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The Postcard
A postcard that was published by the Valentine & Sons' Publishing Co. Ltd. of Montreal and Toronto. The card was printed in Great Britain.
Note the people sitting in the upper level of the gatehouse.
The card was posted in Calgary, Alberta using a 2 cent stamp on Wednesday the 9th. October 1912 to:
Mrs. R. Bailey,
11, Clifford Street,
South Wigston,
Nr. Leicester,
England.
The message on the divided back of the card was as follows:
"Dear Mater,
Arrived safely at Calgary.
Will write more later.
Your affectionate Son,
W."
Fort Garry
Fort Garry was a Hudson's Bay Company trading post at the confluence of the Red and Assiniboine rivers in what is now downtown Winnipeg.
Fort Garry was established in 1822, although its first iteration was destroyed in 1826 by severe flooding. The trading post was rebuilt in 1836, and served as the administrative centre for the Red River Colony.
From 1869 to 1870, the fort was briefly occupied by Louis Riel and his Métis followers during the Red River Rebellion.
The fort was demolished in the 1880's to make way for Winnipeg's Main Street, although the fort's gate remains (shown in the photograph).
The site of the former fort was designated as a part of a larger National Historic Site in 1924. Development of a provincial heritage site on the historic site of Fort Garry began in the early 21st. century.
History of Fort Garry
Fort Garry was established by the Hudson's Bay Company (HBC) in 1822 on or near the site of the North West Company's Fort Gibraltar established by John Wills in 1810 and destroyed by Governor Semple's men in 1816 during the Pemmican War.
Fort Garry was named after Nicholas Garry, deputy governor of the Hudson's Bay Company. It served as the centre of the fur trade within the Red River Colony.
In 1826, a severe flood destroyed the fort.
The fort was rebuilt in 1836 by HBC to help facilitate the administrative and supply needs for the Red River Colony. The new fort was named Upper Fort Garry to differentiate it from "the Lower Fort," or Lower Fort Garry, 32 kilometres (20 mi) downriver, which was established in 1831.
Throughout the mid-to-late 19th. century, Upper Fort Garry played a minor role in the actual trading of furs, but was central to the administration of the HBC and the surrounding settlement.
The Council of Assiniboia, the administrative and judicial body of the Red River Colony mainly run by Hudson's Bay Company officials, met at Upper Fort Garry.
In 1869, the Hudson's Bay Company agreed to surrender its monopoly in the North-West, including Upper Fort Garry.
In late 1869 and early 1870, the fort was seized by Louis Riel and his Métis followers during the Red River Rebellion. After the Rebellion, the area around the fort continued to grow.
In 1873, the city of Winnipeg was established, and the name Fort Garry was no longer used. In 1881-1884 the majority of the fort was demolished in order to straighten Main Street (it was at Main Street and Assiniboine Avenue.
The Legacy of Fort Garry
Fort Garry, along with the sites of nearby Forts Rouge and Gibraltar, were collectively designated a National Historic Site in 1924.
Together, the three sites are illustrative of the evolution of the fur trade in Western Canada, from exploration and expansion westward (Fort Rouge, established in 1738 by the French), to the dominance of the North West Company (Fort Gibraltar, established in 1807) and finally the ascendancy of the Hudson's Bay Company (Fort Garry).
The gate at Fort Garry constitutes the only above-ground remains of this succession of forts.
Although only the fort's main gate remains today, the name "Fort Garry" lives on through various institutions and businesses:
-- An area of Winnipeg running along the Red River south of the original fort is called Fort Garry.
-- The hotel beside the fort is called the Fort Garry Hotel, which was originally constructed for the Grand Trunk Pacific Railway company. To see the hotel, please search for the tag 23MWT98
-- Fort Street and Garry Street are on either side of the hotel.
-- Many companies, such as Fort Garry Industries and the Fort Garry Brewing Company, have adopted the name.
-- The Fort Garry Horse has been a component of the Winnipeg military garrison throughout the 20th. and into the 21st. centuries.
-- On the 15th. June 1938, Canada Post issued 'Fort Garry Gate, Winnipeg', a 20¢ stamp.
The Provincial Heritage Park
Work has begun on a project to establish a heritage park in the area surrounding what remains of Upper Fort Garry. In the spring of 2010, a bill passed the House in the Manitoba Legislature, entitled 'The Upper Fort Garry Heritage Provincial Park Act'.
The stone gate tower, the last standing structure from Fort Garry. It is now used as the Upper Fort Garry Provincial Park Gate Entrance.
In 2007, a development company, Crystal Developers, sought to build an apartment complex next to the fort's original "footprint". However, the Friends of Upper Fort Garry, a group dedicated to developing a historical interpretive park at the site, was convened to oppose them.
The plan called for an interpretive centre just outside the old fort's walls, and a large surface parking lot that would have been placed closer to the walls than the apartment itself.
After a City of Winnipeg-imposed deadline to raise funds to build a park on the site was nearing, Crystal Developers decided to grant the Friends an additional two years to finish raising the needed funds.
Crystal ultimately bowed out of its proposed development plans. Two years later the City of Winnipeg approved the construction by Crystal Developers of a 25-storey apartment tower just west of the original location, on Assiniboine Ave.
The Friends raised enough funds to purchase the buildings already on the site of their proposed heritage park, including a Petro-Canada gas station.
The only building that was allowed to stay untouched was the current home of the Manitoba Club, which started as an organization in 1874, only one year after the incorporation of Winnipeg. The existing Manitoba Club building was completed in 1905. The historic Fort Garry Hotel across the street was built shortly thereafter, in 1913.
The plans for the future heritage park at the site of Upper Fort Garry were officially unveiled in May 2010. The park opened to the public on the 6th. August 6, 2015, with development still to come.
King Nicholas of Montenegro
So what else happened on the day that the card was posted?
Well, on the 9th. October 1912, King Nicholas of Montenegro called on his subjects to join in a "Holy War" against Turkey, as Detchitch fell to the Montenegrins.
Romania's Neutrality
Also on that day, Romania assured Bulgaria of its neutrality.
A World Series Draw
Also on the 9th. October 1912, the second game of the World Series ended with no winner, with the teams tying 6-6 after 11 innings before darkness forced an early end.
This meant that the second game would have to be replayed. The Boston Red Sox had won the first game, 4-3.
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.
During a daylight training iteration at the Joint Multinational Training Command’s (JMTC) Range 309 and its adjacent shoot house in Grafenwoehr , Germany, visiting multinational Soldiers from the International Special Training Centre, also known as ISTC, rehearses combat breaching and clearing techniques before conducting a live-fire explosive breach.
This training, conducted on May 13 and 14, 2013, is part of one of the many course modules offered by ISTC to provide high quality training in advanced and specialized skills to officers and non-commissioned officers from the Special Forces of various NATO nations.
JMTC Grafenwoehr and Hohenfels ranges and facilities are state-of-the-art and offer a variety of adaptable training scenarios and are regularly used by ISTC faculty and students. JMTC proximity to ISTC’s Headquarters in Pfullendorf, Germany, makes it an ideal training venue for NATO Soldiers while enrolled for ISTC training.
Some photos in this set have been redacted for security purposes.
(U.S. Army Photo by Michael Beaton/Released).
During a daylight training iteration at the Joint Multinational Training Command’s (JMTC) Range 309 and its adjacent shoot house in Grafenwoehr , Germany, visiting multinational Soldiers from the International Special Training Centre, also known as ISTC, rehearses combat breaching and clearing techniques before conducting a live-fire explosive breach.
This training, conducted on May 13 and 14, 2013, is part of one of the many course modules offered by ISTC to provide high quality training in advanced and specialized skills to officers and non-commissioned officers from the Special Forces of various NATO nations.
JMTC Grafenwoehr and Hohenfels ranges and facilities are state-of-the-art and offer a variety of adaptable training scenarios and are regularly used by ISTC faculty and students. JMTC proximity to ISTC’s Headquarters in Pfullendorf, Germany, makes it an ideal training venue for NATO Soldiers while enrolled for ISTC training.
Some photos in this set have been redacted for security purposes.
(U.S. Army Photo by Michael Beaton/Released).
Iteration 6 (Iteration 6, Included VTOL Cockpit Description, 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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glide breaker, 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.
Asus has launched the second iteration of its ZenFone series, unveiling the ZenFone 2 (ZE551ML), its new flagship smartphone at CES 2015 in Las Vegas. The phone comes with a new ergonomic design, a 5.5-inch Full HD and a (1280x1920p) IPS display with a wide 178-degree viewing angle.
The
During a daylight training iteration at the Joint Multinational Training Command’s (JMTC) Range 309 and its adjacent shoot house in Grafenwoehr , Germany, visiting multinational Soldiers from the International Special Training Centre, also known as ISTC, rehearses combat breaching and clearing techniques before conducting a live-fire explosive breach.
This training, conducted on May 13 and 14, 2013, is part of one of the many course modules offered by ISTC to provide high quality training in advanced and specialized skills to officers and non-commissioned officers from the Special Forces of various NATO nations.
JMTC Grafenwoehr and Hohenfels ranges and facilities are state-of-the-art and offer a variety of adaptable training scenarios and are regularly used by ISTC faculty and students. JMTC proximity to ISTC’s Headquarters in Pfullendorf, Germany, makes it an ideal training venue for NATO Soldiers while enrolled for ISTC training.
Some photos in this set have been redacted for security purposes.
(U.S. Army Photo by Michael Beaton/Released).
Ciji and I wrestling... we were the only girls at the neighbor gathering... so we wrestled each other. I beat her 3 out of 4 times... she got me once with the left arm. It was a good time! My paint ran because I had put on both of Ciji's wigs...
Photo by Kiff.
Another iteration of my Amtrak ridership map -- I had a request for a version centered on Pennsylvania, where the Pennsylvanian to Pittsburgh is threatened (I think all state-supported "corridor" routes are losing federal subsidies).
It looks like I haven't yet input data for stations between New Haven and Boston on the NEC...
BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, 210 Passenger Hypersonic Plane - Iteration 2
Seating: 210 | 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 2
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
-----------------------------
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.
The 1927 iteration of the tube map.
Frederick H Stingemore was the last designer to show the tube network in a geographical format. Stingemore's design showed closed circles for stations, and open circles for interchanges, as well as restoring the Thames (which had been removed from an earlier version).
To celebrate the London Underground's 150th anniversary, TfL commissioned five reproductions of tube maps from different periods, all made in Lego by Duncan Titmarsh, LEGO professional. Each map took approximately 4 days to complete and contained over 1,000 bricks.
The five maps come from different periods of London Undergound's history and were held at different stations over the summer:
1927 - designed by Fred Stingemore - this would be the last iteration of the map as a geographical overlay (at South Kensington)
1933 - Harry Beck's revolutionary design - the tube map became a diagram (at Piccadilly Circus)
1968 - adding the Victoria Line - the first tube line for 50 years (at Green Park)
2013 - the modern tube - the network as it is today (at Stratford)
2020 - the future view - at the tube will look in 2020 (at King's Cross)
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.
CAMP ITAMI, Japan - Yama Sakura 69 stands as the latest iteration of one of the world’s largest bilateral command post exercises. More than a 1,000 American and Japanese service members stationed throughout the Pacific implement cutting edge technology to fight a fictitious foe threatening Japan’s sovereignty.
As sophisticated computer programs project scores of simulated battles on hundreds of screens, a small yet expertly trained group of U.S. Army Soldiers, Japan Ground Self-Defense Force (JGSDF) service members and Department of Defense civilians maintain and monitor a cohesive network that connects two Armies training across thousands of square miles.
Led by U.S. Army Japan, YS 69’s G6 section coordinates with its JGSDF counterparts to develop a reliable system that produces realistic training simulations while simultaneously establishing thousands of communication links that enable the countless phone calls, email messages and video teleconferences necessary to establish command and control of the virtual battlefield.
Since the team’s arrival in mid-November, G6 has overcome a myriad of challenges from internet connectivity to live video streaming to create a common operating picture that demonstrates the empowering partnership between the U.S. Army and JGSDF. Many members of the team will remain in Camp Itami in the days after the exercise's conclusion to repack equipment and reconfigure networks.
U.S. Army photos by Sgt. John L. Carkeet IV, U.S. Army Japan
Rota (Iteration I)
2018
20 x 26.75 inches (508 x 680 millimeters)
Archival inkjet print on paper
© 2018 Tony DeVarco & Mayako Nakamura
Rota (Iteration II)
2018
20 x 26.75 inches (508 x 680 millimeters))
Acrylic, charcoal, pastel, pencil on archival digital print on paper
© 2018 Tony DeVarco & Mayako Nakamura
Part of the new series Bonnie DeVarco is calling "Figure | Ground" in collaboration with the Japanese Artist Mayako Nakamura.
Mayako Nakamura's Flickr site: www.flickr.com/photos/ma85/
During a daylight training iteration at the Joint Multinational Training Command’s (JMTC) Range 309 and its adjacent shoot house in Grafenwoehr , Germany, visiting multinational Soldiers from the International Special Training Centre, also known as ISTC, rehearses combat breaching and clearing techniques before conducting a live-fire explosive breach.
This training, conducted on May 13 and 14, 2013, is part of one of the many course modules offered by ISTC to provide high quality training in advanced and specialized skills to officers and non-commissioned officers from the Special Forces of various NATO nations.
JMTC Grafenwoehr and Hohenfels ranges and facilities are state-of-the-art and offer a variety of adaptable training scenarios and are regularly used by ISTC faculty and students. JMTC proximity to ISTC’s Headquarters in Pfullendorf, Germany, makes it an ideal training venue for NATO Soldiers while enrolled for ISTC training.
Some photos in this set have been redacted for security purposes.
(U.S. Army Photo by Michael Beaton/Released).
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.
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.
This image is an iteration of a third test of additive color. This test attempts to determine whether luminance provided to a surface by a light source can affect additive color.
Setup: A large rectangle of black velvet was laid flat on the floor, and three identical rectangles of white ("snowcap") cardstock were laid on top of the velvet. The camera shutter was opened. An external flash unit with a blue gel was fired once from a height of approximately 30 inches. One rectangle (sheet) was removed. The flash was fired again. A second sheet was removed. The flash was fired for a third time and the third sheet was removed. The camera shutter was closed.
The sheet that appears to be on the bottom of the pile, the darkest sheet, was actually on top and the first one to be removed after one flash of the strobe. The middle sheet was the second one removed after two flashes. The bottom sheet, with three flashes, is the brightest one. The edges of sheet are visible as shadow lines on the sheets underneath them.
The added light should provide more colors for light painting.
The gel used was Rogue Lighting Filters Just Blue (f-stop loss 2 1/3). The flash unit used was a Yongnuo YN-568EX II 4-Channel TTL Flash Speedlite for Canon E-TTL/E-TTL II Cameras. A flash unit was used to provide more control over the amount of light to be supplied. Its output is more measurable and repeatable than a flashlight timed by a human.
Lightful Eddy (Iteration I)
2017
20 x 26.75 inches (508 x 680 millimeters)
Archival inkjet print on paper
© 2017 Tony DeVarco and Mayako Nakamura
Lightful Eddy (Iteration II)
2017
20 x 26.75 inches (508 x 680 millimeters)
Acrylic, charcoal, pastel, pencil on archival digital print on paper
© 2017 Tony DeVarco and Mayako Nakamura
Part of the new series Bonnie DeVarco is calling "Figure | Ground" in collaboration with the Japanese Artist Mayako Nakamura.
Mayako Nakamura's Flickr site: www.flickr.com/photos/ma85/
During a daylight training iteration at the Joint Multinational Training Command’s (JMTC) Range 309 and its adjacent shoot house in Grafenwoehr , Germany, visiting multinational Soldiers from the International Special Training Centre, also known as ISTC, rehearses combat breaching and clearing techniques before conducting a live-fire explosive breach.
This training, conducted on May 13 and 14, 2013, is part of one of the many course modules offered by ISTC to provide high quality training in advanced and specialized skills to officers and non-commissioned officers from the Special Forces of various NATO nations.
JMTC Grafenwoehr and Hohenfels ranges and facilities are state-of-the-art and offer a variety of adaptable training scenarios and are regularly used by ISTC faculty and students. JMTC proximity to ISTC’s Headquarters in Pfullendorf, Germany, makes it an ideal training venue for NATO Soldiers while enrolled for ISTC training.
Some photos in this set have been redacted for security purposes.
(U.S. Army Photo by Michael Beaton/Released).
This is the third iteration of a custom hitch to attach our trailer from bikesatwork.com to our Yuba Mundo (a v3 Mundo, but I think the v4 frame is the same in this regard).
Compared to the 2nd try design, the cromoly of the support is thicker and taller and tilts down a bit a more.
It's thicker because the last support bent a little. It's taller because with the last design, the hitch arm would sometimes ride up on the wide loader, which I think led to the support getting bent a bit. And it's tilted down a bit more because you to do that the higher you raise the hitch. Kurt guessed the tilt was about 10 degrees, but he's the kind of guy who eyeballs things in his shop, so don't trust that.
I've hauled a few loads with this, and so far it seems to be fine. It's still possible for the hitch arm to end up the wide loader under the right conditions, but so far I've only seen that happen during very tight turns in a parking lot, where I was monitoring that closely. I think it's very unlikely to be a problem out on the road.
If you didn't just see it, the adjacent photo of a computer-lab-by-bike was hauled using this. I would say, "that trip went off without a hitch", but that would be confusing.
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.
Iteratively reweighted adaptive lasso for conditional heteroscedastic time series with applications to AR-ARCH type processes. Ziel arxiv.org/abs/1502.06557 #q-fin
The reason I look upset in this picture is that I tried very hard to create an entirely different image, and hacked at it for hours. This finally turned up after 1 or 2 hours more.
Lately I've been thinking I ought to up my game as far as shooting art goes. While I don't want to commit to something as laborious as a 365 that I know would never work, I do want to get some consistency and push my self further. A 36.5 perhaps?
Fractal type:julia
Plot size (w,h):2210,2210
Maximum iterations:33000
Center Point (real, imaginary):-2.77275e-07,2.77275e-07 i
Plot Width (real):0.000175
Julia origin (real, imaginary):-0.7495953208874836,-0.03003891751080129 i
Source mandelbrot width:1.24E-11
Color scheme name:HomeGardenSpring2007
*******************************************************************************
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.
*******************************************************************************
Painting and markings:
Another iteration of the standard Hinterhalt paint scheme, in this case only a two-tone variation with wide stripes in Rotbraun (RAL 8017, Humbrol 160) over a Dunkelgelb (RAL 7028, Tamiya TS-3 from a rattle can as overall primer) base. The model received an overall watercolor washing with black and burnt umbra, as well as dry-brushing with grey and beige. Rust and dirt residues were created with watercolors (burnt sienna, umbra). The black vinyl tracks were painted with watercolors, too, with a mix of grey, ochre and burnt umber.
The tactical code’s color and arrangement are unusual, but this style with the code numbers in a contrasting tone and separated by the national marking was for instance used by the Schwere Pz.Abt.506 (operating Tiger IIs) in early 1945. The Mickey Mouse decoration comes from a Luftwaffe aircraft, as well as the small tank “kill markings” on the barrel; both came from a generic TL Modellbau sheet.
The finished model received an overall coat with matt acrylic varnish, was then assembled (running gear and tracks), and the lower areas were lightly dusted with artist mineral pigments.
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
The first iteration of outhouses in the dunes was nothing more than a hole dug in the sand with a wooden dome around it to provide privacy. These unsustainable structures were soon replaced with larger vault toilets that prevented waste from coming into contact with the dunes. The traditional prefabricated units found in dunes today were installed in the 1990s in an effort to modernize the facilities in public lands across the country.
(ca.1940 - ca.1950 - 2018)
Painting and markings:
Another iteration of the standard Hinterhalt paint scheme, in this case only a two-tone variation with wide stripes in Rotbraun (RAL 8017, Humbrol 160) over a Dunkelgelb (RAL 7028, Tamiya TS-3 from a rattle can as overall primer) base. The model received an overall watercolor washing with black and burnt umbra, as well as dry-brushing with grey and beige. Rust and dirt residues were created with watercolors (burnt sienna, umbra). The black vinyl tracks were painted with watercolors, too, with a mix of grey, ochre and burnt umber.
The tactical code’s color and arrangement are unusual, but this style with the code numbers in a contrasting tone and separated by the national marking was for instance used by the Schwere Pz.Abt.506 (operating Tiger IIs) in early 1945. The Mickey Mouse decoration comes from a Luftwaffe aircraft, as well as the small tank “kill markings” on the barrel; both came from a generic TL Modellbau sheet.
The finished model received an overall coat with matt acrylic varnish, was then assembled (running gear and tracks), and the lower areas were lightly dusted with artist mineral pigments.
final iteration of my remington 700 SPS-V for this project.
remington 700 SPS-V barrel action
HS precision stock
vortex viper 6.5-20 x50 mildot scope w/ butler creek lens covers
karsten adjustable cheek rest
harris bipod
During a daylight training iteration at the Joint Multinational Training Command’s (JMTC) Range 309 and its adjacent shoot house in Grafenwoehr , Germany, visiting multinational Soldiers from the International Special Training Centre, also known as ISTC, rehearses combat breaching and clearing techniques before conducting a live-fire explosive breach.
This training, conducted on May 13 and 14, 2013, is part of one of the many course modules offered by ISTC to provide high quality training in advanced and specialized skills to officers and non-commissioned officers from the Special Forces of various NATO nations.
JMTC Grafenwoehr and Hohenfels ranges and facilities are state-of-the-art and offer a variety of adaptable training scenarios and are regularly used by ISTC faculty and students. JMTC proximity to ISTC’s Headquarters in Pfullendorf, Germany, makes it an ideal training venue for NATO Soldiers while enrolled for ISTC training.
Some photos in this set have been redacted for security purposes.
(U.S. Army Photo by Michael Beaton/Released).
This image is an iteration of a third test of additive color. This test attempts to determine whether luminance provided to a surface by a light source can affect additive color.
Setup: A large rectangle of black velvet was laid flat on the floor, and three identical rectangles of white ("snowcap") cardstock were laid on top of the velvet. The camera shutter was opened. An external flash unit with a green gel was fired once from a height of approximately 30 inches. One rectangle (sheet) was removed. The flash was fired again. A second sheet was removed. The flash was fired for a third time and the third sheet was removed. The camera shutter was closed.
The sheet that appears to be on the bottom of the pile, the darkest sheet, was actually on top and the first one to be removed after one flash of the strobe. The middle sheet was the second one removed after two flashes. The bottom sheet, with three flashes, is the brightest one. The edges of sheet are visible as shadow lines on the sheets underneath them.
The added light should provide more colors for light painting.
The gel used was Rogue Lighting Filters Moss Green (f-stop loss 1 1/2). The flash unit used was a Yongnuo YN-568EX II 4-Channel TTL Flash Speedlite for Canon E-TTL/E-TTL II Cameras. A flash unit was used to provide more control over the amount of light to be supplied. Its output is more measurable and repeatable than a flashlight timed by a human.
Alex had a unique approach to the production of his design folio work. Alex was constantly drawing. He spent most of his classtime just drawing, even when he was supposed to be doing something else. He needed to draw to think. So what you see here isn't necessarily pretty but this folio is stuffed with ideas. Alex's approach demonstrates precisely and accurately the method of idea generation and refinement promoted by the department. Note the large number of drawings on eachpage. this allows the student to easily cross reference and tag from one idea to the next. Extensive annotation also helps to reveal design thinking and comments should always be relevant and refer back to the specification. It is clear that Alex has a thorough understanding of the more technical aspects of the course and he repeatedly suggests ways in which his concepts might be made.
Alex went on to do very well at Higher Product Design. Some of his work also features on this site. He's now studying maths at Warwick University.
BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, 210 Passenger Hypersonic Plane - Iteration 2
Seating: 210 | 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 2
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
-----------------------------
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.
This was my first attempt - and in some ways the most successful.
Pros:
* The loops make it resemble the Experimentory Logo.
* It passably looks like a snowflake.
Cons:
* It took ridiculously long to cut - I had to use fingernail scissors to cut out the inner holes.
* The "P"s don't connect with one another, making the right-hand branch separate from the rest. If I had done this so that was the bottom branch, this wouldn't have been as much of a problem, but since only one branch spelled "EXP" correctly, that had to be facing up.
Splash (Iteration I)
Date: May, 2017
Medium: Digital Photomontage
Locations: Tokyo & Hiroshima Children's Peace Memoria, Japan and Santa Cruz, CA.
Dimensions: w 26.75" x h 20"
©2017 Tony DeVarco and Mayako Nakamura
www.flickr.com/photos/tonydevarco/33789233184/
Framed by Akihiro Nakamura