWRs or BWRs, the most common reactor styles today. I've a thread on the basics if you need it, but otherwise on with the show!
In April on a mountain in Chile the Vera Rubin observatory gathered first light, and this telescope will be world-changing! -Not because it can see the furthest… but because it can see the fastest!
The Vera Rubin telescope thread! The value of speed, and unique technology…
Who was Vera Rubin?
She first hypothesized the existence of dark matter, by observing that the rotation speed of the edge of the galaxy did not drop off with radius from the centre as much as it should. The search for dark matter, and other things, will drive this telescope…
Does it see a long way?
Yes, but it’s not optimized for that: The battle of the big mirrors is won by the Extremely Large Telescope which, yes, is meant to see a long way. Vera Rubin is not that big, but that doesn’t matter because it has a different and maybe better mission.
Rotating detonation engines: Riding the shockwave!
A technology that could revolutionise aviation, powering engines with endlessly rotating supersonic shockwaves. It could bring us hypersonic flight, super high efficiency and more.
The detonation engine thread…
Almost all jet engines use deflagration based combustion, not detonation, but while fuel efficiency has been improving for decades, we're well into the phase of decreasing returns and need some game-changing technologies.
One is the rotating detonation engine (RDE).
To understand the appeal of RDEs, you need to know that there are two forms of combustion cycle: Constant pressure, where volume expands with temperature, and constant volume, where pressure goes up instead.
Most jet engines use constant pressure. RDEs use constant volume.
As a new graduate I once had to sit down and draft an engine test program for a subsystem of a new model of Rolls-Royce aero engine. It was illuminating.
So here's a thread on some of the weirder things that this can involve: The jet engine testing thread!
Fan Blade Off!
Easily the most impressive test: A jet engine needs to be able to contain a loose fan blade. In the FBO test, either a full engine or a fan & casing rig in low vacuum is run to full speed, then a blade is pyrotechnically released.
Frozen.
The Manitoba GLACIER site in Northern Canada is home to Rolls-Royce's extreme temperature engine test beds. Not only must these machines be able to start in temperatures where oil turns to syrup, but in-flight ice management is crucial to safe flying.