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Joint Base Elmendorf-Richardson hosted a Holocaust Remembrance Day observance with guest speakers Leslie Fried, Alaska Jewish Museum curator, and Michelle Keller, granddaughter of a holocaust survivor, at the Arctic Warrior Event Center, May 5, 2016. The event serves as a way to remember the six million Jews murdered in the Holocaust during Nazi persecution.
K1, K2, K3 Lorient submarine bases, Guided insed a submarine by its officers, for the future submarine museum of Lorient, by th Studio Adhoc, opening on 30th april 2010
An F-16 Fighting Falcon aircraft sits chalked after arriving at Balad Air Base, Iraq, May 27, 2010, following a mission. The aircraft is assigned to the 157th Fighter Squadron, 169th Fighter Wing out of McEntire Joint National Guard Base, S.C. (DoD photo by Tech. Sgt. Caycee Cook, U.S. Air Force/Released)
Chief Constable Stephen Watson formally opened our new Tactical Aid Unit (TAU) base in Leigh on Friday 3 February 2023.
Part of TAU has been relocated to provide a better public service in the north and west of the force area, with officers stationed there to allow increased visibility as well as improving the response to crime and anti-social behaviour in the area.
Mr. Watson attended the launch with senior GMP and TAU officers, and MPs James Grundy and Yvonne Fovargue.
Mr. Watson said: “Being able to respond to incidents and emergencies as effectively as we can is at the very heart of GMP.
“Having the TAU based in the north of the force area means we can better serve our communities and keep people safe.
“Operations and critical incidents are the bread and butter of the TAU. They are the team with the specialist skills and knowledge that can support our people and keep them safe.
“This move also shows the commitment we have to ensuring GMP is a force that is attractive to officers from other areas who may be looking for a move.
"It is my absolute pleasure to open this base in Leigh which will allow us more effectively to fight, prevent, and reduce crime.”
TAU carries out high-profile disruption and enforcement, targeting serious, organised, and high-impact crime. The team have specialist skills and are deployed wherever they are needed most, including dealing with public order, tackling organised crime, managing large events, and providing specialist search capabilities.
Chief Superintendent Emily Higham, GMP's Wigan District Commander, said: "TAU are specialist officers who can support Wigan and Leigh with search warrants, trouble hotspots and public disorder.
"They will also be visible in the area and their geographical location which means they will be able to respond more quickly to incidents and support our local officers. I am delighted they have moved into the borough."
You should call 101, the national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can also call anonymously with information about crime to Crimestoppers on 0800 555 111. Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.
You can access many of our services online at www.gmp.police.uk
JOINT BASE PEARL HARBOR-HICKAM, Hawaii (Aug. 1, 2018) - An honor guard detail of U.S. Indo-Pacific Command (INDOPACOM) personnel conducts an honorable carry ceremony at Joint Base Pearl Harbor-Hickam (JBPH-H), Hawaii. Carry teams will move 55 flag-draped transfer cases, containing what are believed to be the remains of American service members lost in the Korean War, to the DPAA laboratory at JBPH-H for identification. (U.S. Air Force photo by Senior Airman Apryl Hall) 180801-F-AN072-0177
** Interested in following U.S. Indo-Pacific Command? Engage and connect with us at www.facebook.com/indopacom | twitter.com/PacificCommand |
www.instagram.com/indopacom | www.flickr.com/photos/us-pacific-command; | www.youtube.com/user/USPacificCommand | www.pacom.mil/ **
KADENA AIR BASE, Japan (Feb. 11, 2019) - U.S. Air Force Capt. Suzanne Romeo, 18th Aerospace Medicine Squadron operational optometry chief, conducts an exam on Airman 1st Class Praise Butler-Davis, 18th AMDS optometry technician, Jan. 11, 2019, at Kadena Air Base, Japan. Optometrists provide primary eye care by testing people’s eyes for visual acuity and eye diseases. (U.S. Air Force photo by Staff Sgt. Micaiah Anthony) 190111-F-DM566-0024
** Interested in following U.S. Indo-Pacific Command? Engage and connect with us at www.facebook.com/indopacom | twitter.com/INDOPACOM |
www.instagram.com/indopacom | www.flickr.com/photos/us-pacific-command; | www.youtube.com/user/USPacificCommand | www.pacom.mil/ **
U.S. Air Force basic military graduation is held Apr. 30, 2020, at the 331st Training Squadron’s Airman Training Complex on Joint Base San Antonio-Lackland, Texas. Due to current world events, the graduation ceremonies will be closed to the public until further notice for safety and security of the newly accessioned Airmen and their family members due to coronavirus (COVID-19).
A cat that has installed itself in a cardboard box is a happy cat. (I have no idea why.)You can exploit this strange fact to make a your own simple (but possibly ornate) corrugated cardboard cat bed. Our example here is designed as a kitty-sized chaise lounge.
Learn how to make your own here.
Mytchett Camberley based Terranova Group Mobile telescopic crane on duty on the site of Sudbury's new hospital cum health centre at Church field road Chilton
MISAWA AIR BASE, Japan -- A U.S. Air Force C-17 Globe Master III, arrives carrying search and rescue workers to assist in civil relief recovery operations Mar. 13. The search and rescue team is from the Los Angeles County Fire Department, Calif. (U.S. Air Force photo by Staff Sgt. Marie Brown\Released)
Chancellor Michael Harris honorary Commander, GRISSOM AIR RESERVE BASE, Ind., -- Grissom's Honorary Commander take oath of office during induction ceremony. Dr. Michael Harris
Chancellor Michael Harris took his oath and assumed duties as "Honorary Wing Commander" for the 434th Air Refueling Wing at Grissom Air Reserve Base (GARB).
Michael Harris IU kokomo, Induction, Honorary Wing Commander, Colonel William T. Cahoon, Grissom Air Reserve Base 434th Air Refueling Wing Commander,
Chancellor Michael Harris Honorary Wing Commander, 434th Air Refueling Wing at Grissom Air Reserve Base (GARB).
archive.is/2013.07.08-145205/http://homepages.indiana.edu...
search.af.mil/search?affiliate=Grissom&query=michael%...
newsroom.iuk.edu/articles/2012/01-jan/grissom-arb-selects...
newsroom.iuk.edu/articles/2012/05-may/chancellor-harris-p...
www.grissom.afrc.af.mil/News/Article-Display/Article/1748...
www.grissom.afrc.af.mil/News/Article-Display/Article/1747...
www.grissom.afrc.af.mil/News/Article-Display/Article/1748...
www.kokomoherald.com/Content/News/Local-News/Article/Gris...
www.kokomoherald.com/Content/News/Local-News/Article/Chan...
en.wikipedia.org/wiki/List_of_Israeli_Americans#Academics
www.alloexpat.com/moving_to_israel_forum/iu-kokomo-chance...
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, 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, defense science, missile defense agency, aerospike,
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.
MISAWA AIR BASE, Japan -- Col. Michael Rothstein, 35th Fighter Wing commander, shakes hands with Chief Master Sgt. Andy Kaiser, U.S. Forces Japan and 5th Air Force command chief upon his arrival Mar. 23. Chief Kaiser traveled to Misawa Air Base for a brief base tour to see how the base is supporting Operation Tomodachi. (U.S. Air Force photo by Staff Sgt. Marie Brown\Released)
So this is my base to marek's base contest! So this is in kashyyyk a few weeks before order 66, when they discover a small post from the clone wars when a giant transport leaves a squadron of droids attack them...
Home of the Adventurous is probably the perfect slogan for this place. When I begin to write something down about this place I honestly don't know where to begin. So I guess I should start by saying that almost everything you will be seeing int hese photos is abandoned. This is a former cold war air force base that was basically left to rot by the government after less than 10 years of use. There are a few families that live in the condos still, but I would say 90 or more percent of these homes are empty. The schools are decaying, as is the hospital and all other buildings except those owned by Boeing. Boeing owns the runway and uses it for test purposes. And instead of moving their employees into the empty condos they set up manufactured homes for them.
The weather in Saint Marie is especially brutal, terribly hot dry summers and fierce awful winters. Saint Marie is like an island of condos and abandoned buildings in a great sea of prairie--nothing else is around it for miles and miles. It is true desolation. And when you drive the broken streets and see the condos with those big windows looking at you like empty eyes it is like you are in another world entirely. Then you see the signs set up by Boeing saying not to go any further and that essentially they are watching you--it's like something from a movie. I encourage you to look up other people's photos of Saint Marie and the things you will see will haunt you. Operating tables and beds left up in the hospital. Robes left hanging in the church. Everyone just walked away one day and this is what remains. If you are especially adventurous you can move here--the condos are a steal. A beautiful one fully furnished just sold for 30,000 dollars and there are others for much less than that.
Here are videos I took while exploring Saint Marie:
www.youtube.com/watch?v=mrRJCKiXAW8
www.youtube.com/watch?v=UiY1O0rBhu0
www.youtube.com/watch?v=XNtke7q9aYk
www.youtube.com/watch?v=i6rmeK7KYBk
www.youtube.com/watch?v=0yy00FTiwvk
www.youtube.com/watch?v=CZL-NyrcBrg
If any of you are as fascinated with this place as I am I have compiled a list of other websites where you can see old and new photos of this place, as well as real estate listings for condos that are for sale:
www.city-data.com/forum/montana/152625-glasgow-montana-re...
stmariecondoassn.tripod.com/stmarie/smstuff.html
www.radomes.org/museum/thumbs.php?site=Opheim+AFS,+MT
www.airfields-freeman.com/MT/Airfields_MT_E.html
www.flickr.com/photos/walkaboutwolf/94704293/
CONDO INFO
www.northwest-national.com/glasgow_montana_recreational.htm
www.missouririverrealty.com/st. marie.htm
U.S. Air Force basic military graduation and coining ceremony is held Nov. 5, 2020, for the 433rd Training Squadron at the Pfingston Reception Center on Joint Base San Antonio-Lackland, Texas. Due to current world events, the graduation ceremonies will be closed to the public until further notice for safety and security of the newly accessioned Airmen and their family members due to coronavirus (COVID-19).
The main component of CT/X-ray Contrast Media is iodine. The Iodinated Contrast Media is a colorless, transparent, slightly viscous liquid. At present, the CT contrast agents can be mainly divided into ionic and non-ionic, according to the osmotic pressure can be divided into hypertonic, isotonic and hypotonic. Currently, non-ionic, isotonic or hypotonic Contrast Media are used clinically. When the CT contrast medium is injected, 97% of the contrast media can be directly excreted from the kidneys within 1 day.
Reasonable Use of Iodinated Contrast Agents
Evaluate patient benefits/risks before use
History of allergies: Patients who have previously experienced moderate to severe anaphylactoid reactions to iodinated contrast agents or patients with a history of allergies requiring treatment are at an increased risk of having an allergic reaction to CT dye.
Kidney function: iodinated contrast agents can cause acute kidney injury, and patients should be evaluated for related risks before the surgery.
Combination medication: drugs that may increase the risk of adverse reactions to iodinated contrast agents: neuroleptics and antidepressants, interleukin-2, beta-blockers, metformin.
Situations where iodinated contrast agents should be used with caution: lung and heart diseases, catecholamine secreting tumours, pregnant and lactating women, myeloma and macroglobulinemia, myasthenia gravis, homocystinuria.
Contraindication: uncured patients with hyperthyroidism.
Dose limit for iodinated contrast agents
On the premise of satisfying imaging/diagnosis, the minimum dose of iodinated contrast agents should be used.
For low-risk patients, the total dose of types of contrast agents had better be controlled within 300 ~ 400 ml.
Maximum dose of iodinated radiocontrast dye
Method I *: 5 ml × body weight (kg)/serum creatinine (mg/dl) (not more than 300 ml) [refer to Cigarroa calculation formula]
Method II: 3.7 times creatinine clearance [according to 2011 ACCF/AHAUA/NSTEMI Treatment Guidelines]
For those with severe renal insufficiency, try to choose an imaging method that does not require iodine-based contrast agents or a non-imaging method that can provide sufficient diagnostic information.
Avoid repeated use of the diagnostic dose of an iodinated contrast agent in a short period of time. If repeated use is indeed necessary, it is recommended that the interval between two MRI contrast agent applications be ≥14 days.
Other precautions for the use of iodinated contrast agents
Preheating: Before using an iodinated contrast agent, it is recommended to heat the contrast agent to 37 °C and place it in a thermostat.
Hydration: It is recommended to hydrate patients within 6 to 12 hours before using an iodinated contrast agent to within 24 hours after use. Hydration method: Intra-arterial drug users are advised to receive intravenous rehydration and oral rehydration concomitantly, and oral rehydration is recommended for intravenous drug users.
Stay and observation: After the injection of the iodine-based contrast media, the patient needs to stay and be observed for 30 minutes before leaving the examination room.
Establish an emergency channel: Establish an emergency rapid support mechanism for the rescue of adverse reactions caused by iodinated contrast agents with the emergency room or other clinical related departments to ensure that after an adverse reaction occurs, clinicians can promptly rush to the rescue scene for rescue if necessary.
Prevention and Management of Vascular Extravasation of Iodinated Contrast Agents
Prevention
Choose appropriate blood vessels for venipuncture and operate carefully; when using a high-pressure syringe, choose a puncture needle and catheter that match the injection flow rate; properly fix the puncture needle; communicate with the patient and get cooperation.
Management
Mild extravasation: Most injuries are minor and need no treatment. However, the patient should be instructed to keep observing. If the extravasation worsens, the patient should seek medical attention in time. For individuals with significant pain, common cold and hydropathic compresses can be given locally.
Moderate and severe extravasation: ① raise the affected limb to promote blood return. ② Use 50% magnesium sulfate moisturizing cold compress in the beginning, and after 24-hours change to magnesium sulfate moisturizing hot compress, or use mucopolysaccharide ointment for topical application, or use 0.05% dexamethasone for local hydropathic compress. ③ Those with severe contrast agent extravasation should be given oral dexamethasone 5 mg/time tid for 3 consecutive days on the basis of topical drug use. ④ If necessary, consult a clinician for medication.
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, 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, defense science, missile defense agency, aerospike,
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.
Portable mast base for the temporary mast where your vehicle can be used both as support and weight to anchor the mast.
Base coat Orion Silver, top coat Galaxy Gray, a bit of dry brushing along the blade edge, then clearcoated with Nason 496-00
The trophy, which has been presented in the winner's circle after every race since 1936, is a very large, multi-tiered item which bears the bas-relief sculpture of the likeness of each driver to have won the race since its inception in 1911. Inscribed are the winner's name, year of victory, and average speed. This information is alternated with the faces in a checkerboard pattern. Included on the base is the gold likeness of Tony Hulman, owner of the Indianapolis Motor Speedway from 1945 to 1977. On the top of the trophy is an unclothed man waving a checkered flag. Because this man is depicted naked, after the tradition of ancient Greek athletes, the trophy is most often photographed so that the man's arm is swooping down in front of him.
In 1935, the Borg-Warner Automotive Company commissioned designer Robert J. Hill and Gorham, Inc., of Providence, Rhode Island to create the trophy at a cost of $10,000. The trophy underwent a refurbishment in 1991 and again in 2004. Today it is insured in excess of $1.3 million.