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The second iteration of Walmart in Chickasha has the familiar pillar-framed entrance, gray brick.
Atwoods is a "farm & ranch" store that has a vast array of items from underwear & socks to fencing material, dog food to baby chicks, perennials to auto care. Lucky for Oklahoma they fill in perfectly to these old Walmarts in smaller communities where it would otherwise be difficult to redevelop/lease.
I was doing a bit of research to find all 3, count them 3(!), Walmart buildings in Chickasha. Walmart has become the top retailer [by obliterating the competition] and while moving full steam ahead leaves behind monster shells of former stores and building anew elsewhere. Rarely do they ever expand on the same store. So in Chickasha, a small city about 20-30 minutes SW of Oklahoma City at a crossroads of multiple highways, including I-44, they have transitioned into 3 new buildings over time.
See Chickasha Walmart No 1 www.flickr.com/photos/citizenkerr/3484408056/
See Chickasha Walmart No 3 www.flickr.com/photos/citizenkerr/3481843304/in/photostream/
The Ford Falcon (FG) is a full-sized car that was produced by Ford Australia from 2008 to 2014. It was the first iteration of the seventh and last generation of this Australian-made model.
To make a fresh start, Ford Australia decided to revolutionize the designation of all models within the range. In particular, the long-standing Futura, Fairmont, and Fairmont Ghia models were replaced by the more contemporary G6 and G6E models, respectively. The FG moniker references the now discontinued Fairmont Ghia. The FG was superseded in December 2014, by the FG X series.
The XR8 had the same features that are found in the XR6 Turbo. The bulging hood and supporting emblems on the side skirts differentiated it from other XR models. The V8 was taken directly out of the previous model FPV GT with the BOSS290, with a maximum power of 290 kW (389 hp) and a maximum torque of 520 N⋅m (380 lb⋅ft); however its performance figures were somewhat less impressive than that of the XR6 Turbo despite having a 20 kW (27 hp) advantage according to official figures; though it is widely known that the BOSS290 generates 311kW and 545Nm at the flywheel vs the 295kW/540Nm of the BA/BF BOSS260 figures. It was also subjectively less agile through corners due to a significantly heavier front end. Although slightly slower in some cases, less economical and more expensive than its XR6 Turbo counterpart, it was and still is considered more popular amongst the more traditional Falcon enthusiasts who prefer the sound, feel and vibe of a naturally aspirated V8 over the inline 6 Turbo, for its sound, off the line performance and overall wider performance envelope vs the Barra 270. However, the XR8 sold poorly compared to the XR6 Turbo with the majority of volume being in utility sales.
The Falcon XR8 was discontinued in June 2010 as a result of its 5.4-litre engine not complying with the Euro IV emissions standard adopted by Australia at that time. Although initially expected to be re-introduced with the 5.0-litre "Coyote" engine used in the Ford Mustang GT during 2011, the model was re-introduced in 2014 with the FG-X series Falcon, featuring the 5.0 litre motor.
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This image and its name are protected under copyright laws.
All their rights are reserved to my own and unique property.
Any download, copy, duplication, edition, modification,
printing, or resale is stricly prohibited.
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Deformation of the printable Sierpinskube.
FCH-150 Hydrogen Fuel Cell Commercial Aircraft - IO Aircraft - Iteration 2
Iteration 2, Some refinements. Similar size as a 737 Max 10 apx 1/2 the operating costs - Wings and Canard fold to 100' Span, Fuselage Length 150', Configuration (Current) 184 Econ and 1st class, 5,000+ NM Range, Does not use liquid hydrogen. Uses 8,000 PSI Compressed H2 or CNG for 95% fuel weight reduction. Airframe, 3D Printed Graphene (technology already developed), kevlar and carbon fiber. Almost no metal used in the airframe 50%+ airframe weight reduction & 10+ X the strength.
I focus on Hypersonics and vtol, not this one. This applied many of those technologies to create the foundation of a true zero carbon commercial aircraft.
LengthL 150ft | Span 120.6ft | Cruise M.88-.92
Cruise: 35,000-38,000ft | Ceiling 41,000-45,000ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimated T/O Weight (Full Fuel and Passengers/Baggage) 134,000 LBS
Estimated MTOW: 195,000
Fuel: 30,000 Gallons 8,000+ Max PSI Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology, 500,000PSIA Integrity
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Liquid Fueled)
Current Passenger Configuration: 184 / 12 1st Class & 172 Main Cabin
Operating Costs: $2,500 - $3,500 hr
Estimated Maintenance Costs, Apx 1/2 Compared to 737's, A320's, etc
Estimated Unit Price in Production: Apx $105 Million
Reduction in Operating/Maintenance Costs Over the Life Cycle of the Aircraft, $20-$50 Million or greater.
Motors, zero maintenance required for greater then 5,000 operating hours.
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100% viable Electric Commercial aircraft, in a 737 MAX class. Compressed Hydrogen Fueled (Not liquid [obsolete]), 100% electric. NO carbon foot print. Even the hydrogen can be generated on the ground via water electrolysis on top of terminals. Also saving operators $20-$50 million or more, over an aircraft's life cycle.
Non, zero carbon, could use CNG, then reformation to extract the Hydrogen.
Ready to build today, all tech is already developed. Makes ALL commercial aircraft in existence obsolete. PLUS all hybrid aicraft on the drawing board right now with Boeing, Airbus, etc.
Airframe is 3D printed Graphene wafering, 33X stronger then titatnium; and carbon fiber/kevlar.
Specs:
Length: 150 ft | Span: 120.6 ft | Cruise M.9-.92)
Ceiling: Estimate 45,000 ft. Cruise: 38,000 ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimate T/O Weight (Full fuel and passengers): 134,000 LBS
MTOW Estimate: 195,000 LBS
Fuel: 30,000 Gallon 8,000 PSI Max Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Jet A liquid)
Current Passenger Configuration: 184 passengers; 172 Main Cabin & 12 1st Class
Operating Costs, apx $2,500-$3,500 hr.
Estiumated Maintenance Costs: Apx 1/2 current commercial aircraft.
Estimate Unit Price in Production: Apx $105 million
Reduction in Operating Costs Over the Aircrafts Life Cycle: $20-$50 Million (Or More) in Savings.
#hybrid #sustainability #hydrogen #hydrogenfuelcell #commercialaircraft #airbus #boeing #comac #innovation #lockheed #raytheon #bae #bombardier #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #3dprinting #supersonic #collinsaerospace #rockwell #generalatomics #cessna #dassault #arl #navair #diu #dia #usaf #unitedtechnologies #bae #cessana #piper #saab #defenseadvancedresearchprojectagency #graphene #additivemanufacturing #gkn #eaa #aopa #icao #tesla #nikolamotors #zerocarbon #embraer #electricaircraft
hybrid, sustainability, hydrogen, hydrogen fuel cell, hybrid commercial aircraft, hybrid commercial plane, commercial aircraft, airbus, boeing, comac, innovation, lockheed, raytheon, bae, bombardier, northop grumman, general dynamics, utc, ge, afrl, onr, afosr, usaf, darpa, mda, rolls royce, nasa, tesla, safran, embraer, 3d printing, supersonic, collins aerospace, rockwell, general atomics, cessna, dassault aviation, arl, navair, diu, dia, usaf, united technologies, bae, cessana, piper, saab, defense advanced research project agency, graphene, additive manufacturing, gkn, eaa, aopa, icao, tesla, nikola motors, zero carbon, embraer, electricaircraft, Composite Aircraft, Composite Commercial Aircraft,
boeing, airbus, embraer, ge aviation, rolls-royce, dassault aviation, bae raytheon, collins aerospace, lockheed martin, bombardier, Gulfstream Aerospace, safran, ge aviation, united technologies, united airlines, virgin airlines, All Nippon Airways, Delta Air Lines, british airways, southwest airlines, ryanair, virgin atlantic, qatar airways, emirates, lufthansa, etihad airways, KLM, Guillaume Faury, Greg Hyslop, Lynne Hopper, Paul Perera, Bruno Clermont, Tim Deaver, Paul Eremenko, Jean-Brice Dumont, Dirk Hoke, Marillyn Hewson, Richard Ambrose, Charles Woodburn, Philippe PETITCOLIN, Stéphane CUEILLE
1:2 model out of baltic birch plywood
the final chair will likely be built out of solid wood-- probably something without much figuration. Hardwood would be stronger, allow crisper detailing but would be more expensive and more likely to warp during the milling. Softwood (spruce maybe?) would be lighter, a bit springier, but not as strong and would require softer detailing. Most importantly, cheaper.... Decisions.
New Iteration - Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com
New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.
All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php
Length: 60'
Span: 30'
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
2 360° Thrust Vectoring Center Turbines
Fuel: Kero / Hydrogen
Payload: Up to 4 2,000 LBS JDAM's Internally
Up to 6 2,000 LBS JDAM's Externally
Range: 5,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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hypersonic fighter, hypersonic fighter plane, hawc, tgv, tactical glide vehicle, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, defense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, Air Force Office of Scientific Research,
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Nearly 150 cadets marked the end of the first iteration of Cadet Field Training (CFT), with the traditional Run Back from Camp Buckner Military Reservation, June 15, 2015. They were joined on the 7.5 mile route by Brig. Gen. John C. Thomson III, Commandant of the U.S. Corps of Cadets, Brig. Gen. Timothy Trainor, U.S. Military Academy Dean of Academics, Command Sgt. Maj. Dawn Ripplemeyer, U.S. Corps of Cadets Command Sergeant Major, Command Sgt. Maj. David M. Clark, U.S. Military Academy Command Sergeant Major and various other members of the West Point staff.
CFT is a three-to-four week program of instruction that emphasizes general military skills, individual preparedness training, preparations for extended field operations, and leading, participating in, and conducting small unit tactical operations. (U.S. Army photo by Sgt. 1st Class Jeremy Bunkley, USMA Public Affairs)
First iteration of my current equipment. Alot of testing and previewing has led to this batch of hardware. No plans of replacing any of this.
PC
- Intel i7 920, stock clock
- Gigabyte X58A mother
- 6gigs Corsair DDR3
- ATI Radeon 5770
- Antec 550 watt power
- Antec Case
- Twin DVD RW cup holders
Monitors
- Dual LG 23's
- 1920*1080
- Custom Monitor Stand
Mouse and Keyboard
-5000 and 1000 respectively
Amp
-Cambridge Audio 840A integrated
Speakers
- Era D14's
Audio Wiring
- Analysis Plus interconnect
- Acoustic Zen speaker cable
Desk
-Shitty
The department has been building up a library of design related reference books over the last few years. Pupils are encouraged to make use of these books on a regular basis. The photographs here demonstrate the tremendous wealth of content contained therein.
The sequence has been shot in such a way that the cover of the book is shown first and a few sample pages are included to give the student an idea of the content the book contains. Pupils may then approach staff and request a short term loan.
The final iteration of the P5 appeared in September 1967. Now powered by the 3,528-cubic-centimetre (215.3 cu in) Rover V8 engine also used in the 3500, the car was badged as the "3.5 Litre", and commonly known as the 3½ Litre. The final letter in the "P5B" model name came from Buick, the engine's originator. Rover did not have the budget to develop a new engine, hence they chose to redevelop the lightweight aluminium engine available from Buick.
Output of 160 hp (120 kW) was claimed along with improved torque. When introduced in 1967 the Buick designed V8 produced 160 PS (118 kW; 158 hp) at 5,200 rpm and 210 lb⋅ft (280 N⋅m) of torque at 2,600 rpm.
The exterior was mostly unchanged, apart from bold '3.5 Litre' badging, a pair of fog lights which were added below the head lights, creating a striking 4 light array, and the fitting of chrome Rostyle wheels with black painted inserts. The P5B existed as both the 4-door coupé and saloon body style until end of production. Production ended in 1973, by when 9,099 coupés and 11,501 saloons had been built.
The 3½ Litre saloon variant was a favourite of high-ranking Government Ministers, and served as Prime Ministerial transport for Harold Wilson, Edward Heath, James Callaghan and Margaret Thatcher. As testament to their suitability, the last batch of P5Bs to roll off the Rover line in June 1973 was purchased by the British government and placed in storage, to be released for government use as required.
As for most of the models built his November, the Rover P5B 3.5 Litre is a major redesign of a previously created model. In LUGNuts there was a build challenge named 'Redo or Redemption' just for this type of build.
Broccoli pizza with ricotta and cheddar. The dough has a little wholemeal flour in the mix for extra depth.
Original recipe here:
www.louchegastronomique.com/2012/broccoli-and-ricotta-piz...
The Holden Commodore (VK) is a mid-size car that was produced by the Australian subsidiary of General Motors, Holden, from 1984 to 1986. It was the first iteration of the first generation of this Australian made model and introduced the luxury variant, Holden Calais (VK) sedan.
Overview
The VK series was the first Commodore to have plastic (polypropylene) bumpers and introduced rear quarter windows for a six-window design (styled by Holden, but similar in appearance to the Opel Senator) as opposed to the four-window design on previous Commodore models. Apart from the bumpers and "glasshouse", other changes for the VK Commodore included a front grille redesign and revamped dashboard instrumentation that included a full digital (vacuum fluorescent display) arrangement for the new luxury version, the Calais.
The exterior of the VK Commodore was also updated with a more modern and aggressive appearance. This included a new grill design very different from previous models, with three bold strips rather than a metallic grill, the now plastic front and rear bumpers/skirts replacing the obsolete metal guards, and a new rear tail light assembly, whereby they now spread from one side to another with a black panel in between. This all added up to a more prominent, sharper look for the 1980s. Changes were also made to the interior whereupon the panel of instruments were now square-shaped rather than the more conventional circular layout. In total, 135,705 VK Commodores were built.
Models
The VK range introduced new names for the specification levels, with Executive now a stand-alone nameplate alongside the base model SL. The Commodore Executive was basically a Commodore SL appointed with automatic transmission and power steering, and was aimed at capturing the fleet market, a market that Holden had lost its share in when the smaller bodied Commodore originally replaced the Kingswood. Also introduced was the Commodore Berlina (replacing the SL/X) and the Holden Calais (replacing the Commodore SL/E). The station wagon body style was available in SL, Executive or Berlina variants only, however the limited edition Vacationer name plate was also continued over for a period from the VH Commodore. Other variants produced were the Commodore SS sedan which featured its own specification – courtesy of HDT – high-performance 4.9-litre V8, and the limited edition – available only through affiliated HDT Holden dealers – LM 5000, SS Group 3, SS Group A (502 made) and Calais Director sedans.
Engines
Engine choices (not necessarily available on all cars in the VK range) were two versions of a 5.0-litre 308 cui Holden V8 engine (replaced by the 4.9-litre 304 cui V8 when Group A rules entered Australian motorsport in 1985) and two versions of a 3.3-litre inline 'black' Straight-6 engine (essentially a refined 'blue' I6 with slight increases in power and efficiency), the latter of which was available with either a carburetor or fuel injection. The 3.3 EST carburetor engine was standard equipment for most VK Commodores, with the 3.3 EFI injection engine nominated as standard equipment for the Calais sedan.
The 2.85-litre six-cylinder and the 4.2-litre V8, mainstays of the previous Commodore ranges were dropped, hence unavailable to the VK, however Holden's 1.9L Starfire 4-cylinder unit was offered on New Zealand market VK models.
SS Group A
The Commodore SS Group A was heavily modified by Holden's official performance tuner, originally the Holden Dealer Team. The SS Group A existed primarily as a homologation special, created specifically so a racing optimised version of the Commodore could be utilised for Group A touring car motor racing. The regulations set down by the international governing body FISA for Group A motor racing specified that a minimum of 500 cars were to be built to a certain specification prior to said vehicle being allowed to compete. Group A regulations governed many touring car series at the 1980s and 1990s including series in Australia, New Zealand, Great Britain, Japan, Italy, Germany and the European Touring Car Championship as well as the one-off 1987 World Touring Car Championship as well as significant races like the Bathurst 1000, Spa 24 Hours and the RAC Tourist Trophy. The SS Group A model run ran from 1985 until 1992. The four models have since become highly collectible amongst Holden and performance enthusiasts.
Unique amongst all products produced by both the Holden Dealer Team and Holden Special Vehicles, these cars were referred to as Holdens, rather than as HDTs or HSVs.
As the first model to be produced (1985 – February 1986) represented Holden's increasing efforts in Group A racing. Available only in blue associated with the corporate colours of the Holden Dealer Team's principle sponsor Mobil, which gave rise to the cars nickname, the "Blue Meanie". Production began in early 1985, but part supply problems saw the HDT fail to build the required number of 500 and it missed the 1 August deadline for it to be eligible for racing that year. Production still continued and the VK SS Group A was available for motor racing from 1 January 1986. 502 cars were available only through Holden Dealer Team-affiliated Holden dealerships.
Visually the VK Group A SS had the addition of a rear spoiler, larger front air dam and a more aggressive front grill over the standard VK Commodore. Other changes included a double row timing chain (eliminating the car's inherent weakness of 1985, a single row chain), as well as stronger conrods and suspension mountings.
Power for the road going Group A SS with its 4.9 litre engine was rated at 196 kW (263 hp) at 5,200 rpm, with a top speed of 215 km/h (134 mph). Transmission options were M21 4-Speed manual, or T5 5-Speed (optional). The car was assembled at Dandenong, Victoria (Holden) and modified at Port Melbourne, Victoria (HDT).
[Text from Wikipedia]
en.wikipedia.org/wiki/Holden_Commodore_%28VK%29
This miniland-scale Lego Holden VK Commodore SS Group-A 'Blue Meanie' has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.
In its second iteration at the U.S. Military Academy, the Department of Military Instruction hosts Branch Week Sept. 9-14 at West Point, N.Y. With roughly 180 Army officers and non-commissioned officers, representing all 16 commissionable branches, the weeklong Corps of Cadets “career fair” presented cadets will hands-on, face-to-face career guidance and counseling from branch representatives across the nation. Several hundred tons of equipment, tanks, attack helicopters and armored vehicles were on display throughout Central Area, to include a functional tactical operations center. U.S. Army photo by Mike Strasser/USMA PAO
In its second iteration at the U.S. Military Academy, the Department of Military Instruction hosts Branch Week Sept. 9-14 at West Point, N.Y. With roughly 180 Army officers and non-commissioned officers, representing all 16 commissionable branches, the weeklong Corps of Cadets “career fair” presented cadets will hands-on, face-to-face career guidance and counseling from branch representatives across the nation. Several hundred tons of equipment, tanks, attack helicopters and armored vehicles were on display throughout Central Area, to include a functional tactical operations center. U.S. Army photo by Mike Strasser/USMA PAO
First iteration of the Guerciotti single speed 'cross bike I wil be campaigning this year. Big plans for this girl, but I need to start putting miles on her to figure the upgrades properly.
Straight from the shop. Including free fingerprints all over the chrome... This one measures 12 x 15 cm (4.75 x 6 in) with a clip for the Space Pen. It is made of heavy 2 mm cardstock and holds everything up to DIN / ISO A6 (the European standard size for postcards). See more at All Things Lyrois.
Discovery STO - 70 Ton, Single Stage to Orbit Fixed Wing Aircraft - Space Plane - Hypersonic Plane, U-TBCC / Unified Turbine Based Combined Cycle & Aerospike
Iteration 1, Mach 8-10 in amtmosphere, 195ft long, Heavy Lift Single Stage To Orbit Fixed Wing Aircraft. 70 TONS, ie 140,000 LBS, 60 ft X 15ft X 15ft payload bay. Up in the Falcon Heavy and Delta IV class, except not $400 million to launch giant payloads into orbit, but below $250 per lbs, or about $28 million to launch giant payloads, and normalized orbital flight, as normal as a 737 commercial flight. Load up, refuel, take off in an afternoon. I estimate this aircraft would cost about $750 million each for space capable. In atmosphere commercial, roughly $300 million each for a 200 passenger M8-10 (not designed yet)
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www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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tbcc, glide breaker, fighter plane, hyperonic fighter, stealth fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Iteration 2, Some refinements. Similar size as a 737 Max 10 apx 1/2 the operating costs - Wings and Canard fold to 100' Span, Fuselage Length 150', Configuration (Current) 184 Econ and 1st class, 5,000+ NM Range, Does not use liquid hydrogen. Uses 8,000 PSI Compressed H2 or CNG for 95% fuel weight reduction. Airframe, 3D Printed Graphene (technology already developed), kevlar and carbon fiber. Almost no metal used in the airframe 50%+ airframe weight reduction & 10+ X the strength.
I focus on Hypersonics and vtol, not this one. This applied many of those technologies to create the foundation of a true zero carbon commercial aircraft.
LengthL 150ft | Span 120.6ft | Cruise M.88-.92
Cruise: 35,000-38,000ft | Ceiling 41,000-45,000ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimated T/O Weight (Full Fuel and Passengers/Baggage) 134,000 LBS
Estimated MTOW: 195,000
Fuel: 30,000 Gallons 8,000+ Max PSI Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology, 500,000PSIA Integrity
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Liquid Fueled)
Current Passenger Configuration: 184 / 12 1st Class & 172 Main Cabin
Operating Costs: $2,500 - $3,500 hr
Estimated Maintenance Costs, Apx 1/2 Compared to 737's, A320's, etc
Estimated Unit Price in Production: Apx $105 Million
Reduction in Operating/Maintenance Costs Over the Life Cycle of the Aircraft, $20-$50 Million or greater.
Motors, zero maintenance required for greater then 5,000 operating hours.
-----------------------------------
100% viable Electric Commercial aircraft, in a 737 MAX class. Compressed Hydrogen Fueled (Not liquid [obsolete]), 100% electric. NO carbon foot print. Even the hydrogen can be generated on the ground via water electrolysis on top of terminals. Also saving operators $20-$50 million or more, over an aircraft's life cycle.
Non, zero carbon, could use CNG, then reformation to extract the Hydrogen.
Ready to build today, all tech is already developed. Makes ALL commercial aircraft in existence obsolete. PLUS all hybrid aicraft on the drawing board right now with Boeing, Airbus, etc.
Airframe is 3D printed Graphene wafering, 33X stronger then titatnium; and carbon fiber/kevlar.
Specs:
Length: 150 ft | Span: 120.6 ft | Cruise M.9-.92)
Ceiling: Estimate 45,000 ft. Cruise: 38,000 ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimate T/O Weight (Full fuel and passengers): 134,000 LBS
MTOW Estimate: 195,000 LBS
Fuel: 30,000 Gallon 8,000 PSI Max Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Jet A liquid)
Current Passenger Configuration: 184 passengers; 172 Main Cabin & 12 1st Class
Operating Costs, apx $2,500-$3,500 hr.
Estiumated Maintenance Costs: Apx 1/2 current commercial aircraft.
Estimate Unit Price in Production: Apx $105 million
Reduction in Operating Costs Over the Aircrafts Life Cycle: $20-$50 Million (Or More) in Savings.
#hybrid #sustainability #hydrogen #hydrogenfuelcell #commercialaircraft #airbus #boeing #comac #innovation #lockheed #raytheon #bae #bombardier #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #3dprinting #supersonic #collinsaerospace #rockwell #generalatomics #cessna #dassault #arl #navair #diu #dia #usaf #unitedtechnologies #bae #cessana #piper #saab #defenseadvancedresearchprojectagency #graphene #additivemanufacturing #gkn #eaa #aopa #icao #tesla #nikolamotors #zerocarbon #embraer #electricaircraft
hybrid, sustainability, hydrogen, hydrogen fuel cell, hybrid commercial aircraft, hybrid commercial plane, commercial aircraft, airbus, boeing, comac, innovation, lockheed, raytheon, bae, bombardier, northop grumman, general dynamics, utc, ge, afrl, onr, afosr, usaf, darpa, mda, rolls royce, nasa, tesla, safran, embraer, 3d printing, supersonic, collins aerospace, rockwell, general atomics, cessna, dassault aviation, arl, navair, diu, dia, usaf, united technologies, bae, cessana, piper, saab, defense advanced research project agency, graphene, additive manufacturing, gkn, eaa, aopa, icao, tesla, nikola motors, zero carbon, embraer, electricaircraft, Composite Aircraft, Composite Commercial Aircraft,
boeing, airbus, embraer, ge aviation, rolls-royce, dassault aviation, bae raytheon, collins aerospace, lockheed martin, bombardier, Gulfstream Aerospace, safran, ge aviation, united technologies, united airlines, virgin airlines, All Nippon Airways, Delta Air Lines, british airways, southwest airlines, ryanair, virgin atlantic, qatar airways, emirates, lufthansa, etihad airways, KLM, Guillaume Faury, Greg Hyslop, Lynne Hopper, Paul Perera, Bruno Clermont, Tim Deaver, Paul Eremenko, Jean-Brice Dumont, Dirk Hoke, Marillyn Hewson, Richard Ambrose, Charles Woodburn, Philippe PETITCOLIN, Stéphane CUEILLE
Iteration 2, Some refinements. Similar size as a 737 Max 10 apx 1/2 the operating costs - Wings and Canard fold to 100' Span, Fuselage Length 150', Configuration (Current) 184 Econ and 1st class, 5,000+ NM Range, Does not use liquid hydrogen. Uses 8,000 PSI Compressed H2 or CNG for 95% fuel weight reduction. Airframe, 3D Printed Graphene (technology already developed), kevlar and carbon fiber. Almost no metal used in the airframe 50%+ airframe weight reduction & 10+ X the strength.
I focus on Hypersonics and vtol, not this one. This applied many of those technologies to create the foundation of a true zero carbon commercial aircraft.
LengthL 150ft | Span 120.6ft | Cruise M.88-.92
Cruise: 35,000-38,000ft | Ceiling 41,000-45,000ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimated T/O Weight (Full Fuel and Passengers/Baggage) 134,000 LBS
Estimated MTOW: 195,000
Fuel: 30,000 Gallons 8,000+ Max PSI Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology, 500,000PSIA Integrity
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Liquid Fueled)
Current Passenger Configuration: 184 / 12 1st Class & 172 Main Cabin
Operating Costs: $2,500 - $3,500 hr
Estimated Maintenance Costs, Apx 1/2 Compared to 737's, A320's, etc
Estimated Unit Price in Production: Apx $105 Million
Reduction in Operating/Maintenance Costs Over the Life Cycle of the Aircraft, $20-$50 Million or greater.
Motors, zero maintenance required for greater then 5,000 operating hours.
-----------------------------------
100% viable Electric Commercial aircraft, in a 737 MAX class. Compressed Hydrogen Fueled (Not liquid [obsolete]), 100% electric. NO carbon foot print. Even the hydrogen can be generated on the ground via water electrolysis on top of terminals. Also saving operators $20-$50 million or more, over an aircraft's life cycle.
Non, zero carbon, could use CNG, then reformation to extract the Hydrogen.
Ready to build today, all tech is already developed. Makes ALL commercial aircraft in existence obsolete. PLUS all hybrid aicraft on the drawing board right now with Boeing, Airbus, etc.
Airframe is 3D printed Graphene wafering, 33X stronger then titatnium; and carbon fiber/kevlar.
Specs:
Length: 150 ft | Span: 120.6 ft | Cruise M.9-.92)
Ceiling: Estimate 45,000 ft. Cruise: 38,000 ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimate T/O Weight (Full fuel and passengers): 134,000 LBS
MTOW Estimate: 195,000 LBS
Fuel: 30,000 Gallon 8,000 PSI Max Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Jet A liquid)
Current Passenger Configuration: 184 passengers; 172 Main Cabin & 12 1st Class
Operating Costs, apx $2,500-$3,500 hr.
Estiumated Maintenance Costs: Apx 1/2 current commercial aircraft.
Estimate Unit Price in Production: Apx $105 million
Reduction in Operating Costs Over the Aircrafts Life Cycle: $20-$50 Million (Or More) in Savings.
#hybrid #sustainability #hydrogen #hydrogenfuelcell #commercialaircraft #airbus #boeing #comac #innovation #lockheed #raytheon #bae #bombardier #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #3dprinting #supersonic #collinsaerospace #rockwell #generalatomics #cessna #dassault #arl #navair #diu #dia #usaf #unitedtechnologies #bae #cessana #piper #saab #defenseadvancedresearchprojectagency #graphene #additivemanufacturing #gkn #eaa #aopa #icao #tesla #nikolamotors #zerocarbon #embraer #electricaircraft
hybrid, sustainability, hydrogen, hydrogen fuel cell, hybrid commercial aircraft, hybrid commercial plane, commercial aircraft, airbus, boeing, comac, innovation, lockheed, raytheon, bae, bombardier, northop grumman, general dynamics, utc, ge, afrl, onr, afosr, usaf, darpa, mda, rolls royce, nasa, tesla, safran, embraer, 3d printing, supersonic, collins aerospace, rockwell, general atomics, cessna, dassault aviation, arl, navair, diu, dia, usaf, united technologies, bae, cessana, piper, saab, defense advanced research project agency, graphene, additive manufacturing, gkn, eaa, aopa, icao, tesla, nikola motors, zero carbon, embraer, electricaircraft, Composite Aircraft, Composite Commercial Aircraft,
boeing, airbus, embraer, ge aviation, rolls-royce, dassault aviation, bae raytheon, collins aerospace, lockheed martin, bombardier, Gulfstream Aerospace, safran, ge aviation, united technologies, united airlines, virgin airlines, All Nippon Airways, Delta Air Lines, british airways, southwest airlines, ryanair, virgin atlantic, qatar airways, emirates, lufthansa, etihad airways, KLM, Guillaume Faury, Greg Hyslop, Lynne Hopper, Paul Perera, Bruno Clermont, Tim Deaver, Paul Eremenko, Jean-Brice Dumont, Dirk Hoke, Marillyn Hewson, Richard Ambrose, Charles Woodburn, Philippe PETITCOLIN, Stéphane CUEILLE
Iteration 10 - Raven B Model - Mach 8-10, 22 Passenger hypersonic business jet. New iteration reflects design changes from Raven A Model, which is an SSTO, a real one. ALL technologies associated "are" developed. It is also ZERO CARBON.
More Info: www.ioaircraft.com/hypersonic/raven-business.php
Not a graphics design or graphics rendering, but sanitized cad screenshots. This is not a concept, but ready for serial production. Not really looking for investors and such. Everything DOD is funding for hypersonic fixed aircraft is OLD and rehashed perpetually for 40+ years at 10X the price. Others, pushing supersonics and hypersonics, also very old technologies at very expensive prices and operating costs. This, about the same as a G650 or Global Express costs and operating costs and normalized Mach 10 dynamics in all regards in atmosphere.
#afrl #afwerx #defensewerx #usaf #darpa #onr #arl #boeing #lockheedmartin #airbus #raytheon #northropgrumman #aerojet #dynetics #easa #bae #afosr #hypersonic #supersonic #scramjet #reactionengines #innovation #graphene #hydrogen #spacex #ula #virgingalactic #rocketlab #nasa #snc #sierranevadecorporation #dreamchaser #sdo #sda #spaceforce #dod #icao #dassault #bombardier #gulfstream #cessna #bigalow #boomsuprsonic #aerion #esa #airplane
This one has the most editing (layered two iterations) and is also the biggest in case I want to print it.
A crew chief disembarks a UH-1Y Venom at U-Tapao International Airport, Kingdom of Thailand, Feb. 10, 2018. Marine Light Attack Helicopter Squadron 369 ‘Gunfighters’ arrive to the Kingdom of Thailand to participate in the 37th iteration of Cobra Gold as part of the U.S. Marine Corps Aviation Combat Element. HMLA-369, Marine Aircraft Group 39, 3rd Marine Aircraft Wing, is currently forward deployed under the unit deployment program with MAG-36, 1st MAW. Exercise Cobra Gold 2018 is an annual exercise conducted in the Kingdom of Thailand held from Feb. 13-23 with seven full participating nations. (U.S. Marine Corps photo by Cpl. Andy Martinez)
Here is my second iteration of one of my favorite ships of Star Wars -- the Delta-7 Aethersprite Delta-7 Jedi Starfighter.
@khatmorg & @atlas_er are big influences on this design -- especially the cockpit area of @khatmorg & the wings by @atlas_er. Biggest difference in mine is the overall length is shorter by two studs (which I think is more accurate).
Overall I'm really happy with how it came out. I tried my best to eliminate all gaps, and make it smooth as possible. I've very proud of the green accent on the back wings, and how I was able to keep the front wing/hood area smooth.
I couldn't squeeze in rear landing gear, but I love how the underside came out.
Different productions of the same character from the Lupin III manga and anime series.
(L) from the Stylish Collection
(R) from the Pre-Assembled Collection
Both figures are 12-inches tall.
Raven - Mach 8-10 Hypersonic Plane - Single Stage to Orbit (STO) - Iteration 7
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
Raven - B Model (Iteration 7)
Single Stage To Orbit Fixed Wing Aircraft
Length: 100'
Span: 45' 8"
Thermals: 6,000+ Fahrenheit
Turn Around Time: 3-6 Hours (No Ablative/Ceramic Tiles)
Airframe: 90% Advanced Composites, 10X Stronger then if it were Titatanium
Propulsion: U-TBCC (Unified Turbine Based Combined Cycle + Zero Atmosphere Mod)
Empty Weight: Apx 40,000 LBS
Fuel: 8,000-12,000 PSI Compressed Hydrogen and Oxygen
Fuel Weight Total: 5,000 LBS
Capability: Max Load, 170 Mile Parking Orbit
(W/O Assist) Half Load, Geo Stationary Orbit (Or Moon Orbit)
Payload Bay: 15' X 7' X 7'
Payload Max: 15,000 LBS
Costs Per Launch: Apx $2.5 Million
space plane, single stage to orbit, sto, hypersonic plane, hypersonic aircraft, tbcc, unified turbine based combined cycle, scramjet, dual mode ramjet, scramjet physics, scramjet engineering, darpa, mda, afrl, diu, supersonic business jet, hypersonic business jet, boeing phantom express, lockheed skunk works, hypersonic fighter, hypersonic weapon, hypersonic missile, scramjet missile, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, ARRW, hypersonic tactical vehicle, turbine based combined cycle, ramjet, onr, navair, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france, phantom works, skunk works, united launch alliance, spaceship company, virgin galactic, bigalow space, reaction engines, skylon, aerion supersonic, spike aerospace, boom supersonic, boeing phantom works, 3d printing, additive manufacturing, titatanium 3d printing, graphene 3d printing,
spaceplane #singlestagetoorbit #sto #hypersonicplane #hypersonicaircraft #tbcc #unifiedturbinebasedcombinedcycle #scramjet #dualmoderamjet #scramjetphysics #scramjetengineering #darpa #mda #afrl #diu #supersonicbusinessjet #hypersonicbusinessjet #boeingphantomexpress #lockheedskunkworks #hypersonicfighter #hypersonicweapon #hypersonicmissile #scramjetmissile #boostglide #tacticalglidevehicle #BoeingXS-1 #htv #AirLaunchedRapidResponseWeapon #ARRW #hypersonictacticalvehicle #turbinebasedcombinedcycle #ramjet #onr #navair #airforceresearchlab #officeofnavalresearch #defenseadvancedresearchprojectagency #defensescience #missiledefenseagency #aerospike #hydrogen #hydrogenstorage #hydrogenfueled #hydrogenaircraft #virginairlines #unitedairlines #sas #finnair #emiratesairlines #ANA #JAL #airlines #military #physics #airline #britishairways #airfrance #phantomworks #skunkworks #unitedlaunchalliance #spaceshipcompany #virgingalactic #bigalowspace #reactionengines #skylon #aerionsupersonic #spikeaerospace #boomsupersonic #boeingphantomworks
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Here is my second iteration of one of my favorite ships of Star Wars -- the Delta-7 Aethersprite Delta-7 Jedi Starfighter.
@khatmorg & @atlas_er are big influences on this design -- especially the cockpit area of @khatmorg & the wings by @atlas_er. Biggest difference in mine is the overall length is shorter by two studs (which I think is more accurate).
Overall I'm really happy with how it came out. I tried my best to eliminate all gaps, and make it smooth as possible. I've very proud of the green accent on the back wings, and how I was able to keep the front wing/hood area smooth.
I couldn't squeeze in rear landing gear, but I love how the underside came out.
I really like the new iteration of Autodesk's Sketchbook Pro 6. It is way more "painterly", allowing for smudging and moving around "wet" paints. This was done rather quickly as I played catchup at the office, mainly on the phone. It's by no means a complete portrait. Just a doodle to get the feel of this new program.
Yes, I know, how can I call myself an iPad Junkie when I spend so much time on the computer drawing?
The truth, I've discovered, is that all the graphics programs essentially work the same. And playing with the computer only makes me a stronger iPad Artist, as there is no substitute to placing the finger directly on a screen and moving the pixels around...except perhaps a Cintiq, which suffers for mobility.
Not a well known fact today, but early iterations of what we now call 'tractors' were powered by steam engines. Not only that, they weren't called 'tractors' but 'traction engines', kind of like a 'stem engine' but for providing tractive ground locomotion.
It is easy to see how they then became known as 'tractors'.
In the Steampunk universe, the primary energy system winds back 150 years to the steam boiler. If we were then to trace this through to the present (mostly), we should end up with something a bit like this:
The 'Royal Express Heavy Steam Traction Engine'. Kind of the steam-powered version of today 400 hp tractors.
Much of the other required innovations are still present: big broad tyres, multiple lights, lifting and drive fixtures front and rearm, glassy cabin for good visibility, mirrors and warning lights. All presented in the ornate Steampunk style.
Key changes are the steam boiler and condenser in place of a petrol or diesel internal combustion engine, and the use of, and storage systems within the tractor for coal or other suitable heat generation. Actually, many stationary power systems today rely on steam, electricity generation supplied by coal-powered stations powers most of Australia's energy transmission (electricity) needs, though in other countries the use of nuclear energy still uses steam generation to run turbines. But I digress. I think much of the fun of steampunk is living within a universe being polluted by steam-powered machines with minimal particulate cleaning.
This Lego miniland-scale Steampunk 'Royal Express - Heavy Steam Traction Engine' has been created for Flickr LUGNuts' 86th Build Challenge, - 'Steampunk Motorworks', - a challenge to create land vehicles in Steampunk style and form.
Fractal type:julia
Plot size (w,h):1280,1280
Maximum iterations:31000
Center Point (real, imaginary):-2.565481e-08,2.565481e-08 i
Plot Width (real):2.19E-05
Julia origin (real, imaginary):0.2633511860154667,-0.003120133399108344 i
Source mandelbrot width:7.5E-13
Color scheme name:ColorColorWheel
Discovery STO - 70 Ton, Single Stage to Orbit Fixed Wing Aircraft - Space Plane - Hypersonic Plane, U-TBCC / Unified Turbine Based Combined Cycle & Aerospike
Iteration 1, Mach 8-10 in amtmosphere, 195ft long, Heavy Lift Single Stage To Orbit Fixed Wing Aircraft. 70 TONS, ie 140,000 LBS, 60 ft X 15ft X 15ft payload bay. Up in the Falcon Heavy and Delta IV class, except not $400 million to launch giant payloads into orbit, but below $250 per lbs, or about $28 million to launch giant payloads, and normalized orbital flight, as normal as a 737 commercial flight. Load up, refuel, take off in an afternoon. I estimate this aircraft would cost about $750 million each for space capable. In atmosphere commercial, roughly $300 million each for a 200 passenger M8-10 (not designed yet)
--------------
www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
--------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
tbcc, glide breaker, fighter plane, hyperonic fighter, stealth fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
The S-2C model of the Pitts, now built by Aviat Aircraft, Wyoming, is a 2-seat tandem aerobatic bi-plane with a long history starting in 1944.
The new iteration carries on the tradition of being a little powerhouse, now with a flat-6, 260hp Lycoming, certified to pull +6G/-5G in aerobatic maneuvering, and bulls it's way aloft at 2900 fpm with one aboard.
I chose a detail pic because the name is globally recognized by aviation enthusiasts . . . some who remember the early Pitts with a huge radial engine. The more current models, like this one, have a little inspection port where the linkage for elevators and rudder are. These control surfaces are areas of high stress and consequently one has to check that things are not amiss at the linkage during the preflight walk-around inspection.
They come in a variety of colors . . . but damn if anytime I think of a Pitts flopping around during aerobatics at altitude like a rag doll, it isn't RED.
BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, 220 Passenger Hypersonic Commercial Plane - Iteration 3
Seating: 220 | Crew 2+4
Length: 195ft | Span: 93ft
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle) +1 Aerospike for sustained 2G acceleration to Mach 10.
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000ft
Airframe: 75% Proprietary Composites
Operating Costs, Similar to a 737. $7,000-$15,000hr, including averaged maintenence costs
Iteration 3 (Full release of IT3, Monday January 14, 2019)
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
-----------------------------
hypersonic plane, hypersonic aircraft, hypersonic commercial plane, hypersonic commercial aircraft, hypersonic airline, tbcc, glide breaker, fighter plane, hyperonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
On the other side of the NYC turf war, we have none other that Oroku Saki, aka The Shredder - specifically the 6 inch scale movie iteration from NECA.
Up until this point in my life (the 90s) the only TMNT line I was familiar with was the 80s cartoon. Voiced by Uncle Phil himself, while exceptionally skilled and wily, the cartoon Shredder would occasionally win rounds against the Turtles usually by sheer luck, or more accurately, the stupidity of his henchmen Bebop and Rocksteady. Well, the live action movie version wasn't quite as deadly as his comic counterpart, but it did convey one thing - Oroku Saki was capable of besting and killing our teenage heroes. In fact, he is so deadly in this movie, it was only by his own rage that Saki met defeat, as he easily beat down all of our heroes (I can't remember if Casey made it to the last fight on the roof), even Splinter.
Unlike Splinter, Shredder comes packed with a more sensible package. There's the figure (with removable face mask to replicate very last battle in the movie), a dagger and sheath, this double ended lance, three pairs of hands total (closed fist, weapon gripping, open palm) and his cape.
Lets talk about the elephant in the room - Shredder looks like a doofus. I mean.. damn. I know it was the 90s and all but when the cartoon version has a more kickass ensemble than you do, it's kind of embarrassing. Early 30s Japanese dude wearing sparkly pajamas, undersized blades, oversized cosplay helmet, and shower curtains. No amount of shadow and ambiance made this look good to me. Well, bless their hearts, NECA replicated this incredibly well. The suit has the sparkles and the metal parts have their metal weave. He's still got that god awful cape, and of course, Shredder has that battle scarred visage of his from a previous encounter with the still animal Splinter. Like with most toy capes, the standard one is alright, but ultimately isn't that great so you might as well just ditch it - Shredder did in the movie when he was beating down the good guys anyway.
With the cape out of the way, you have access to the full range of Shredder's articulation. It isn't bad, but not quite as good as the animated figures. Shredder has ankles, double jointed knees, ships, waist, shoulders, double jointed elbows with swivel at the upper arm joint, wrists, and neck. The "sleeves" of the body extend out over the shoulder, which interferes with overhead arm poses. I've also not a fan of the fact they sculpted him with his head slightly forward, so it looks Shredder is kind of slouching from the side.
Paint is, again, exceptionally well done for a NECA product. There is some great work on the figure, with crisp masking and detailing work. Some of the silver paint apps are a bit on the thick side, most notable being the blades, but my is, and always will be, the application of flesh tones on the figure, both the face and the hands. Part of it is of course the underlying sculpting isn't as refined as Figuarts or what not, which is understandable. I suspect a bigger culprit is the colour of plastic they use, and it probably requires that much more paint to cover it up. Bless NECA, mind you, for actually trying as I suppose they could have just half assed it - then again, there is some tough competition in the $20 USD price point. Even with this thicker than desire paint application, however, there's much to appeal to the eye.
Finally, there's the usual NECA QC and build quality to deal with, which again means stiff joints that require a bit of massaging to get to work. challenges aligning the limbs, and softer than optimal plastics used in the joints. Otherwise, honestly, he's not bad for the $20 USD and definitely is a more satisfactory buy than the Marvel Legends stuff.
So there you have at - the big bad of the movie TMNT world.. until you get to the third movie and the greatest enemies are pirates and crappy animatronics. Overall, with the exception of the shoulder limitations and average stock cape, pretty much what I was expecting. More importantly, Shredder is a pretty fun toy to mess around with and pose, and is definitely superior to Splinter IMHO as a figure release.
Is the Movie TMNT line done for me? Well. .not quite. Nothing has been announced, I don't think. It would be nice to have an April or Casey Jones, but.. believe or not.. I want a freaking Tojo. Yes.. the bald headed Japanese dude who is the main lackey to Saki. I want him to be made into a figure.
Consider the gauntlet thrown, NECA.
From a while back, but recent conversations of biometric passports and fancy airport security made me think of this hi-tech system I encountered during a period of heightened alerts.
1. It makes you wonder why the management didn't organise something like this to be manufactured properly, considering how serious a job it was supposed to be doing.
2. It makes you wonder what sort of clever little tinkerer took the initiative to make this in their own time with some left over MDF they had at home.
I'd give them a job over their managers any day.
I'd like also to think that they enjoyed the alliteration in 'baggage gauge'.
Bag-gage-gauge. Baa-gage-gage. B'gagegage.
Iteration 5 Enhanced Preview (Iteration 5, Included VTOL Inlet Doors and Inlet Ducts) of an entirely new type of aircraft, no info is on the net yet and won't be for a while. RANGER - 2 Passenger VTOL Hypersonic Plane
www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
Vertical take off and landing - High Supersonic into Hypersonic Realm. Economy cruise above Mach 4, and can accelerate to beyond Mach 8. Non VTOL, could reach LEO. With a range of 5,000+ nm (7,000+ non vtol). Fuel H2, reducing fuel weight 95%.
Length, 35ft (10.67m), span 18ft (6m).
Propulsion, 2 Unified Turbine Based Combined Cycle. 2 Unified thrust producing gas turbine generators that provide the power for the central lifting fan (electric, not shaft driven) and the rear VTOL.
Estimated market price, $25-$30 million in production. New York to Dubai in an hour.
All based on my own technology advances in Hypersonics which make Lockheed and Boeing look ancient.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
The department has been building up a library of design related reference books over the last few years. Pupils are encouraged to make use of these books on a regular basis. The photographs here demonstrate the tremendous wealth of content contained therein.
The sequence has been shot in such a way that the cover of the book is shown first and a few sample pages are included to give the student an idea of the content the book contains. Pupils may then approach staff and request a short term loan.