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McDonnell Douglas F-15E Strike Eagle
Nellis Capabilities Demonstration
Nellis Air Force Base
Las Vegas Valley, NV
The F9F-6P was the aerial reconnaissance version of the F9F Cougar fighter jet. No guns were installed and special cameras and instruments were installed in a lengthened nose section. The nose windows where the cameras were installed are visible in this photograph just forward of the nationality roundel.
Model: F9F-6P Cougar
Type/Mission: Photo Reconnaissance
Manufacturer: Grumman
Bureau Number: 127487
One of 60 unarmed variants of the Cougar fighter jet delivered between June 1954 and March 1955.
Fahti 42, 152 Filo sqn F-16 on short finals at RAF Waddington after an afternoon sortie during Cobra Warrior.
North American F-86 Sabre
Lockheed Martin F-35 Lightning II
Lockheed Martin F-22 Raptor
Heritage Flight
Nellis Air Force Base
Las Vegas Valley, NV
An F-35 Lightning II flying with P-51 Mustang Val-Halla during the USAF Heritage Flyover at the 2023 Abbotsford Airshow.
A USAF Boeing F-15 Eagle on the static display at the 2022 Abbotsford Airshow. It amazes me that the Eagle is still flying after fifty years, that it's still in production, and air forces around the globe are still ordering new ones. This was one of two F-15s that took part in the show, one flew later on.
US Navy F/A-18E (?)
EAA AirVenture Air Show
Oshkosh, Wisconsin
The EAA Air Show attracted 677,000 people this year, the biggest turnout ever for the EAA event. I did not attend, but got some glimpses here and there of some of the aircraft flying over my neighborhood and from a couple of city parks.
JL306585m
A US Navy E/A18G Growler flying during the Growler demo at the 2025 Abbotsford Airshow. It was loud and the pilots didn't hold back. I can still hear the afterburners when I look at these shots.
Seen during the Friday preview day to the 2010 RAF Waddington Airshow in Lincolnshire, UK. This is the Hawker Hurricane Mk. 1, The only surviving Hurricane that saw service in the Battle of Britain. (There are still flying examples of Hurricanes from later in the war)
Planes returning back to Helsinki-Vantaa airport in Vantaa from Helsinki Airshow 2021 #HelsinkiAirshow
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 .
Leyton House March Judd CG901 F1 Sywell Airshow.Adrian Newey designed the Leyton House March cars, before going to Williams. Jackie Stewart tested the March and could not find a comfortable seating position, Because of the cramped cockpit, somthing the design overlooked,
RAAF F/A 18F Super Hornet (A44-204) from No 1 squadron Amberley Air Base takes off under full after bruner for it's routine at the 2013 Avalon air show.
In August 2006 I toured the USS Midway Aircraft Carrier which was made into a memorial and museum in San Diego. Is this ship ever huge, and full of history. On the flight deck actual retired jet fighter pilots tell you what it was really like to take off and land on the USS Midway. The entire ship is extremely interesting and I highly recommend you visit the USS Midway if you get the opportunity.
INFORMATION ON THE USS MIDWAY:
USS Midway (CVB/CVA/CV-41) was an aircraft carrier of the United States Navy, the lead ship of her class, and the first to be commissioned after the end of World War II. Active in the Vietnam War and in Operation Desert Storm, as of 2007 she is a museum ship in San Diego, California. She is the only remaining aircraft carrier of the World War II era that is not an Essex-class ship.
In August 1991, Midway departed Yokosuka and returned to Pearl Harbor and then sailed to San Diego where she was decommissioned at Naval Air Station North Island on 11 April 1992. She was stricken from the Naval Vessel Register on 17 March 1997.
On 30 September 2003, Midway began her journey from the Navy Inactive Ship Maintenance Facility, Bremerton, Washington, to San Diego, California in preparation for use as a museum and memorial.
On 10 January 2004 the ship was moored at her final location at the Broadway Pier in downtown San Diego, where she was opened to the public on 7 June 2004. Visitors may tour the ship's flight deck, hangar bay, mess hall, bridge, primary flight control area, enlisted and junior officer quarters, sickbay, and portions of the engine rooms.
(Source: Wikipedia)
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USS Midway: San Diego Aircraft Carrier Museum - “Midway Magic” is a historical fact. It was a term known throughout the Navy as the USS Midway steamed through a 47-year career of service to country. Imagine a carrier that was commissioned in 1945 and served as a flagship in Desert Storm in 1991. No other carrier served as long as the USS Midway. Time and again Midway remained on station when other carriers broke down and headed for port. It was almost magical how the crew and carrier responded to every call—both military and humanitarian.
The USS Midway set new standards of naval aviation in the latter half of the 20th century. A captured German V-2 rocket was launched off the USS Midway in 1947—the dawn of naval missile warfare. The USS Midway blazed new trails of sub-Arctic air operations off the coast of Greenland. It was the first carrier home-ported in a foreign country, calling Yokosuka, Japan home for 18 years. When others came home, the USS Midway remained at the “tip of the sword” on an odyssey shared by 225,000 Americans that spanned the surrender of Japan in WWII, the Cold War, Vietnam, the era of détente and Desert Storm.
No other carrier carries such a proud—many say “magical”—tradition of diligence, vigilance and mission completion. Midway Magic was real. And it continues today on her final mission as an interactive museum, tribute and education center.
(Source: www.ussmidway.org)
here is the first version of my F-16. Inspiration for the nose taken from Mike on Flickr
www.flickr.com/photos/pmiaki/7064073019/in/photolist-bLed...
here is the link to the pic that I used. This is only the first version so expect some changes to be made. I would like to rework the air intake quite a bit as well as add landing gear and all of the armaments to the wings. Feedback is welcome. Happy Building!
-Ty
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
.
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.