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Discovery STO - Single Stage to Orbit Heavy Lift, Hypersonic Aircraft - 70 TON Payload - IO Aircraft
IO Aircraft: www.ioaircraft.com
Discovery STO Specs
Length:197' 6" / Span: 93' / Palyload Bay: 61' L X 15" W X 15' H / Span: 70 Ton (140,000 LBS)
Engines: U-TBCC (Unified Turbined Based Combined Cycle) Inc/Zero Atmosphere
Inlets: Adaptive REST, Originally Hapb/Larc NASA
Fuel: 125,000 Gallons 12,000 PSI H2 / 90,000 Gallons 12,000 PSI O2
Fuel Weight: Apx 72,000 LBS Total / *If liquid, would be 1.4 Million LBS
Weight: Apx 325,000 LBS EOW/Dry Weight / Apx 537,000 T/O Weight, Max Payload
Airframe: 75+% Proprietary Advanced Composites, 400,000 PSI Tensile Strength Airframe / *NO Ceramic Tiles
Thermals: 6,000F Thermal Resistance
Estimated Cost: $750 Million Each (Fly Away Price)
Estimated Launch Cost: Apx $28 Million at 140,000 LBS, Including Maintenance Costs / Under $250 per pound at Maximum Paylaod Wieght *Could Drop to Below $50 per LBS
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
The prototype fuselage of a McDonnell Douglas A-12 Avenger II, nicknamed the Flying Dorito. It was a Navy stealth fighter bomber program that was cancelled in 1991. Only the non-flyable prototype was ever built, and it remains on the outer grounds of Meacham Airport awaiting restoration as a museum exhibit.
R-2118 of fighter squadron 10 (Fliegerstaffel 10), stationed at Buochs airfield in Switzerland between 1965 and 2003.
This model in 1/32 scale is based on ILARAK Solutions' excellent design, whose instructions I bought.
After having built the model initially following the instructions, I have made quite some changes to the design to better represent the real aircraft with the identification R-2118:
- The first and main alteration was to move the wheels of the main landing gear outwards to represent the real Mirage's design. I also added landing gear bay covers to the struts.
- The nose landing gear now is much sleeker.
- Smoothed out the underside of the aircraft and added several details like vents. At the same time I was able to add representations of the two DEFA 30 mm cannons.
- Smoothed out the shaping around the cockpit and incorporated a new glass design.
- More detailed engine nozzle and vertical stabilizer.
- More realistic fragmentation of the control surfaces on the trailing edge of the wing.
- Slightly smoothed out the camo scheme.
- Added various under wing details like antennae and payload.
The landing gear is still fully functional, with the little drawback that with my chosen solution, the wheels are no longer able to rotate.
The under wing and fuselage details consist of (beginning at the wing tips):
- 2 x Radar warning antennae
- 2 x AIM-9B Sidewinder for self defense
- 2 x external fuel tank
- 2 x 4 JATO rockets for short take-off from partially destroyed runways
- Centerline reconnaissance pod
The Swiss Mirage III S and RS are a derivative of the French Mirage III, with "S" standing for Switzerland and "RS" for reconnaissance. Most of the Swiss Mirages were built in Switzerland under license. Changes over the French original included US avionics (thus the Sidewinder), reinforced structure for JATO take-offs and duck vanes added with combat value increase program.
There were 18 Mirages of the RS variant, numbered R-2101 to R-2118, with my model representing the last of the series. They featured four optical cameras in the nose section that could be equiped with different lenses and placed at different angles. Each camera had a film roll for 360 frames.
R-2118 carried the nickname "Mata Hari", the famous Dutch female spy of World War I. The name is painted on the left side of the cockpit section together with an owl.
Mirage III RS R-2118 still exists and is on display at the Air Force Center in Dübendorf near Zurich, Switzerland. My model represents the loadout of the real aircraft as exhibited.
To better display the details of the underside and the working landing gear, I built a display stand that shows the plane during take-off.
A Lockheed Martin F-35 Lightning II belonging to the Royal Netherlands Air Force on the static display at the 2022 Abbotsford Airshow.
Spitfire stunt flying over East Preston
It arrived "out of the blue" and I thought it would only be over the village for a few seconds. How wrong I was. Anyway I grabbed the camera and poked it out the window to grab a couple of shots only to find he stayed around for several minutes. Time enough in fact to dash down the road to the beach and get some decent clear shots.
At the speed and altitude he was flying he only appeared in the gap between the roofs for a couple of seconds at the most on each pass.
IMG_6102
A restored Mikoyan Mig-17 Fresco flying during the 2025 Abbotsford International Airshow. It was unique to see this Cold War era jet. Second time that I've ever seen one of these.
My mom used to tell me stories on how she worked on these planes back in the day. She was a Rosie the Riveter.
A Lockheed Martin F-35 Lightning II belonging to the Royal Netherlands Air Force on the static display at the 2022 Abbotsford Airshow.
Val-Halla, a restored P51 Mustang, flying at the 2025 Abbotsford International Airshow. It was supposed to be taking part in the USAF Heritage Flyover alongside the F35 Lightning II but the F35 hand to land due to technical problems so Val-Halla flew on it's own while the RCAF Snowbirds prepared for their performance. Val-Halla was named for both it's pilots Bill Anders wife Valerie and for the Black Knights P51 squadron that was stationed at Keflavik, Iceland during the Cold War.
Pictured: An RAF Top Gun pilot crash landing his Harrier Fighter Plane on the runway of Kandahar airfield in Afghanistan. The pilot ejected to safety via his rocket fired ejector seat, once he had steered his Harrier passed a civilian passenger aircraft also on the runway. May 2009.
The Royal Canadian heritage flyover during the 2023 Abbotsford Airshow with a CF-18 Hornet flying alongside a restored RCAF P-40 Kitty Hawk.
Went to the Waddington Airshow this past weekend, came back with some okay shots, but I was having to shoot into the sun for most of the day.. Got some interesting shots though. Heres the first shot from the Waddington Air Show 2011
D300
Nikkor 200-400 VR
MK356 - Supermarine Spitfire Mk LF IXe and LF363 - Hawker Hurricane Mk IIC - Royal Air Force - RAF Fairford
Old & New Fighter Planes ✈️ -
Practicing for 2019 Airshow
Practice Flights On Sunday
Tucson’s Davis-Monthan AFB
Seen from my backyard.
Central Tucson
Tucson, Arizona
Tags:
"United States Air Force" "Old And New" "Fighter Planes" Practicing "Flying Together" "Precision Flying" "Pattern Flying" Flight "Davis-Monthan AFB" "My Backyard" "Central Tucson" Tucson Arizona USA "Southwestern USA" "American Southwest" "North America" "Western Hemisphere" "My Backyard" Exciting Thrilling Dramatic "Partial Overcast" Sky Clouds "Aircraft Spotting"
Aircraftmen fit a 250lb bomb to a Hawker Hurricane ~ it had just been announced that the fighter was being used as a single seater bomber in certain circumstances.
Explored 2011 08 19 #483
A sneak peek of this weekends air show at the Waterloo Regional International Airport. Despite my years in the air force, I still get thrill at the sight of military aircraft, no matter what the era.
This Blue 710 captured several records during 1975 and 1977.On 31 August 1977 the aircraft captured a new altitude record.
A restored Mikoyan Mig-17 Fresco flying during the 2025 Abbotsford International Airshow. It was unique to see this Cold War era jet. Second time that I've ever seen one of these.