Engineering report:

Braking Systems – Disc Brakes

Yr 11 Engineering Studies

Name: William Fu

1
Abstract

In this report information and questions about disc brakes as a braking system have been discussed.
This report focused on a brief overview of the disc brake and the properties, application and
micro/macrostructure of a metal, polymer and braking friction material used in the system. This report
also included a discussion on the advancements in materials and processes that have influenced the
development of a more effective braking system. Furthermore, the report described the use of simple
machines in gaining mechanical advantage in the system, produced a sketch of the system and
calculated the mechanical gains as a result. Lastly, this report included a schematic diagram of the
overall system showing main components and a CAD drawing of a brake caliper presented in
orthogonal and isometric views.

Table of contents

Content Page No.

Title page 1

Abstract 2

Table of contents 2

Introduction 3

Procedure 3 - 19

Overview of the disc brake 3-4

Material analysis 4 - 12

History and Improvements 12 - 15

Mechanical Advantage – Sketch and Calculations 16

Annotated Schematic drawing 17

CAD drawing of brake caliper – Orthogonal 18

Cad drawing of brake caliper – Isometric 19

Results and Conclusion 20

References and Acknowledgements 20 - 24

2
Introduction

In this report, the disc brake system will be explored thoroughly through the presentation of the
following information. This report focuses on a brief overview of the disc brake and the properties,
application and micro/macrostructure of a metal, polymer and braking friction material used in the
system. This report also includes a discussion on the advancements in materials and processes that
have influenced the development of a more effective braking system. Furthermore, the report
describes the use of simple machines in gaining mechanical advantage in the system, produces a
sketch of the system and calculates the mechanical gains as a result. Lastly, this report includes a
schematic diagram of the overall system showing main components and a CAD drawing of a brake
caliper presented in orthogonal and isometric views.

Procedure

Overview of the disc brake

- Components and operation of the system

The disc brake has slowly taken over the automotive industry ever since their development in 1902
patented by Frederick William Lanchester in his Birmingham factory for Lanchester cars. Disc
braking systems are composed of 4 main components, the brake disc, brake caliper, brake pads and
the hydraulic system. The system works as follows:

The hydraulic system Compression of fluid Pistons push the brake The friction force
is triggered by the brake → within the hydraulic → pads onto the brake discs → slows the vehicle
peddle being depressed. system. which generate friction. and induces braking

Put simply, the hydraulic system works according to Pascal’s Law (P=F/A) and its mechanical
advantage pushes the pistons attached on the ends of the hydraulics which in turn squeeze the brake
pads in the calipers and therefore causes friction between the pads and the discs, slowing the vehicle
down.

Figure 1: A diagram showing the

components of a disc brake system
including the components listed above.

- Advantages and disadvantages

Disc brakes have taken over the industry because of their reliable performance. Research has shown
that on average, a disc brake can provide a braking time from 0-60-0 mph anywhere from 17% to 33%
quicker than drum brakes. More advantages of disc brakes include, more effective heat dissipation,
fewer moving parts leading to system longevity, easy maintenance and the potential of extremely high
performance given the correct materials design. Some disadvantages include, increased weight as
compared to drum brakes, brake pads wearing and the increased cost that comes with the design.
However, most large automotive brands have largely shifted to disc brakes in favour of their
effectiveness and performance.

3
 - Vehicles that use disc brakes

An extremely wide range of vehicles use disc brakes. We can see disc brakes used in everyday family
cars such as the Mazda CX-5 with its braking distance of 56 meters from 60-0 mph which is a very
good and above average performance and braking distance for an affordable family car. However, on
the other end of the spectrum we see the performance that disc brakes are able to achieve. This is most
evident in the Mclaren Senna, which boasts carbon-ceramic brake discs combined with hybridised
brake pads to give a braking distance of 29 meters from 60-0 mph.

Figure 2: The cast iron brake disc of the Figure 3: The Mclaren Senna’s Carbon ceramic
Mazda CX-5 as mentioned above. brakes, each takes 7 months to develop.

Analysis of materials
Metal: Aluminium Alloy AA2024-T4
Component Aluminium alloys are mostly used in the brake discs of slightly higher end disc brake
systems. This is particularly effective in the braking system due to its good mechanical
properties and lightweight nature. Specifically, the AA2024 alloy at T4 tempering will
be analysed here.
Mechanical - Thermal properties
properties The alloy AA2024, demonstrates a very good combination of thermal capacity and
conductivity. As seen in the graph, as the temperature increases, the yield stress
(Elastic limit) decreases, but the yield stress remains effective up to around 500 kelvin
(226 Celsius), which makes the material more than suitable for use in a braking system
where temperatures reach 130 Celsius.

Figure 4: Yield Stress VS Temperature graph

4
 - Hardness
Similar to strength as a mechanical property, hardness is a measure of how well a
material resists deformation. Where the measure of hardness is from localised,
mechanical indentations or abrasions.

Using the Brinell hardness test, which is shown below, it is known that AA2024-T4
has a Brinell hardness value of 190kgf/mm^2 which is much better than traditional
aluminium with 90kgf/mm^2.

Figure 5: How the Brinell hardness test works

- Toughness
Toughness is defined as the ability to withstand shock loading without fracture.
AA2024-T4 has a toughness value of 37 MPa-m½ meaning that it will fracture with
the application of 37 MPa of of tension on the material. This is very beneficial to the
application of brake discs as will be explained in the later section.
Processes/ - Heat treatment
Shaping The heat treatment develops hardness, softness, and improves the mechanical
properties such as tensile strength, yield strength, ductility, corrosion resistance and
creep rupture. These processes also help to improve machining effect and make them
versatile.

In the context of braking systems and AA2024-T4, the process of raising the
temperature of the alloy to just below 413 degrees Celsius (Critical temperature), gives
the material desirable properties such as thermal conductivity and hardness as
mentioned above. This process is used in the making of the brake disc out of AA2024-
T4.

Figure 6: The process of heat

treatment being carried out

Hardening
Hardening can increase wear resistance, strength and hardness but can also increase
brittleness. This method works by heating the alloy up to the hardening temperature, in
this case, around 200 degrees Celsius, and then rapidly cooling the metal in oil so that
new grains form and hardness increases.

This gives the desirable property of hardness, as mentioned in the previous section,
and is used within the production of AA2024-T4 brake discs so that the discs have
good wear and abrasion resistance.

5
 - Tempering
Tempering helps to overcome the brittleness and increase toughness. Tempering is a
type of heat treatment used to increase the toughness of certain metals, most
commonly iron-based alloys like
steel. The metal being treated, using
this process, is heated under its
critical point temperature in this case
being 413 degrees Celsius and then
air-cooled.

The alloy that we are analysing is

tempered to T4, meaning that it is
heat treated and then naturally aged
and cooled to a substantially stable
condition. In this way, the desirable
physical property of toughness is
brought out in the alloy. Figure 7: Steel tempered to various degrees
Properties with - Thermal properties
respect to The thermal properties of a material is determined mainly by the density and heat
capacity of the specific material. For AA2024-T4, the alloy has a density of
internal 2.78g/cm^3 with a and a heat capacity of 0.875J/g degrees Celsius which means that
structure and 0.875 joules of energy must be applied for a 1 degree increase in temperature.
why it is
beneficial This is important to the application of braking due to the high temperatures that are
achieved as the brake discs are subjected to huge amounts of friction under braking.
Therefore, the material must be able to withstand high temperatures without failure or
deformation which the alloy can do.

- Hardness
As mentioned above the AA2024-T4 alloy has a Brinell hardness of 120kgf/mm^2.
Hardness is determined by the grain size of the material and therefore, smaller grain
size means greater hardness.

This is important to the application of braking due to the resistance to abrasion that
hardness gives the alloy. By being resistant to abrasion and deformation, the brake
discs can operate for longer times without failure and maintain a consistent coefficient
of friction.

- Toughness
As mentioned above the AA2024-T4 alloy has a toughness value of 37 MPa-m½.
Toughness is also determined by the internal grain size of the material. With smaller
grains, the ductile-brittle transition is reduced with therefore increases fracture
toughness.

This is important to the application of braking due to the resistance to shock loading
that toughness provides. If the brake discs are tough, they are more resistant to the
shock/high force endured during breaking and therefore increases the lifetime of the
brake. Toughness also helps to maintain a stable coefficient of friction by maintaining
the surface characteristics (Roughness) of the material, making the brakes work
reliably at high temperatures and over time.

6
Sketch of
microstructure

Polymer: Carbon Ceramics

Component Carbon ceramics are also mostly used in the brake discs of brake systems. The
difference between Carbon Ceramics and the previously mentioned aluminium alloy is
that Carbon Ceramics cost significantly more than the alloy while also providing much
more performance in terms of braking. Here, the mechanical properties of carbon
ceramics will be analysed with respect to shaping processes and internal structure.
Mechanical - Hardness
properties As mentioned earlier, hardness is a measure of how well a material resists
deformation. Where the measure of hardness is from localised, mechanical
indentations or abrasions.

Using the Brinell hardness test, Carbon ceramics used in brake discs have a hardness
value of 240kgf/mm^2 much higher than traditional mild steel or the aluminium alloy.

- Weight
Weight is important in the case of high-performance vehicles where very kilogram
counts toward the speed and handling of the vehicle. Carbon ceramic brake discs have
an average weight of 5.7kg as compared to mild steel discs which weigh around
10.5kg. This is mostly due to the internal structure of silicon carbide. More on this will
be explored below.

Figure 8: Cross-section of carbon ceramic, note the visible slivers of carbon fibre

7
 - Heat capacity
As mentioned above, heat capacity is the
amount of energy that must be applied to
produce a 1unit change in temperature.
Therefore, it is important in braking where
higher temperatures must be avoided due
to unstable mechanical/frictional
properties at higher temperatures. Carbon
ceramics have a heat capacity of 1.35J/g
per degree Celsius, much higher than the
previous alloy at 0.875J/g per degree
Celsius.

Figure 9: Max temperature of disc vs speed

graph for steel and carbon ceramic
Processes/ - Molding
Shaping A molding is the process of using pressure and heat to fill the cavity of a mold, a rigid
frame also known as a matrix. The raw material, in this case, carbon fibre shards and
phenolic resin, is kept under pressure until it solidifies.

In the context of braking systems and carbon ceramic brake discs, molding is the first
step in producing the disc, where carbon fibre shards are combined with phenolic resin
to create a body that will later be carbonised and siliconised. This step contributes to
the properties of hardness and weight due to the carbon fibre.

Figure 10: A carbon ceramic disc brake mold

- Pyrolysis/Carbonisation
Carbonisation is a slow pyrolysis process in which biomass is converted into a high
carbon-content, charcoal-like material. Typically, carbonisation consists of heating the
biomass, in this case the phenolic resin, in an oxygen-free or oxygen-limited
environment, and reaction conditions are changed to maximise the production of char
(carbon-rich solid).

In this way, the phenolic resin and carbon fibre mixture is converted into an early-
stage carbon-ceramic matrix, which is then treated further to enhance properties.
Pyrolysis takes several days to complete at high temperatures and this process
enhances the properties of heat capacity due to the introduction of carbon, an element
that has extreme heat-carrying capacity due to its lattice structure and covalent bonds.

Figure 11: The chemical equation for the pyrolysis of phenolic resin and carbon fibre
to form carbon solid, gaseous byproducts and other volatiles for some n amount of
phenolic resin and m amount of carbon fibre. (→∆ means thermal energy is required
for the reaction)

nC7H6O + mC →∆ (C)solid + H2 + CO + CO2 + CH4 +other volatiles

8
 - Siliconisation
Finally, the process of siliconisation is adding
liquefied silicon powder at high temperature.
The infiltration of liquid silicon at 1700°C in a
vacuum atmosphere produces a new material,
which is the final change to the internal
composition of the carbon ceramic disc.

After the process of siliconisation, the disc

would now be made up of the previously
mentioned silicon carbide, which enhances the
disc’s properties of weight and hardness due to
the density and lattice structure respectively. Figure 12: Silicon Carbide solid

Properties with - Hardness

respect to The hardness of the carbon ceramics is given by the lattice structure in which the solid
is composed of. Therefore, with strong covalent bonds linking the atoms of the lattice
internal together, the material will have very high hardness.
structure and
why it is This is beneficial in terms of braking systems due to the increased wear resistance and
beneficial the ability to preserve a stable coefficient of friction across time.

- Weight
The eight of the carbon ceramic is given by the density of the solid. Carbon ceramics
have a density of 1.50g/cm^3 as compared to steel’s 7.85g/cm^3. This is because of
the density of the component materials, which gives the carbon ceramic its overall
density. In the context of braking systems, this is beneficial for high performance
vehicles because less weight means more braking force, more handling and more
speed.

- Heat capacity
Thermal conductivity and heat capacity of a material is determined by the chemical
composition of the material. In carbon ceramics, the covalent lattice structure of the
material makes it so that a high amount of thermal energy has to be applied in order to
weaken the forces between atoms. Therefore, thermal capacity will be higher.

This is important in the context of braking systems because higher temperatures must
be avoided. By having a material with high heat capacity, under braking, temperatures
will not be as high which means mechanical properties and friction remain more stable
and work better across the board.
Sketch of
microstructure

9
 Braking Friction material: Hybrid brake pad material
Component The modern hybrid brake pad materials are found in the brake pads of the brake
calipers. These materials are made of complex alloys of organic and inorganic
substances, combined with metallic alloys in different proportions in order create a
coefficient of friction between the brake pads and brake discs that is suitable for the
vehicle’s needs.
Mechanical - Hardness
properties Once again, the hybrid material possesses the mechanical property of hardness. In this
case we are looking at the brake pads of the BMW X1, which contains 65% metallic
alloys and 35% mixture of organic/inorganic substances.

The hardness value given by the Brinell hardness test for these brake pads is
102kgf/mm^2.

- Compressive strength
Compressive strength refers to the ability of a certain material or structural element to
withstand loads that reduce the size of that material, or structural element, when
applied, in this case, when the pistons of the caliper squeeze the pads onto the brake
discs.

The brake discs in question have a compressive strength of 110Mpa which is above
average and very good for braking application.

Figure 13: Brake caliper pistons pushing the pads together

- Corrosion resistance
Corrosion resistance is a material’s ability to resist degradation while in contact with
the ambient environment. Common factors that influence corrosion include oxygen,
liquids, temperature, atmosphere, and dirt or debris.

Corrosion values are given in millimetre per year, referring to the amount of
degradation in millimetres for every
year. Generally, brake pads last for
around 100,000 kilometers of
driving, while the average person
drives 10,000km per year. Brake
pads should be replaced at 3mm
thickness, from starting at 10mm
thickness. Therefore, we can
calculate that the corrosion value for
hybrid brake pads is 0.7mm/year. Figure 14: Corroded brake pads

10
Processes/ - Hot pressing
Shaping The function of hot pressing is to bind the different components. This leads to a
reduction in volume, but at the same time the temperature melts the resins so that they
flow throughout the material, binding the different elements together. In this process,
pressing cycles are carried out, the press acts on the
pads for a certain period of time and then allows the
gases to escape. Typical pressing time varies from 5
to 7 minutes depending on the formula used to allow
the resins to cure in the press.

In the context of braking systems, the process of hot

pressing binds the materials together under pressure
which helps to give the property of compressive
strength to the material/brake pad.

Figure 15: Materials about to

undergo hot pressing
- Curing
The curing process takes place in ovens whose main task is the complete addition of
the resins, thus achieving a perfect compaction of the material. These must be added
without the loss of any remaining content. This process is also carried out according to
the time and temperature reached in the different stages. This means that the pads are
affected by a cycle of different temperatures, in which they pass through during a
given period.

In the context of braking systems, this process of curing finalises the internal
proportions of the component materials which gives the brake pads many of its
chemical and physical properties such as corrosion resistance.

- Scorching
In this final phase, the friction
material is subjected to temperatures
of 650ºC or higher by means of a hot
plate. In this last scorching process,
a large part of the remaining organic
material is removed, and the brake
pad acquires its definitive
characteristics such as its hardness.
Many manufacturers carry out HPT
(High Pressure Treatment) which
consists of subjecting the surface of
the pad to a heat exchange (650º C)
and a pressure of 1 MT. Figure 16: Brake pads being scorched

Properties with - Hardness

respect to The hardness of the brake pads is given by the component materials that the brake pad
is composed of. With materials such as, carbon, graphite, steel, iron and copper,
internal combined with materials such as glass, fibreglass and Kevlar, the overall hardness of
structure and the brake pad will increase.
why it is
beneficial This is beneficial in terms of braking systems due to the increased wear resistance and
the ability to preserve a stable coefficient of friction with the brake discs across time.

- Compressive strength
Compressive strength is determined by the manufacturing process and the density of
the material. The density of brake pads is 2.06g/cm^3 and the pads have also been hot
pressed during the manufacturing process, this combination gives the brake pads the
overall compressive strength that they possess.

11
 This is beneficial in terms of braking systems due to the increased resistance to the
compressive forces of the caliper pistons under braking and therefore decreases wear
and helps to maintain the brake pads and a stable coefficient of friction.

- Corrosion resistance
The corrosion resistance of a hybrid material heavily depends on the binder that holds
the material together. Phenolic acid, the binder used in most brake pads and brake
discs, is a synthetic thermosetting polymer that is resistant to most chemicals and
water, while hardness protects against general dirt and debris.

This is beneficial in terms of braking systems due to the increased lifespan of the
brake pads. Therefore, these pads are reliable and safe for a wide variety of
applications and drives down the cost of maintenance for an average consumer.
Sketch of
microstructure

History of the disc brake and associated materials

Year Historical development

1902 The first concept of the disc brake was patented by Frederick W. Lanchester in 1902.
Lanchester's design utilized a copper brake disc and a caliper with friction pads, intended
to improve the braking efficiency compared to the drum brakes used at the time.
1949 In 1949, the Chrysler Imperial became one of the first production cars to be fitted with disc
brakes, albeit only on the front wheels. This system used a design by an engineer named R.
H. Spencer and was a significant step forward in automotive braking technology.
1960 The Dunlop company made significant advancements in disc brake technology and
successfully introduced it to the market. In
1960, Jaguar equipped the Mark 2 model
with Dunlop disc brakes, marking a major
milestone in the adoption of disc brakes in
production vehicles.

Disc brakes also gained popularity in

motorsport during the 1950s and 1960s,
particularly with Jaguar's victories at the 24
Hours of Le Mans, which showcased the
superior performance and reliability of disc
brakes under extreme conditions. Figure 17: The Le Man Winning Jaguar E2A
1978 By the late 1970s, disc brakes had become standard equipment on the front axles of most
new production cars. The advantages of disc brakes, such as better heat dissipation,
reduced brake fade, and improved stopping power, led to their widespread adoption.

12
 2000 The early 2000s saw the introduction of advanced materials in disc brake systems,
including composite and carbon-ceramic discs. These materials offered significant
performance benefits, such as reduced weight, increased heat resistance, and longer
lifespan.

The 2000’s also saw the introduction of electronic systems, such as Anti-lock Braking
System (ABS) and Electronic Stability Control (ESC), further enhanced the performance
and safety of disc brake systems.

Figure 18: The Mercedes-Benz W116, first car to have 4WD ABS built into disc brakes

2010 By 2010, high-performance vehicles and sports cars commonly featured advanced disc
brake systems with multi-piston calipers, larger rotors, and high-friction brake pads to
achieve superior braking performance.

Major material development: Carbon Ceramics

- Cast Iron brake discs

Grey cast iron, named for its grey appearance due to the presence of graphite
flakes, is a type of cast iron with a high carbon content. It is known for its
machinability, thermal conductivity, and damping properties. The graphite
flakes provide the material with good wear resistance and the ability to dissipate
heat effectively, making it suitable for various industrial applications.

Composition:

• High carbon content (2.5-4.0%)

• Silicon (1.0-3.0%)
• Other elements like manganese, sulfur, and phosphorus in smaller
amounts Figure 19: A grey cast
e iron disc brake

Advantages:

• Thermal Conductivity: Efficiently transfers the heat generated during braking, reducing the
risk of brake fade.
• Machinability: Easy to machine into precise shapes and sizes, ensuring accurate and
consistent production.

13
Disadvantages:

• Weight: Grey cast iron is relatively heavy, which can increase the overall weight of the
vehicle and negatively impact fuel efficiency and handling.
• Corrosion: Prone to rust and corrosion, particularly in wet or humid conditions, which can
reduce the lifespan and effectiveness of the brake rotors.
• Wear: While it has good wear resistance, grey cast iron brake rotors can wear out faster than
more advanced materials like carbon ceramics, needing more frequent repairs/replacements.
• Heat Sensitivity: At very high temperatures, grey cast iron can suffer from thermal distortion
and reduced braking performance (brake fade), especially under extreme driving conditions
like high-speed racing or heavy-duty use.

Overall, while grey cast iron is a cost-effective and reliable material for brake rotors, its heavier
weight, susceptibility to corrosion, and potential for wear and thermal issues make it less ideal for
high-performance applications compared to more advanced materials like carbon ceramics

- Carbon Ceramic brake discs

As mentioned above, carbon ceramic materials, also referred to as carbon-ceramic composites, are
advanced materials composed of carbon fibres embedded in a ceramic matrix. These materials
combine the lightweight and high-strength properties of carbon fibres with the high-temperature
resistance and durability of ceramics.

Composition:

• Carbon fibers
• Silicon carbide (SiC) lattice/matrix
• Sometimes additional materials for specific
properties

Advantages:

• Heat Resistance: They can withstand

extremely high temperatures without
degrading, which is crucial for maintaining
braking performance under demanding
conditions.
• Weight: Significantly lighter than traditional
cast iron brakes, which improves vehicle
handling and overall performance
• Durability: Highly resistant to wear and can
last much longer than conventional brake
materials
• Corrosion Resistance: Do not rust or corrode,
even in wet or humid conditions, ensuring
long-term reliability and performance. Figure 20: The carbon ceramic brakes of
e the Porsche 918 Spyder

14
 Disadvantages:

• Cost: Significantly more expensive to produce and purchase compared to traditional brake
materials like grey cast iron, which can be a barrier for widespread use in standard vehicles.
• Manufacturing Complexity: Production of carbon ceramic brakes involves complex and
time-consuming manufacturing processes, which contributes to their high cost.

In summary, carbon ceramic disc brakes offer superior performance, durability, and weight savings
compared to traditional grey cast iron brakes, making them ideal for high-performance and luxury
vehicles. However, their high cost and manufacturing complexity limit their use to performance
applications.

- Properties comparison

- An improved braking system

As seen above carbon ceramics are a superior material for braking systems compared to cast iron due
to their exceptional heat resistance, lightweight nature, and durability. These properties allow carbon
ceramic brakes to perform consistently better than cast iron under the same conditions, such as high-
speed driving, frequent or intense braking and performance driving without suffering from significant
brake fade or wear. The reduced weight of carbon ceramic brakes also enhances vehicle handling and
contributes to overall performance and fuel efficiency. Furthermore, their resistance to corrosion and
long lifespan makes them a more reliable and low-maintenance option.

Therefore, as a result of this advancement in materials, there have been numerous improvements on
the disc braking system in terms of function, performance and safety.

15
Creation of mechanical advantage

In the disc brake system, levers and hydraulics are used to produce the mechanical advantage and therefore,
force required to operate the brake caliper pistons and induce braking force. In the system, the foot pedal is
pushed, which in turn pushes a piston connected to a hydraulic system. As according to pascal’s law (P=F/A),
where pressure in the system is constant, the resultant force will increase because of the area increasing.

As force is applied through the foot pedal and transmitted to the master cylinder piston of radius 0.5 inches, the
resultant force at the brake caliper piston will be much larger than the input force due to the change in area at the
caliper piston (P=F/A where P is unchanging throughout the system), thereby generating mechanical advantage.

Therefore, mechanical advantage is achieved in this system through the use of the foot pedal, which is a lever,
and the hydraulic system which provides mechanical advantage through the application of pascal’s law.

This will now be shown in the following schematic diagram and accompanying calculations.

16
Annotated schematic diagram of system

17
CAD drawing of brake caliper – Orthogonal

18
CAD drawing of brake caliper – Isometric

19
Results and Conclusion

In this report we have found that disc brakes have been influenced by advancements in
technology, leading to significant improvements in vehicle safety, performance, and
efficiency. From the initial patent in 1902 to the widespread adoption in the mid-20th
century, disc brakes have continually developed, benefiting from materials science and
engineering research. The introduction of advanced materials such as carbon ceramics have
redefined braking systems, particularly in high-performance and luxury vehicles, by
providing superior heat resistance, reduced weight, and exceptional durability. These
technological advancements not only enhance braking performance and vehicle handling but
also contribute to greater wear resistance and reliability. As technology continues to advance,
we can anticipate further innovations that will continue to refine and elevate the capabilities
of disc brake systems, ensuring even safer and more efficient braking solutions for the future.

References/Acknowledgements

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20
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Figure 11:
Self-written

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Acknowledgements
Oliver Dean (student) - Read over report and gave feedback.

Justin Yan (student) – Looked over the CAD drawings and gave feedback

Anson Wang (student) - Provided advice and inspiration for the layout of the report.

Brian Lee (Student) - Read over report; gave feedback and grammatical corrections.

Haochen Niu (Student) - Read over report and gave feedback.

Mr Sadie (Engineering teacher) - Gave advice on the format of the report and AS1100
dimensioning standards

Mr Hall (Chemistry teacher) – Helped me with the information on the chemical and
physical properties of the materials in this report.

Mr Solomonides (Physics teacher) – Helped me remember and revise pascal’s laws

and how to apply them

My mother – Former civil engineer, informed me on sketching standards and advised

me on how to present isometric and orthogonal sketches.

24