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RAF Hawker Siddeley Harrier Jump Jet.
Certain things in life stay a vivid memory, this was one of them, like being in the middle of a tornado when above you at low altitude.....
All of photographs published here are copyright © Anthony Fosh All Rights Reserved. They may not be reproduced and/or used in any form of publication, print or the Internet without my written permission
FLYING TIGERS --the 1st American Volunteer Group
Burma 1941 - China 1942
'Adam & Eves'
Flight 1
P-40B
Unit: 1st PS "Adam and Eve", AVG (American Volunteer Group)
Serial: 14 (P-8127)
China, 1942-1943.
There is some confusion as to the # 14 on the side of the fuselage as it appears that both 14 and 47 were used on tail # P-8127, so see if this makes sense --
" P-8127 was actually #47 and R.T. Smith did fly it after the Es arrived and a bunch of Bs were transfered to the the 3rd Sqdn including some that were initially with the 2nd sqdn. There are some nice color shots of R.T. in # 47
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The confusion of tail # P-8127 and #14 is from a photograph taken of the fuselage undergoing maintenance after the AVG had disbanded. Number47 had been relegated to the recyclying bin by then and #14 was the recepient of it's tail fin with P-8127 on it. Number14 with tail # P-8127 was initially assigned to C.J. Rosbert."
Airforce City @ Clark, Pampanga
Air Force City Park is a unique recreational facility for kids young and old.
It is an outdoor museum featuring real war-time aircraft --- fighter jets, helicopters and anti-aircraft gunnery. There are also multitude of playground equipment where the kids can enjoy playing after they are done checking and climbing aboard the aircraft display.
Discovery STO - 70 Ton, Single Stage to Orbit Fixed Wing Aircraft - Space Plane - Hypersonic Plane, U-TBCC / Unified Turbine Based Combined Cycle & Aerospike
Iteration 1, Mach 8-10 in amtmosphere, 195ft long, Heavy Lift Single Stage To Orbit Fixed Wing Aircraft. 70 TONS, ie 140,000 LBS, 60 ft X 15ft X 15ft payload bay. Up in the Falcon Heavy and Delta IV class, except not $400 million to launch giant payloads into orbit, but below $250 per lbs, or about $28 million to launch giant payloads, and normalized orbital flight, as normal as a 737 commercial flight. Load up, refuel, take off in an afternoon. I estimate this aircraft would cost about $750 million each for space capable. In atmosphere commercial, roughly $300 million each for a 200 passenger M8-10 (not designed yet)
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www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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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.
An F-35 Lightning II flying with P-51 Mustang Val-Halla during the USAF Heritage Flyover at the 2023 Abbotsford Airshow.
A restored USAF P51 Mustang from WWII flying during the Warbirds demo at the 2025 Abbotsford International Airshow. It flew alongside an F4U Corsair and a P38 Lightning .
The Royal Canadian heritage flyover during the 2023 Abbotsford Airshow with a CF-18 Hornet flying alongside a restored RCAF P-40 Kitty Hawk.
Planes returning back to Helsinki-Vantaa airport in Vantaa from Helsinki Airshow 2021 #HelsinkiAirshow
Steve Jones waving to the crowd at the #battleofbritain airshow 10th September 2022
#stevejones #pilot #fighterpilot #spitfire #supermarinespitfire #vintageaviation #vintageaircraft #fighter #RAF #airshow #flypast #flyingdisplay #waving #duxford #iwmduxford #airdisplay #displaypilot #pilotlife #aircraftrestorationcompany
2013 National Day Parade Combined Rehearsal 5/National Education Show 2, viewed from The Promontory @ Marina Bay, Singapore
The national flag flypast, prior to Ardent Trio. Performed by the good ol' CH-47 Chinook, with twin AH-64D Longbow Apaches at its flanks. F-15SG Strike Eagles for additional joy!
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Leyton House March Judd CG901 F1 Sywell Airshow.
Has been restored to imaculate condition, Judd V8 sounded superb in the Hangar....
Rufford Abbey at War (WW2) event.
Please don't use this image on websites, blogs or other media without my explicit permission.
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A USAF F-35 Lightning II flying in the 2023 Abbotsford Airshow. This was the plane that I most excited to see. The pilot put on an incredible demo too, she didn't hold back, showed off all the F-35 can do, and came close to breaking the sound barrier.
The Royal Canadian heritage flyover during the 2023 Abbotsford Airshow with a CF-18 Hornet flying alongside a restored RCAF P-40 Kitty Hawk.
Persistent URL: www.floridamemory.com/items/show/137309
Local call number: N027558
Title: North American P-51D Mustangs at MacDill Army Air Base: Tampa, Florida
Date: ca. 1943
Physical descrip: 1 photonegative - b&w - 4 x 5 in.
Series Title: General Collection
Repository: State Library and Archives of Florida, 500 S. Bronough St., Tallahassee, FL 32399-0250 USA. Contact: 850.245.6700. Archives@dos.state.fl.us
Von Richthofen and Brown can be purchased online:
Amazon.com:
www.amazon.com/Von-Richthofen-Brown-John-Phillip/dp/B000M...
Barnes & Noble:
www.barnesandnoble.com/w/dvd-von-richthofen-and-brown-tom...
Note: Some vendors state this flick is from 1970 — Actually, VR&B was released July 28, 1971... Got it? Also, despite this black & white photo, the film is in colour.
Codi von Richthofen,
The Red Baron Gallery ©
The Douglas SBD-3 Dauntless, first delivered to the Navy in February 1940, is regarded as the most successful American dive bomber in World War II. Although obsolete by some standards, it proved to be a formidable weapon in the Coral Sea, and the battle for the solomons. The Dauntless and its brave aircrews are best remembered for sinking all four of the Japanese carriers at the Battle of Midway, earning the nickname "Slow But Deadly." Large dive brakes were built into the trailing edge of the wing. They were opened for speed control during the near vertical descent towards a target. When the bomb was dropped, the underbelly Y shaped "trapeze" pivotd forward and down to guide the ordinance past the popeller arc.
The SBD-3 Dauntless were equipped with 1,000 horsepower Wright R1820-52 Cyclone 9 cylinder engines. With a wingspan of 41 feet, 6 inches and a length of 32 feet, 8 inches, they weighed 10,4000 pounds loaded. They could reach speeds of 250mph and ranged over 1,200 miles. 5,936 of these dive bombers were built by the Navy, Marine Corps and Air Force between 1940 and when production ended in July 1944.
This aircraft is displayed in the markings of the Dauntless dive bomber that Lt. Richard Best and Aviation Chief Radio man J.F. Murray flew during the attack ont he Japanese aircraft carrier Akagi on June 4, 1942. Best, a 1932 graduate of the U.S. Naval Academy was the commanding officer of Bombing Squadron Six (VB-6) aboard the U.S. carrier Enterprise. Mid-morning on June 4, Best and two wingmen aborted an attack on the already targeted carrier Kaga, turning instead to attack the nearby carrier Akagi. While his wingman scored near misses, best placed his 1,000 lb. bomb in the center of the flight deck, dooming the akagi. Later that afternoon, Lt. Best led his squadron against the carrier Hiryu, which was hit by four 1,000 lb. bombs and blew up in dramatic fashion. Richard Best never flew again. His oxygen supply malfunctioned affecting his lungs.
The Pacific Aviation Museum Pearl Harbor (PAM), located on Ford Island in Pearl Harbor, opened to the public on December 7, 2006. The first phase of the museum is Hanger 37, a 42,442-square foot former seaplane hangar that survived the 1941 attack on Pearl Harbor, features a 200-seat theater and a 25,000-square foot exhibit area, which highlights the story of military aviation in the Pacific during World War II. Future phases will be built Hangar 79 and Hangar 54, telling additional stories of the Korean War, Vietnam War and Cold War.
Pearl Harbor, U.S. Naval Base National Historic District National Register #66000940 (1966)